ISSUE 2// 2015
ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT
WWW.RAILWAYSAFRICA.COM
GM885 SHELTAM_PRESSLINK
You do not have to be the biggest to be THE BEST...
Tel: +27 (041) 581 4400 Fax: +27 (041) 581 4474 E-mail: info@sheltam.com Website: www.sheltam.com 127 Villiers Rd Walmer 6070 PO Box 15148 Emerald Hill 6011 Port Elizabeth South Africa
from the editor
End of the beginning
Ten years into the new century, striking changes altered everything. Suddenly, ambitious new lines were being built in north, west, east and southern Africa. They included just about everything in the catalogue – like the 320km/h high-speed line coming on stream in Morocco, 3,000km of route rebuilt in Nigeria (likewise Angola) and new off-the-shelf light rail in Addis Ababa, not to mention lengthy stretches of standard gauge begun in Nigeria and Kenya, with Uganda, Rwanda, Burundi and Tanzania to follow. In South Africa itself, where things had really got behindhand, new orders for locomotives and rolling stock - the largest ever placed - made world news. Prominent among the continent’s suppliers are the world’s household names, such as Alstom, General Electric, Bombardier, EMD, Plasserail and more recently Vossloh. South African locomotive manufacturers are becoming increasingly conspicuous in lands from Liberia to Mozambique Transnet Engineering, Grindrod, Sheltam, AR&TS, etc. Though new players in a game usually start in a small way, building up their presence gradually, China does things differently. In next to no time they were building railways in Africa – and trains to run on them – here, there and everywhere.
Even South Africa’s iconic Blue Train – rated more than once as the world’s finest express – is hauled throughout by Chinese-built locomotives today. It’s a high note, whichever way you look at it. And traditionally a high note is the best time to retire. Barbara, stepping down at the 25-year mark, is doing it in style.
ISSUE 2// 2015
It’s 25 years since Barbara Sheat acquired Railways Africa and took over as publisher. It was a logical step from the name she had built up organising rail-related conferences. But for much of this time, rail on the African continent didn’t seem to be getting very far.
ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT
It won’t be a complete break with the past quarter-century. Phillippa Dean – by no means a new name at Railways Africa – comes in as publisher. Being so to speak the daughter of the house, it keeps things in the family. WWW.RAILWAYSAFRICA.COM
Those who have worked with Phillippa know her as a no-nonsense go-getter. All too few people, these days, are equal to a job description this demanding. It bodes well for Railways Africa, close to its 60th year of publication. The first fifteen years after 1990 were characterised by Helmuth Hagen’s competent editorship. His unmatched grasp of the railway scene had much to do with a distinguished career as railway engineer and general manager. Previous incumbents included other well-known names, not least the inimitable and internationally respected A E (Dusty) Durrant. Theirs haven’t been easy chairs to fill or live up to. Ten years down the line, hopefully we’re getting there. Rollo Dickson Editor / Railways Africa
PUBLISHER Rail Link Communications cc EDITOR Rollo Dickson DESIGN & LAYOUT Sedibelo Phetoe WEBSITE Craig Dean Dean McTavish ADVERTISING Ophelia Naidoo SUBSCRIPTIONS Dean McTavish CONTRIBUTORS Anton van Schalkwyk Charles Baker Jacque Wepener John Batwell Joyce van der Vyver Andrew Lanham
ISSN 1029 - 2756
Prasa 4003. Photo: John Middleton.
Rail Link Communications cc 13 Sixth Street, Johannesburg, 2092 Tel: +27 11 482 3392 E-mail: stationmaster@railwaysafrica.com Twitter: @railwaysafrica Website: www.railwaysafrica.com
The copyright on all material in this magazine is expressly reserved and vested in Rail Link Communications cc, unless otherwise stated. No material may be reproduced in any form, in part or in whole, without the permission of the publishers. Please note that the opinions expressed in this magazine are not necessarily those of the publishers of Rail Link Communications cc unless otherwise stated. While precautions have been taken to ensure the accuracy of the information, neither the Editor, Publisher or Contributors can be held liable for any inaccuracies or damages that may arise.
www.railwaysafrica.com
Issue 2 // 2015 Railways Africa
1
steloy
Railways AFRICA / CONTENTS
Contents Steloy Castings
14 Features 16. Dubai Tram 18. Transnet Freight Rail
Africa Update
16
4. GE locos for Angola 8. Morocco: light rail 9. Niger’s first railway
Spotlight South Africa 22. Transnet Appointments 24. Intercity services restored
8
Mishaps 30. About those tunnels 32. Water in Gautrain tunnels
22
Railway Heritage 34. Stars of Sandstone
31 www.railwaysafrica.com
AFRICA UPDATE
AFRICA UPDATE
(NSC), the regional rolling stock leasing-pool, and two proposed railways - Trans-Kalahari and Zambia-Angola.
WEST AFRICA WEST AFRICAN INTERCONNECTING RAILWAY Since 2009, the Economic Community of West African States (Ecowas) has been actively promoting the linking of existing railways in 11 of its 15 member states. An obvious problem is the three different gauges currently in use. Guinea and Liberia use 1,435mm, Nigeria and Ghana 1,067mm and the others 1,000mm (metre gauge). The coastal railway project, under discussion for many years, envisages a route from Abidjan in Côte d’Ivoire to Lomé in Togo. This would boost their mutual trade as well as that with Benin and also Burkina Faso, linked by an existing railway to Côte d’Ivoire. After several delays, the scheme is reportedly back on track following a decision by Conseil de l’Entente (Council of Accord), the oldest West African subregional cooperation forum, to begin construction. The cost has been estimated at about $US58.9 billion. •
Once the coastal line is completed, the network will total about 3,000km, including some 1,200km of new track. In all, about 1,800km of existing lines have to be rehabilitated.
SOUTHERN AFRICA NEPAD & SOUTHERN AFRICA RAILWAYS The Nepad Business Foundation (NBF) in partnership with the Southern Africa Development Community (SADC) secretariat and SADC PPP Network recently hosted the second public-private forum on infrastructure projects. Attended by over 300 high-level public and private sector delegates from across the SADC region, the event - held in Johannesburg - encouraged interaction on selected projects that present investment opportunities for financiers. Detailed presentations on 12 projects included four that were rail-specific: the north-south corridor
4
Railways Africa Issue 2 // 2015
While infrastructure development in Africa has been a priority to enable increased investment and trade - and in particular, to facilitate movement of minerals and goods for export - most infrastructure projects are not coordinated with a regional perspective. Among “hundreds” of infrastructure schemes that have been identified as “priority projects”, very few have been developed to a stage sufficient to attract private sector investment. There is a need for information on the current status of projects. This is a role that the Nepad Business Foundation’s Africa infrastructure desk (Afri-ID) has played, bringing together stakeholders from the public and private sectors to assist in the early stages of project development. The North-South corridor railway project seeks to coordinate endeavour by five SADC rail authorities – those of South Africa, Zambia, Zimbabwe, the Democratic Republic of Congo (DRC) and Tanzania. New models for upgrading the current rail infrastructure in partnership with the private sector are needed to service the projected increase in demand from mining sector activities in Zambia and the DRC. •
Those attending included senior representatives from the Nepad planning and coordinating agency, Zambia Railways Limited (ZRL), Zambia PPP Unit, Société Nationale des Chemins de fer du Congo (SNCC), Reli Assets Holding Company (Rahco) [Tanzania], Tanzania Port Authority (TPA), Tanzania’s National Development Corporation (NDC), Botswana’s ministry of minerals, energy and water resources, the tripartite project preparation and implementation unit (PPIU), Logistics Innovation for Trade (LIFT), the Development Bank of Southern Africa (DBSA), the South African Department of Trade and Industry (the dti) and South Africa’s Industrial Development Corporation (IDC).
•
The Forum was sponsored by Transnet, Grindrod, T-Systems, PwC, Mott MacDonald PDNA and Letsema Consulting. Supporting entities included GIZ, Barclays Africa, Group Five, Stefanutti Stocks, Thelo Rolling Stock Leasing, Cliffe Dekker Hofmeyr and Channel Africa.
ANGOLA NEW GE LOCOS ON ORDER General Electric (GE) six-axle C30ACi diesel-electric locomotives with 12-cylinder 2.2MW diesel engines have been ordered for use on two Angolan railways - Caminhos de ferro de Benguela (CFB) and Caminhos de ferro de Moçamedes (CFM). Altogether 100 units are to be manufactured at GE’s plant in Erie, Pennsylvania, for delivery beginning in 2016. The contract provides for tools and training.
www.railwaysafrica.com
AFRICA UPDATE LUAU INAUGURATION Angolan President José Eduardo dos Santos has officially inaugurated the new station at Luau and the railway bridge over the Luau river, which mark the eastern end of the recently rehabilitated Caminhos de ferro de Benguela (CFB), the 1,334km railway from the Atlantic to the border with the Democratic Republic of Congo (DRC). The function was attended by the presidents of Zambia and the DRC (Edgar Chagwa Lungu and Joseph Kabila), both countries having common borders with Angola’s Moxico Province. Transport minister Augusto Tomás told guests that rehabilitation of Angola’s railways, carried out from 2005, cost some $US3.5 billion. CFB ceased functioning 40 years ago, in 1975, when two decades of civil war followed the declaration of independence in Angola.
look at the rail infrastructure implications of moving coal from the Morupule fields to the Maputo coast. The study will assess what is needed to rehabilitate existing lines in the three countries.
TRANS-KALAHARI RAILWAY STILL ON HOLD Pending sourcing of funds, the Trans-Kalahari Railway project remains on hold, Botswana minister of infrastructure science and technology Nonofo Molefhi has told the country’s parliament in Gaborone. More than $US8 billion is needed to build the proposed 1,447km line from Botswana’s Mmamabula coalfields to the port at Walvis Bay, according to estimates. Botswana and Namibia, Molefhi explained, signed a Memorandum of Understanding on the project in 2010. They agreed to conduct feasibility studies first and then engage the private sector. Pre-feasibility studies were completed in 2011 and a bilateral agreement signed in March 2014. Unfortunately, private investors have not been found to assist in promoting the scheme, which is beyond the means of the two governments.
EGYPT CAIRO METRO LINE 3 Luau’s impressive new station. Photo: Anton van Schalkwyk.
SIX NEW STATIONS Speaking during a recent official visit to the Luanda airport construction site by Angolan President José Eduardo dos Santos, Minister of Transport Augusto Tomás announced that six railway stations are to be provided to facilitate access to the new international facility. According to the minister, an assessment of the project is under way, focusing on road and rail access to the site, including the airport city.
Phase 4 of Cairo’s Metro Line 3 is due for completion early in 2018. Phase 4A involves a 5.7km eastern extension, as far as the city’s international airport. The infrastructure contract awarded for this phase by the National Authority for Tunnels (NAT) has been signed with a consortium of Alstom, Colas Rail, Orascom and Arabco. Alstom is to provide third-rail power supply, ventilation, lifts and escalators, and also Urbalis 200 signalling in conjunction with Thales. The first of Line 3’s four phases opened in 2012 and the second - to Heliopolis - in May 2014. The third phase is to comprise a 15-station, 18km western extension including two branches.
BENIN EXTENDING THE EXISTING RAILWAY On 19 March 2015, Benin president Boni Yayi and Mahamadou Issoufou, his counterpart from Niger, formally launched a project that will ultimately result in a $US1.6 billion railway linking the two countries’ capitals. In the first phase, the existing 437km CotonouParakou metre-gauge line is to be upgraded. In the second phase, the line is to be extended 137km north from Parakou to the Benin/ Niger border at Gaya. In the final phase, the line will be extended a further 426km to Niger’s capital Niamey, where a station is already complete.
Cairo Metro
The project is being implemented by Bolloré Africa Logistics, a subsidiary of the French Bolloré Group. Bolloré, which is to cover the entire €1.07 billion construction cost, already operates public service concessions in Côte d’Ivoire and Burkina Faso through its subsidiary, Société Internationale de Transport Africain par Rail. The Benin and Niger governments will each hold a10% stake in the operating entity Beni, and Bolloré will hold 40%. The remainder is to be held by the private sector in Niger and Benin. In the longer term, it is planned to link Niamey with Ouagadougou in Burkina Faso, which is connected in turn to Abidjan in Côte d’Ivoire.
Cairo Metro train. Photo: Ahmed Santos/Wikipedia
BOTSWANA
ETHIOPIA
COAL EXPORTING
AN AFRICAN RAIL LEADER
Botswana minister of minerals, energy and water resources, Kitso Mokaila - quoted by Agence de Presse Africaine – says Botswana, Zimbabwe and Mozambique have agreed to appoint consultants to
According to Ethiopian Prime Minister Hailemariam Desalegm, Ethiopia has become one of the leading countries in Africa in rail transport. He was speaking at a function in Kombolcha, marking
www.railwaysafrica.com
Issue 2 // 2015 Railways Africa
5
AFRICA UPDATE the commencement of construction on the new 375km AwashKombolcha-Woldia-Hara Gebeya line. The builders are Yapi Merkezi, a company based in Turkey, who expect to complete the $US1.7 billion project within three and a half years. During the previous week, Prime Minister Desalegn laid the foundation for the new 220km Mekelle-Hara Gebeya-Woldia line, which will link the north and north-east of the country with a new port at Tadjourah, currently under construction in Djibouti. The builder in this case is the China Communication Company, the cost being quoted at $1.5 billion. Passenger Trains will run at 120km/h, transporting an estimated 750,000 people annually. Freight trains are projected to convey 8.5 million tons of goods a year. •
Altogether 1,500km of new railway are presently under construction in Ethiopia.
New Chinese-built light rail trams in Addis Ababa
GHANA REBUILDING THE EASTERN LINE During 2015, according to junior transport minister Joyce Mogtari, the government of Ghana intends to award a contract for rebuilding its 300km Accra-Kumasi Eastern line. A public-private partnership option is to be offered, she is quoted saying, to attract investors, and it is intended to integrate the project with development of the Boankra Inland Port.
transportation and boost trade in the eastern Africa region.” The line – about 2,935km in length – is to have passenger trains running at 120km/h and freight moving at 80km/h. The report continues: “China in May 2014 signed a deal to build a $US3.8 billion railway between Kenya’s Mombasa and Nairobi, the first phase of a line that will eventually link Uganda, Rwanda, Burundi and South Sudan. Under the deal, Exim Bank of China will provide 90% of the cost to replace the decades old British colonial-era line with a standard-gauge line, while Kenya will fund the balance of 10%.” Construction on the Kenyan side started in October and will take three and a half years to complete, with China Communications Construction Company being the main contractor.”
KENYA’S PROUD RAILWAY HISTORY
Ghana Railways1670, one of fifteen 1,500hp EMD GT18LC-2 six-axle diesel-electrics ordered in 1995. Photo: Wikipedia.
KENYA
The East African Railways and Harbours Corporation (EAR & H) was formed in 1948 by merging the Kenya and Uganda Railways and Harbours with the Tanganyika Railway. As well as running railways and harbours in the three territories, it ran inland shipping services on Lake Victoria, Lake Kyoga, Lake Albert, the Victoria Nile and the Albert Nile. In 1977, the High Commission’s successor, the East African Community, was dissolved and EAR & H’s rail network was broken up into three national railways: Kenya Railways Corporation, Tanzania Railways Corporation and Uganda Railways Corporation.
EAST AFRICA’S NEW RAILWAY According to the Chinese news agency Xinhua, “People in East Africa are awaiting the Chinese-built standard gauge railway that will run from Kenya’s coastal city of Mombasa to Rwanda’s capital Kigali through Uganda - the latest in a spate of efforts to facilitate
6
Railways Africa Issue 2 // 2015
Today, the Nairobi Railway Museum, created in 1971 by the EAR & H and now operated by Kenya Railways, comprises interesting exhibits depicting the proud history of the country’s railway. The museum has maintained its physical rail connection, allowing for
www.railwaysafrica.com
S14543
A trusted industry leader For more than 90 years, Scaw, a South African industry leader, has been a leading supplier of cast railway products to the backbone of our South African economy. When safety and productivity are at stake, customers depend on Scaw’s 90 years of experience and expertise to design and manufacture railway products to the highest international manufacturing, safety and environmental standards. With one of the largest foundries in the Southern Hemisphere, Scaw produces an extensive range of railway products cast, machined and delivered to customer specifications or under international licence. Customers, both nationally and internationally, continue to choose Scaw products and expertise.
www.scaw.co.za
More than steel.
AFRICA UPDATE the efficient movement of large exhibits and their maintenance, and the placing of additions to the collection. Three operational steam locomotives, used occasionally on tourist excursions within the metro Nairobi area and to Naivasha and Konza, are stored securely undercover within the main railway works. The museum’s collection is increasing with the addition of some early diesel locomotives and also passenger coaches. In January 2011, a working miniature railway was installed.
COMMUTER SERVICES IN NAIROBI According to Rift Valley Railways (RVR) group CEO Carlos Andrade, quoted in East African Business Week, 400,000 passengers use commuter trains monthly in Kenya.
Double-deck train in Morocco. Photo: Tariqhada
MOZAMBIQUE SENA LINE CAPACITY Mozambique minister of transport and communications Carlos Mesquita is quoted saying that work to increase the freight carrying capacity of the 575km Sena railway from Moatize to the port of Beira is nearing completion. •
Rift Valley Railways train at Nairobi. Photo: Fredrick Onyango
MOROCCO RABAT LIGHT RAIL EXTENSION The original 19km phase of the two-line Rabat-Salé Tramway was opened in May 2011. The operator is Transdev. Eventually it is intended to add a further 20km of route. A proposed initial four-station extension of 2.3km to Line T2 has been approved by the municipal council, to run south-westwards from the present terminus at Moulay Youssef Hospital to the point where the Al Kifah and Assalam Boulevards intersect. Project implementation is to be managed by the publicly-owned Rabat-Salé Transport Company (STRS).
In January 2014, the Maputo daily Noticias reported that work was progressing on increasing capacity of the Sena line from 6.5 million tonnes a year to 20mta by 2015. Coal trains restricted to 42-wagon consists hauled by two locomotives were to be replaced with trains of 100 wagons, headed by six locomotives.
GRINDROD TO SHUNT AT MAPUTO Among additional rail business in Mozambique reported at its 26 February 2015 annual report presentation, Grindrod mentioned the group’s appointment to handle all shunting in the harbour at Maputo. The assignment is to run on a six-month trial basis.
NAMIBIA TRACK NEEDS N$9 MILLION TransNamib chairman Pieter Oosthuizen, speaking on the organisation’s turnaround plan at a recent function, likened it to taking a very ill patient out of a hospital’s intensive care unit. With infrastructure generally in poor condition, it is planned to ask government for N$9 million to upgrade the track. It is intended to focus on core business – bulk freight and passengers. A longer term aim is to win the Deloitte best company to work for prize.
The 19km, two-line Rabat-Salé Tramway is operated by Transdev using Alstom Citadis trams.
MOROCCO INVESTING $US780M IN RAIL Office National des Chemins de Fer (ONCF – the national railway of Morocco) recently approved a capital budget for 2015 amounting to $US780 million. More than $400m is being allocated to the new 200km Tangiers-Kenitra high-speed line, currently under construction. The rest is to be spent on upgrading the existing system, refurbishing rolling stock and acquiring additional vehicles. Infrastructure projects include the provision of a third track between Casablanca and Kenitra, as well as track doubling between Marrakech and Settat. A number of stations are to be modernised.
8
Railways Africa Issue 2 // 2015
TransNamib freight train behind former South African class 33 (GE U20C) locos, dating from the late 1960s. Photo Harald Süpfle.
NEW WALVIS BAY CONTAINER TERMINAL Work by the China Harbour Engineering Company, principal contractor building the new R3 billion Walvis Bay container terminal, is about a quarter complete, according to acting project manager Yuangfei Feng, quoted in the Namibian daily New Era. The project, due to be finished early in 2017, involved land reclamation of more than 1.2 billion m3.
www.railwaysafrica.com
AFRICA UPDATE TRANSNAMIB CEO CHARGED TransNamib, the national railway of Namibia, has formally served draft charges on its chief executive, who has been under suspension since 30 October 2014. The three charges against Sara Naanda involve breach of confidentiality obligations, conflict of interest and breach of trust. In terms of the breach of confidentiality charge, Naanda is accused of disclosing the content of a letter meant for a cabinet minister to businessman Augustinus Katiti, who according to the Windhoek paper New Era - is said to be her boyfriend.
NIAMEY Dosso
NIGER THE COUNTRY’S FIRST RAILWAY Niger, being landlocked, depends on its neighbouring countries’ ports and roads for handling exports and imports. Most go by way of Cotonou in Benin and Lomé in adjacent Togo. Road transport is slow, and can take three or four days to reach a port. A study by the Economic Community of West African States (Ecowas) reported in 2011 that the average speed of road freight in the region is 1.6km/h – nearly half the average in Southern Africa. A World Bank Africa Infrastructure Country Diagnostic (AICD) study found surface transport at $US0.08 per tonne/kilometre more expensive than in the rest of Africa and twice the average cost in the rest of the developing world. The planned railway into Niger from Benin is expected to speed up transit times for freight and reduce the prices of consumer goods. In the course of the next decade, the government hopes to quadruple its revenue from uranium and to ship it to Cotonou in Benin by rail. Niger, which is ranked last on the latest UN development programme human development index, is confident that a railway will change its fortunes markedly. Track has already been laid at Niamey, Niger’s capital, which now has a station, though no trains. Lamp posts have been removed from the median of the highway leading from the city to the airport and rails are being laid in their place.
NIGERIA
Nigeria is conspicuous for costly current transport-related projects and easily tops the list in Africa in terms of value – about $US108 billion. According to Timetric’s Construction Intelligence Centre (CIC), road and rail building schemes worth $306bn are due to get underway in Africa and the Middle East during 2015.
RAIL AWARENESS CAMPAIGN After many years with no trains, passenger train service recommenced recently between Nigeria’s Kaduna (on the western main-line from Lagos) and Gombe, on the line from Kafanchan junction (on the recently revived line to Port Harcourt), to Maiduguri. This followed the rehabilitation of 678km of line from Makurdi to Gombe. The government is pursuing an awareness campaign, to familiarise communities with the railway and to warn people of the dangers associated with crossing the lines. At the same time, the advantages of train travel are being publicised. The line beyond Gombe is to be revived once Boko Haram activities in the Maiduguri area are contained.
TRACK OVERHAUL Rehabilitation of more than 3,000km of 1,067mm gauge lines in Nigeria is almost complete. The significant obstacle to finalisation is insurgent activity east of Gombe on the line to Maiduguri in the north-east of the country. In the next stage of the project, standard gauge track is being laid, the objective being to speed train service and increase capacity. The first section completed has been the new 187km Abuja-Kaduna line. As far as the 276km Itakpe-Ajaokuta-Warri line is concerned, reportedly “construction and rehabilitation, including the signalling and telecommunication component, have reached advanced stages of completion”. However, this project has been on the go in fits and starts since first conceived in 1987. Work stopped after 254km of track had been put down, due to lack of funds but was revived in 2009, with completion promised in 2013. The date proved optimistic and work on the line is still in progress. The route passes through Itakpe, Ajaokuta, Agbor, Warri and Ore, with six intermediate stations. The main objective is to transport steel products and raw materials to and from the Delta Steel Company, but passenger service is also planned. Little has appeared concerning the provision of rolling stock for these standard gauge lines, though mention has been made of “two 3,500hp locomotives and five air-conditioned coaches for standard gauge tracks”.
www.railwaysafrica.com
Gombe-Kaduna trains currently comprise four air-conditioned coaches with television screens. Both economy class and first class sections are provided. •
Gombe has an estimated population of 261,536 – Wikipedia.
LAGOS LIGHT RAIL According to Lagos State governor Babatunde Fashola, the first phase of the state’s light rail project, covering a total of 27km from Okokomaiko to Marina, has reached an advanced stage of completion. Most of the stations, he says, are complete and the laying of tracks has commenced. •
In addition to the light rail system, bus rapid transit has been a great success in Lagos, but this is not the only mode of public transport. About 1.6 million people are transported monthly aboard around 200 privately-owned water-taxi ferries.
RWANDA LINE FROM MOMBASA Rwanda, which currently has no railway, is to be the endpoint of the new 3,000km standard gauge line, estimated to cost $US13.5 billion, being built from Mombasa in Kenya. Rwanda needs about $1.2 billion to meet its share of the cost. Transport minister Alexis Nzahabwanimana is quoted saying that this amount “has already been approved by the funder.” In July 2014, Rwanda
Issue 2 // 2015 Railways Africa
9
AFRICA UPDATE minister for finance Clever Gatete told The New Times in Kigali that Kenya, Uganda and Rwanda had signed a memorandum of understanding with the Africa50 Infrastructure Fund “as part of efforts to secure finance for the project. This fund was established by the African Development Bank to mobilise private sector financing.” For Rwanda to qualify for this financial grant requires legal frameworks governing infrastructure development funding. Nzahabwanimana said he was confident that all pending issues affecting the scheme would be settled during the 7 March heads of state summit, “keeping the project implementation within the set time-frame.” •
•
On its completion in 1976, China handed over the 1,860km Tazara line to the governments of Tanzania and Zambia. It was built with funds lent by China free of interest, to be repaid over 30 years.
The envisaged completion of the line by 2018 seems optimistic.
Bridge on the Tazara line. Photo: Richard Stupart.
TANZANIA COACHES FROM SOUTH KOREA At Easter 2015, the Tanzania Railway Corporation (TRC) launched 22 new air-conditioned coaches supplied from South Korea at a cost in excess of $US15.5 million. The luxury rolling stock, complete with devices such as computer/cellphone charging points, has been placed in service on the Central Line from Dar es Salaam to Kigoma on Lake Tanganyika. According to an official announcement, the train will make fewer stops than the conventional service, thereby shortening overall journey time considerably. Standing passengers will not be allowed, accommodation being limited to the number of seats and sleeping berths available.
SWAZILAND RELIANCE ON TRANSIT TRAFFIC From its own siding at Nsoko, Maloma Colliery despatches export coal and anthracite by rail to Richards Bay in South Africa’s KwaZuluNatal (KZN). The only other mineral produced for sale currently in Swaziland is crushed stone, as iron ore is no longer on the agenda. This means that Swaziland Railways rely heavily on transit traffic for revenue, the most meaningful being that on the north-south line. This provides a through connection from Komatipoort in South Africa’s Mpumalanga to Golela in KZN.
TAZARA
STANDARD GAUGE FROM DAR ES SALAAM Construction is to begin on 30 June of a new 1,435mm gauge railway from Dar es Salaam to Rwanda and Burundi. It is hoped to complete the project by 2020, when it will replace and extend the existing metre-gauge lines to Kigoma (on Lake Tanganyika) and Mwanza (on Lake Victoria). The project has been on the drawing boards for many years. In April 2008, Uganda’s President Yoweri Museveni was quoted by East African Business Week explaining: “The small gauge railway that we have today in East Africa is not good enough. We are working on it with Kenya and Tanzania. We want to replace the one metre-gauge line by a four-metre line.”
PRESIDENTS TALK Tanzanian President Jakaya Kikwete, who has announced his intention to retire in 2015, says he wants to see the problems of Tazara (the Tanzania-Zambia Railway Authority) resolved before he leaves office. His Zambian counterpart, Edgar Lungu, is quoted observing: “We did well with China to build this magnificent asset and we cannot let 2,000 kilometres of railway go to waste.” Newly appointed Tanzanian minister of transport Samuel Sitta was reportedly shocked with Tazara’s underperformance – especially in view of the organisation’s size and the huge volumes of freight “abundantly available” in Tanzania, Zambia and other countries in the region. And he was surprised to hear that Tazara fails to pay employees’ salaries. President Kikwete recently travelled to Zambia for a twoday visit to President Lungu, mainly to discuss the railway’s current precarious situation.
10
Railways Africa Issue 2 // 2015
Later that year, a German consultancy completed a feasibility study on rebuilding the line from Dar es Salaam. In 2010, the African Development Bank (ADB) agreed to provide $US8.15 million to finance another study. In March 2011, The East African reported President Jakaya Kikwete telling a railway investors’ forum that Burundi, Rwanda and Tanzania were “ready to partner with private companies to fund construction of the Dar es Salaam-Isaka-Kigali/Keza-Gitega-Musongati railway, estimated to cost between $US3.54 and 5.1 billion.” Transport minister Omary Nundu said the line would carry 35 million tonnes of goods by 2013. The latest estimate puts the cost of about 2,560km of line at $US7.6 billion. Efforts during the past seven years to find financing were unsuccessful. In the latest news, it is said that Rothschilds in the USA “have been approached to mobilise resources for the project.”
www.railwaysafrica.com
“I choose Cat for longevity” Charles Nel, Aveng manufacturing Lennings Rail Services
Lennings started business in the 1960s. Our journey with Caterpillar started in 1982 with the arrival of grinding machines which were fitted with Cat 3408 engines. This has resulted in an extremely successful relationship with Barloworld Power. For more information on Barloworld Power, visit us at www.barloworldpower.com or call 0860 898 000
© 2015 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT™, their respective logos, “Caterpillar Yellow,” the “Power Edge”trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.
AFRICA UPDATE might be shared between Grindrod and other partners, and a concession agreement worked out with the Zambian government. Eventually it is planned to build beyond Kalumbila, first to the Angolan border and then to a planned junction with Caminhos de ferro de Benguela (CFB) at Luacano.
Moshi
Bujumbura Kaliua
Singida Muheza
Mpanda
Manyoni
Tanga
Kilosa
Grindrod is also involved on a concession basis in the north-south corridor, which Olivier said is working very efficiently, with trains moving about 800,000 tons of freight annually and taking only six days to reach Durban from the copperbelt. Potential exists to carry as much as 4 million tons on this route. •
TANZANIA CENTRAL CORRIDOR On 13 March, Tanzania’s Central Corridor Transit Transport Facilitation Agency (CCTTFA) launched the first Central Corridor development acceleration process high-level investors’ forum. The agenda included preparations for running block trains to carry goods from the port of Dar es Salaam directly to Burundi, the Democratic Republic of Congo, Rwanda and Uganda “without any interruptions or delays”. Minister of Transport Samuel Sitta explained the concept to journalists in Dar es Salaam. During the Presidential Summit on 25-26 March, the presidents of Uganda, Rwanda, Burundi and the DRC flagged off the first block trains from Tanzania’s central line to the three neighbouring countries at their border crossings.
It is just under 3,000km from the copperbelt to Durban, 1,000km more than to Dar es Salaam, i.e. via the currently dysfunctional Tazara line. Ironically, this was built originally to avoid dependence on routes through South Africa.
ZIMBABWE MUGABE’S BIRTHDAY TRAIN The Zimbabwe government chartered a special train to convey the 1,600 people free of charge from Bulawayo and Matabeleland to the Victoria Falls, to attend President Mugabe’s 91st birthday celebrations. Transport minister Obert Mpofu wanted two trains but the cash-strapped National Railways of Zimbabwe (NRZ) – which has not paid its staff full salaries for nearly a year (and only 20% of their wages recently) – said it could only run one. •
In previous years the state used Zupco buses but this time it was decided a whole train would be more appropriate.
The Central Corridor was selected as the pilot out of 51 projects in terms of the Programme for Infrastructure Development in the Africa-Priority Action Plan (PIDA-PAP). The Central Corridor acceleration process was launched in Geneva in January 2014 during the meeting of the World Economic Forum (WEF). CCTTFA chairman Justin Kalumba Mwana Ngongo (DRC minister for transport and communication) applauded steps taken by Tanzania to improve transport capacity in the region. “This is a great achievement that will witness a major facilitation of transport for goods through the Central Corridor,” he was quoted saying, Burundi transport minister Ciza Virginie concurred.
UGANDA RVR FACILITIES IN NAIROBI INSPECTED Kampala Capital City Authority executive director Jennifer Musisi recently accepted an invitation from Rift Valley Railways (RVR) to inspect rail commuter services in Nairobi. She was accompanied by Ugandan High Commissioner to Kenya Angelina Wapakhabulo. The visit was a prelude to the intended reintroduction of commuter trains in Kampala, after a break of some twenty years. RVR group CEO Carlos Andrade, showing the visitors around, said 400,000 passengers use commuter trains currently in Kenya every month.
ZAMBIA GRINDROD IN ZAMBIA According to Grindrod CEO Alan Olivier, speaking at the group’s annual report presentation, the company is involved in the project (estimated to cost $US500 million) to extend the existing Chingola branch in Zambia’s copper belt by 340km to Kalumbila. It is anticipated that some 1.2 million tons of copper concentrate could be transported on this line annually. Financing the construction
12
Railways Africa Issue 2 // 2015
HWANGE TRAM (ELEPHANT EXPRESS) The Bulawayo-Victoria Falls main-line runs almost dead straight along the northern boundary of Zimbabwe’s Hwange National Park. At Impofu Siding, in the shade of ancient Zambezi teak trees 8km from the Hwange main camp, tourists board the newly tested Elephant Express railcar for a two-hour, 70km rail safari to Ngamo Siding, for transfer to the Bomani or Camelthorn Lodges. The railcar features individual coach seating for 22, a chemical toilet, teak tables, generous space for luggage and a wide aisle permitting unrestricted movement and game viewing. The vehicle may be driven from either end. Intermediate sidings at intervals of approximately 10km allow crossings with freight or passenger trains. Guides from Imvelo Safari Lodges accompany each journey, the railcar being driven by former locomotive drivers with 30 years’ experience on the line. They are in constant communication with all trains in the vicinity as well as the traffic controllers. Visibility up and down the line is excellent throughout the route.
www.railwaysafrica.com
This main-line, General Motors-built GT22LC2 type locomotive is one of 61 such units delivered to NRZ from 1982 – now almost thirty years old. Photo: G Cooke
The railcar transfer option is to be free of charge between the Impofu and Ngamo Sidings during 2015. Drop-off and collection from Impofu will be either by bus or game viewing vehicle, depending on guests’ itineraries. From Ngamo Siding, game viewing vehicles convey guests for the 10 to 15 minute trip to either Bomani or Camelthorn Lodge.
NRZ – NO GM YET Former National Railways of Zimbabwe (NRZ) general manager Mike Karakadzai died in August 2013 in a car accident. Endeavours to find a suitable successor have proved unsuccessful, board chairman Alvord Mabena says. Forty applications for the position resulted in a shortlist of six, but none were chosen for appointment. It is intended to assign an employment agency to find a suitable candidate. •
Mabena is himself a former NRZ general manager.
SLEEPING AT THE STATION In a circular dated 27 February 2015, signed by acting general manager L. A. Mukwanda, National Railways of Zimbabwe (NRZ) employees learned that their May 2014 salaries – payment of which had been promised on 28 February 2015 – had been “delayed”. The circular was read to them by traffic superintendent Chimunye, who told them – according to Railways Association of Enginemen (RAE) vice-president Juniel Manyere talking to the Daily News – to devise other means of survival “like selling tomatoes to enable us to pay rent. He told us that he is into dog breeding so we should follow suit”. The Elephant Express •
The Elephant Express makes daily return trips as needed between Ngamo and Impofu. Reservations can be made at reservations@imvelosafarilodges.com. Times may change daily due to train scheduling. Further enquiries: marketing@imvelosafarilodges.com.
www.railwaysafrica.com
Manyere was quoted explaining that director of operations Michael Matende and southern area manager Dube Kaguru were also approached but neither was helpful. “One said NRZ might close down and then they would have no jobs”. About 50 employees, saying they had been evicted from their accommodation due to not paying rent, subsequently moved to Bulawayo main station and slept there. Approached by the paper for comment, NRZ public relations manager Fanuel Masikati attributed the situation to the effects of the economy.
Issue 2 // 2015 Railways Africa
13
FOUNDRY GEARED
SA FOUNDRY FULLY GEARED FOR RAIL RENAISSANCE South Africa urgently needs to replace its aging freight and passenger rail fleets. The decision to forge ahead with these replacement programmes opens up immense opportunities for local manufacturing. “It is imperative that our companies seize this absolutely unique opportunity so we can reduce our dependence on imports. If we do this, we can create thousands of new jobs,” says Steloy Castings CEO Danie Slabbert.
Steloy Castings CEO Danie Slabbert
Steloy’s Sand Reclamation plant.
Both the Passenger Rail Agency of South Africa (Prasa) and Transnet have placed exceptionally large orders for rolling stock, Prasa for 3,600 metro coaches and Transnet for 1,064 locomotives. The Prasa contract will be fulfilled over the next ten years, the Transnet order over the next three. In the case of Prasa, the principal supplier is Alstom through its local consortium Gibela. The four Transnet suppliers are China South Rail, China North Rail, General Electric and Bombardier. Government requires that these foreign companies both source and manufacture a major proportion of these contracts locally. These selected suppliers from the Northern Hemisphere are all large international corporations who insist on the highest safety and technology standards. Their quality and safety standards, and reputations, are non-negotiable. Their entrance into the South African market challenges local industry to match these operating parameters, but also offers local industry huge potential for technological and quality development.
14
Railways Africa Issue 2 // 2015
About three years ago, these corporations surveyed the potential of the local rail industry. They audited local suppliers, and selected those that were best equipped and were keen to embrace development and cooperation.
LOCAL PARTNERS In looking for suitable local partners, the foreign corporations placed emphasis on facilities, capacity, management systems, technological know-how, non-destructive testing (NDT) practices and on economic development, skills development and human resources management. Overall, the focus was on selecting for long-term sustainability. Local companies exposed to these processes have benefited as they have had the opportunity to improve their processes and capacities according to requirements. Steloy Castings, established in 1984, has been at the forefront of casting production for over 30 years and is well established in the pump and valve, petrochemical, glass, ferro-alloy and general
www.railwaysafrica.com
Cannon box assemblies at the machining stage.
engineering industries. Cast components play a small but crucial part in rolling stock, especially in bogies and motor components for coaches, wagons and locomotives. The company has been supplying cannon boxes, U-tubes, axle boxes, horn frames and other components to Transnet Engineering for more than 15 years. “Two and a half years ago, Steloy decided to sharpen its focus on supplying the rail sector, to better serve the state’s railway expansion programme,” Slabbert emphasises. By taking part in the many audits by the various major railway equipment manufacturers, and some of their sub-suppliers, Steloy had the opportunity to learn and further improve its management and safety systems, to bring them 100% in line with the requirements of major suppliers to Prasa and Transnet.
QUALITY STANDARDS To be a successful sustainable supplier, Steloy’s management was aware that the company’s operations had to be guided and managed through a complete suite of prescribed international quality standards. In the first quarter of 2015, the company achieved accreditation for both the ISO 14000 environmental standard and the OSHAS 18000 health and safety standard. These most recent achievements add to Steloy’s existing accreditations, namely ISO 9001-2008, achieved in 1991, and the pressure equipment directive certification (PED 97/23/EC) which focuses on product quality and production processes, achieved in 2008. In addition, Steloy has been extensively audited and is on the brink of gaining International Rail Industry Standard (IRIS) accreditation. “Apart from being the third South African company to achieve this, Steloy will be the only local foundry with IRIS accreditation,” Slabbert explains. The IRIS standard focus is – among others – on human resource management, personnel evaluation, gap analysis and scheduled
www.railwaysafrica.com
Steloy directors from left to right: CEO Danie Slabbert, HR Director Noma Nibe, Director Business Developement Elias Monage and Financial Director Riaan Henning.
training, all factors that dovetail perfectly with the existing skills development programmes in South Africa. Regarding transformation and economic development, Transnet and Prasa have contracted the suppliers to ensure this is brought into effect. Steloy has recently concluded a BBBEE transaction to position it as a Level 4 contributor according to contractual obligations. To serve the specific needs of the rail industry, the company founded the Steloy Rail Division. Along with this goes a capital investment programme of R30 million to increase capacity, to improve product quality, to improve NDT equipment, to adhere to environmental requirements and to extend the production and manufacturing services with investment in machine tools to supply finished, machined components. “The first contracts have been signed and the first orders have been received and a number of products are now in the product development phase, managed by a well structured and competent Product/Process Development Department,” Slabbert continues. “We are now seeing that our focus on the required detail at the start of the product development cycle has already paid dividends as manifested in the products that have already entered the production phase,” he concludes. Tel: +27 13 933 3331 Email: info@steloy.com Web: www.steloy.com
Issue 2 // 2015 Railways Africa
15
Features
DUBAI TRAM – SMART, SWIFT AND VERY COOL Cities around the globe are concentrating effort on providing transport for their growing populations. “Light Rail”, a mode which used to be known as the tramway, has been extensively developed in many places. Ironically, in the mid-20th century, the tram was seen as a hindrance to traffic. Today it is viewed as a viable answer to urban congestion. Barbara Sheat travelled to Dubai in the United Arab Emirates (UAE) to ride on the Gulf’s first modern tramway system, recently completed two months ahead of schedule by Alstom and its Middle East consortium partner Belhasa Six Construct. “For South Africans, Dubai is a Barbara says. “It is clean, and safe, and when its decide to do something, it quickly and efficiently.”
revelation,” organised authorities gets done
The city, she explains, continues to grow and establish itself as the retail Mecca for tourists, as well as a financial hub and trading gateway to the Middle East and Asia. “It’s hard to imagine that only 60 years ago, there was only sand where a modern city with a first class integrated transport system stands today.” Ten years ago, Dubai’s impressive new metro railway was the talk of the town, today it is an integral part of life. Its construction was followed by the provision of a monorail to Palm Jumeirah island (the first monorail in the Middle East), a rapid bus system and now the tramway. Like all things in Dubai, the climate had to be taken into account. In midsummer, temperatures can top a searing 50˚C. Stations need to be enclosed to allow for airconditioning, which is also used to cool train interiors. And rain, although infrequent, can come down in torrents, so run-off provisions have to be generous. Only one tramway remains in South Africa today – a short section of vintage line in Kimberley. It takes its power from an overhead wire, as did the former systems in Cape Town and other cities. Visually, overhead catenary is unattractive, and with the beautiful buildings rising up to the skyline, this was a detraction the Dubai authorities wanted to avoid. The Dubai tramway has no overhead catenary. Power is drawn by means of Alstom’s “Alimentation par le Sol II” (APS II) ground-level system, A third rail – normally unpowered - placed between the running rails is divided electrically into ten-
Dubai Marina station.
metre segments separated by three-metre neutral sections. Radio signals transmitted by a tram cause the third rail segments to be energised as the vehicle passes over them. At any one time, two consecutive segments under the tram – but no others - will be live. The APS system has been used elsewhere – notably on parts of urban tramways in France – but that in Dubai is the first 100% catenaryfree tramway system in the world. The system has been modified and made more rugged to cope with the climatic extremes. Brushes clear sand from the third rail segments and the switch boxes that conduct power to the live sections are air-conditioned. Having no catenary reduces the footprint of the tramway as there are no support poles to take up space, whereas wires are vulnerable to hazards such as trucks with abnormal loads and fire engine ladders. “The Dubai tram
Dubai tram modules under construction.
really invites passengers to use it,” Barbara enthuses. “Wide pedestrian walkways lead up to the stations, and bike racks are placed just outside, in fact everything to make taking the tram easy and pleasant.” There are coaches just for women and children, a gold class section and then the ordinary accommodation, all having elegant and comfortable interiors. Although limited to 50km/h (giving an average operational speed of 20km/h), the ride is quiet and quick. The width of the aisles is generous and windows have been designed to impart “a sensation of liberty” to those inside. “With the low floor and the front and rear double doors, walking on and off could not be easier or safer,” she asserts. The exterior of the tram is sleek and elegant, and blends into the impressive modern urban environment of Dubai. The rolling stock on the Dubai tramway is Alstom’s Citadis system. First introduced in 2000, the 1,500 Citadis trams currently in operation in the world have carried six billion passengers over a distance of 700 million kilometres.
The Dubai Roads and Transport Authority ordered 11 Citadis 402 (seven-section) articulated vehicles for Phase One. They are 44 metres in length with a capacity of 408 passengers. In support, Alstom has concluded a separate 13-year maintenance contract. The Dubai Tram was the first in the world to use platform screen doors at stations, as well as a new Supervised Vehicle Operation (SVO) mode to ensure accurate station stop and safety during passenger transfer. Dubai Tram was a turnkey project, Alstom was responsible for the track infrastructure, stations, pedestrian walkways and greening around the stations. It was the world’s first tramway to be equipped with Alstom’s Urbalis 400 Communications Based Train Control (CBTC) signalling system. Apart from ensuring that the trams stay within the speed limits, it aligns train and station doors at the 11 stops along the 10.6km route, at the same time preventing cool air escaping.
A sophisticated control centre at the eastern end of the line monitors the route using 750 closed-circuit cameras. This allows for supervision, communication and control of the tram service by means of an automatic vehicle locating system, besides monitoring the behaviour of passengers, both on the platform and in the trains. The track equipment is monitored by the Alstom Iconis SCADA system, which makes it possible to deal with the slightest incident immediately. This latest launch highlights Alstom’s ability to provide a complete turnkey tramway solution, quite literally from the ground up to commissioning and hand-over. The customer takes delivery of a system that has been customised to suit particular circumstances in the shortest possible time. “I was most impressed with what I saw in Dubai, and would love to see similar systems installed in South Africa, to augment the transport systems we already have,” Barbara concludes.
17
features
NEW TRACTIVE EFFORT FOR TRANSNET FREIGHT RAIL
Posing in the sun: the 95th class 20E at Transnet Engineering. Photos: Andrew Lanham.
Transnet Freight Rail’s class 20E dual-voltage electric locomotives were the stars of the show on 19 March, when South Africa’s President Zuma visited Koedoespoort. The occasion marked the completion of an order for 95 new units – 85 of them assembled at the Transnet Engineering (TE) plant. The production programme was completed in a record 12 months, in the process exceeding all technology and skills transfer targets. Following a competitive bidding process, the contract worth nearly R3 billion had been awarded to CSR Zhuzhou Electric Locomotive company in 2012. In the months following, 190 members of TE’s personnel were sent from South Africa to south-eastern China for intensive technical training at China South Rail (CSR). This important exercise in skills transfer, President Zuma emphasised in his address, demonstrated Transnet’s determination to develop a high level of maintenance capability.
LOCAL CONTENT Approximately 65% of the contract, some R1.7 billion in value, involved the supply of components and services by South African firms. According to Transnet, these included Mizana Engineering, Thaleka Engineering and Hermes Appollos, as well as other wholly black-owned companies. Commenting on TE’s aim to achieve full OEM (original equipment manufacturer) status as a locomotive supplier, the African Union Heads of State - the President said – have nominated South Africa to champion the manufacturing of railway rolling stock on the continent.
18
Railways Africa Issue 2 // 2015
When the President toured the production line at Koedoespoort, workers treated him to a spirited rendition of Umshini Wam. VIP’s accompanying him included minister of public enterprises Lynne Brown and Transnet Group chief executive Brian Molefe.
MDS MAJOR STEP Completing the 20E project has been a major step in the realisation of Transnet’s Market Demand Strategy (MDS). This aims at lessening the nation’s logistics costs, at the same time stimulating
www.railwaysafrica.com
features economic growth by expanding and modernising the country’s ports, rail and pipeline infrastructure over a period of seven years. It involves a R300 billion investment programme. In the process, it is hoped to increase rail freight volumes from around 200 million tons annually to 350 million by 2020.
TFR PLEASED WITH PERFORMANCE Transnet Freight Rail CEO Siyabonga Gama told Railways Africa he was pleased with the performance of the class 20E to date. “The 68 units allocated to the manganese line (Sishen to Port Elizabeth) have brought about a marked improvement in our efficiencies,” he says. Cycle times are down from 86 hours to 72 between the Postmasburg mines and the port. They are expected to reduce further - to 63 hours - once all the locomotives are operational. The 20Es are also being deployed on iron ore trains from Sishen to ArcelorMittal’s plants in Newcastle and Bijlkor. The class 20E achieves a 30-40% improvement in reliability, together with enhanced driver comfort. It uses 25% less energy than comparable locomotives and can regenerate power back to the grid or use it to operate other trains in the same area.
A wave to the crowd: President Zuma alights from 20-095, the final locomotive in the series.
“We welcome this project as marking the success of Transnet’s first venture into the production of electric locomotives,” President Zuma said. “I commend Transnet for the transition to a low-carbon freight system, through the introduction of these energy-efficient locomotives which will help reduce emissions and save electricity”. The new units have maintenance cycles of 90 to 120 days, compared to the usual 36 to 60 days. This results in a significantly lower total lifecycle cost. The class 20E operates on either 3kV DC or 25kV AC, avoiding the need to change locomotives at points where the two systems meet. The completion of this project marks the start of Transnet’s programme to acquire more than 1,000 new locomotives. TE has already begun the manufacture of an improved version of the class 20E - the 21E - to work on the coal line.
A “HUGE LEARNING CURVE” Speaking to Railways Africa after the function, Transnet’s former CE Richard Vallihu said: “It has been a huge learning curve for us and in doing so we have effectively ‘paid our school fees’. We were focused on learning, particularly about the power electronics side of things and the on-board control systems. Being a part of the manufacturing process is important, as in-depth knowledge of the technology will assist TE to maintain these locomotives for the next 30 years. When it comes to the building of the 1,064 locomotives, we will be able to glean knowledge from all the OEMs involved, adopting what we believe will be suitable for our conditions here in Africa.”
President Zuma (left) is briefed by senior manager: Locomotive New Build, Koedoespoort, Moipone Nxele, (centre) while ex TE CE Richard Vallihu (right) looks on.
Welcoming the President, Minister of Public Enterprises Lynne Brown explained that this successful project would contribute to eliminating the problems of poverty, joblessness and inequality.
www.railwaysafrica.com
Issue 2 // 2015 Railways Africa
19
We move more than just freight! Transnet Freight Rail is a division of Transnet SOC Ltd Reg No: 1990/000900/30 Transnet Freight Rail is an Authorised Financial Services Provider (FSP 18828) Tel: 0860 690 730
Transnet Freight Rail is investing in the positive progress of the South African economy. Investment programmes in rolling stock and infrastructure, together with increased volume growth, skills development and training all equate to a South African economy on the move, in the right direction.
delivering freight reliably
www.transnetfreightrail.co.za
spotlight south africa
SPOTLIGHT SOUTH AFRICA
TRANSNET CEO MOVED TO ESKOM Serious problems at South Africa’s national electricity supply facility, Eskom, necessitating regular planned blackouts across the country, are affecting the economy and perturbing government. Late in April, Transnet GCE Brian Molefe was seconded to Eskom as acting chief executive with immediate effect. Public enterprises minister Lynne Brown says it is intended he remain there “for at least a year”, to implement a turnaround similar to action previously put into effect at both the Public Investment Corporation and Transnet. The move followed the recent suspension of top Eskom executives. Transnet Freight Rail (TFR) CEO Siyabonga Gama, who has held many senior posts in the company in the past 21 years, has taken over as acting chief executive of Transnet Limited. TFR: Steel and Cement business unit general manager Ravi Nair is now acting chief executive of Transnet Freight Rail. Twenty years with the company and the longest serving executive, he has extensive experience at EXCO and board level as well as with organised labour.
Transnet CEO Brian Molefe, now acting CEO of Eskom.
Richard Vallihu now CE of Transnet National Ports Authority.
TOP TRANSNET APPOINTMENTS Thamsanqa Jiyane, who has been a member of Transnet’s group executive committee since 1 April 2015, has been appointed chief executive of Transnet Engineering (TE). He replaces Richard Vallihu, now CEO of the Transnet National Ports Authority (TNPA), following the retirement of Tau Morwe. Vallihu has been with the group for twenty years, the last ten as TE CE. Jiyane’s experience includes senior positions at Transnet Port Terminals, TNPA, and TFR. With the group since 2001, he has a bachelor’s degree in business administration operations and supply chain management and a master’s in business leadership. Regarded as a procurement expert, he has had much to do with the fleet renewal project and its emphasis on local content.
CHINESE LOCOS HEAD BLUE TRAIN Two of South Africa’s shiny new Chinese-built electric locomotives, 20-031 and 20-032, have been specially painted in Blue Train livery. They worked the express for the first time on 11 March, on the
Transnet Freight Rail CEO Siyabonga Gama, now acting chief executive of Transnet.
Thamsanqa Jiyane now CE of Transnet Engineering.
The Blue Train near Wellington behind Chinese-built 20-031 and 20-032. Photo: Joyce van der Vyver.
spotlight south africa southbound journey from Pretoria. Being equipped for running on both 3kV DC and 25kV AC, they are able to continue all the way to Cape Town without the usual changing of engines at Kimberley and Beaufort West. As was the case with the dual-voltage class 14E locos previously used, the 20Es are being scheduled in pairs, even though one unit is more than adequately powered to haul the train.
As the section between Bloemfontein and Noupoort is not wired, diesel traction is needed here. Also, track arrangements dictate reversal of direction at both De Aar and Noupoort. The Cape Town-Pretoria Blue Train was similarly re-routed.
CAPE MAIN-LINE SHUTDOWN To permit concentrated maintenance procedures along portions of the Cape Town-Johannesburg main-line, traffic was shut down for specific periods during April. Train operations ceased on the 232km section between Beaconsfield, south of Kimberley, and De Aar from 15 April for seven days. To the north of Kimberley, the 229km section from Fourteen Streams to Klerksdorp closed down partially for ten days, with trains continuing to run after 20:00 each night until 06:00 next morning. Expenditure of R92.3 million was budgeted on an impressive list of tasks. These included the laying of new rails, installation of new sleepers, ballast screening, overhead electrical adjustments, attention to signalling and work on the optical fibre communications network. The strategy in terms of which designated portions of important lines are shut down for concentrated maintenance on an annual basis has been working well, notably on the heavy-haul iron ore and coal lines. This is the first year in which the Cape TownJohannesburg main-line has been involved. Intercity passenger trains between Cape Town and Johannesburg were re-routed to run via Noupoort and Bloemfontein. This temporarily revived the long-standing passenger service on this route which ended when reduced timetables came into effect in the mid-1980s.
Class 34 diesels head the northbound Blue Train from Cape Town as she approaches Kroonstad – a rare Free State re-routing due to closure of the Cape main-line for maintenance north of De Aar. Photo: Jacque Wepener.
Southbound at Jordaan, 7km north of Kroonstad, the re-routed Cape Townbound Blue Train ran behind class 18E electrics as far as Bloemfontein. Photo: Jacque Wepener.
spotlight south africa INTERCITY SERVICES RESTORED Main Line Passenger Services, otherwise known as Shosholoza Meyl – a division of the Passenger Rail Agency of South Africa (Prasa) - has announced the re-introduction of most of the trains withdrawn in November.
THE TIMETABLE NOW PROVIDES FOR THE FOLLOWING: CAPE TOWN - JOHANNESBURG: Tues: 09:00 Premier Classe Wed, Fri, Sun: 10:00 Sitter/Sleeper Sat: 10:00 Sleeper only (from 2 May) JOHANNESBURG - CAPE TOWN Tues: 12:30 Sleeper only (from 5 May) Wed, Fri, Sun: 12:30 Sitter/Sleeper Thurs: 15:00 Premier Classe CAPE TOWN – QUEENSTOWN - EAST LONDON Sun: 10:25 Sitter/Sleeper to East London Thurs: 10:25 Sitter/Sleeper to Queenstown EAST LONDON - QUEENSTOWN - CAPE TOWN Tues: 10:00 Sitter/Sleeper from East London Fri: 14:45 Sitter/Sleeper from Queenstown JOHANNESBURG - DURBAN Wed, Fri, Sun: 18:30 Sitter/Sleeper Thurs: 18:20 Premier Classe DURBAN - JOHANNESBURG Wed, Fri, Sun: 17:30 Sitter/Sleeper Sun: 19:15 Premier Classe JOHANNESBURG - PORT ELIZABETH Wed, Fri, Sun: 13:15 Sitter/Sleeper
The Port Elizabeth-Johannesburg express, still known to many as The Algoa, speeds through Bosrand, 12km south of Kroonstad. Photo: Jacque Wepener.
eastern end of suburban trains. Prasa group chief executive Lucky Montana recently conducted journalists on a tour of the work done since this began in August 2013. Pointing out salient features, he explained the aim of making the concourse more energy-efficient and user-friendly. Newly installed escalators connect the concourse to the platforms. Their direction of operation is adjusted to reflect peak travel patterns. Ticket offices are provided at both ends of the concourse, and maximum natural light ensures excellent visibility. New “speed gates” with ticket scanners improve access control and aid in preventing fare evasion. Commercial outlets in the concourse will provide commuters with all they need on their way home. Companies which have signed contracts to rent space include Steers, Vodacom and Pepkor. A date for an official opening of the upgraded facility will be announced once finishing touches are completed. The taxi rank located above the platforms, the biggest in the city, is to receive a face-lift in due course.
PORT ELIZABETH - JOHANNESBURG Wed, Fri, Sun: 15:00 Sitter/Sleeper JOHANNESBURG - EAST LONDON Wed, Fri, Sun: 14:20 Sitter/Sleeper EAST LONDON - JOHANNESBURG Wed, Fri, Sun: 14:15 Sitter/Sleeper JOHANNESBURG - BLOEMFONTEIN Fri: 12:35 Sitter only BLOEMFONTEIN - JOHANNESBURG Sun: 23:30 Sitter only JOHANNESBURG - KOMATIPOORT Wed, Fri: 18:10 Sitter/Sleeper KOMATIPOORT - JOHANNESBURG Thurs, Sun: 18:00 Sitter/Sleeper
CAPE TOWN STATION CONCOURSE UPGRADE
S A TENDER PUBLICATION PORTAL The government of South Africa’s new tender publication portal provides a single point of access to information on all tenders made by all public sector organisations at all spheres of government. This includes tenders for - amongst others - all national and provincial departments, metros, district municipalities, local municipalities, municipal entities, all public entities, state-owned enterprises, constitutional bodies etc. See: http://www.etenders.gov.za/
Extensive renovation of the main concourse at Cape Town station, which fronts onto Adderley Street, was completed some time ago. A newly overhauled facility is the subsidiary concourse which spans the eastern end of the platforms, provided originally for the use of third-class passengers whose coaches were at the
24
Railways Africa Issue 2 // 2015
www.railwaysafrica.com
spotlight south africa
HUNGARIAN NEW-ZEALANDERS IN WELKOM Recent photos by Jacque Wepener.
Built by Ganz of Hungary and recently retired from commuter service in Wellington, New Zealand, these electric multiple-unit sets look distinctly out of place at Welkom in South Africa’s Free State, where they have arrived for refurbishing.
Looks more like a bus than a train, if you ask me, but these days anything goes.
Reportedly destined for loco-hauled passenger service in Zimbabwe and Tanzania, no doubt the signwriting will be, well, transformed. This one says encouragingly “breathe easier – take the train”. The coach next door sports all-over graffiti. That’s more like the local scene – it could be Cape Town.
Flight deck. “Look ma, no clutch”.
www.railwaysafrica.com
Bit abrupt, but it’s to the point. More polite than one we saw in Vancouver which said ominously “Do not feed the driver”.
Issue 2 // 2015 Railways Africa
25
spotlight south africa GEORGE-KNYSNA LINE The Knysna council is awaiting the results of a complete survey which has been carried out on the line to George, out of use since severe damage by floods nearly ten years ago. The municipalities of George and Knysna have been asked to come up with a plan for reintroducing freight to the line – if this were to be reinstated. A ”third party” is understood to be in discussions with both authorities. A group in Holland, funded by Karel Bos (who created the international company Bosal) is reportedly keen to assist with getting the line operational again. Jaap Nieweg, an expert on management and technical matters regarding the running of heritage line operations, is involved with the heritage railway from Hoorn to Enkhuizen in Holland. He has visited South Africa a number of times to assess the situation and attended the first meeting with Transnet in Johannesburg in February 2013. Transnet had made it known they would only be interested in restoring the line if a solid business case and financial plan for freight traffic can be motivated (with passenger traffic a secondary supportive role). •
Based on the “Friends of the Choo Tjoe” Newsletter #17.
Buffalo River bridge at East London (roadway on upper deck). Photo: John Sparkman. Photo: collection John Sparkman
• •
Qamata Buffalo River at East London harbour (double-deck bridge).
JAZZ FESTIVAL SPECIAL The Passenger Rail Agency of South Africa Prasa special Premier Classe passenger train to Cape Town for the jazz festival, which left Johannesburg at 08:00 on 26 March, was booked to change engines at Bellville, with the final leg of the journey into Cape Town worked by one of the new Spanish-built Vossloh diesel locomotives. The return journey was to start at 05:00 on Sunday 29 March, arriving back in Johannesburg at 07:20 on the 30th. The train was photographed north of Worcester behind loco 4003. •
The Premier Classe trainset used for this special working was painted in the new Prasa blue livery.
CONCESSION BIDS FOR BELMONT-DOUGLAS INVITED
The George-Knysna line after the floods
Transnet is inviting proposals for concessioning the 85km branch line to Douglas from Belmont, 145km north of De Aar on the mainline to Kimberley. The branch was extensively rehabilitated in the course of the last few years.
DUAL-PURPOSE S A RAIL & ROAD BRIDGES A contributor to the SAR-L website drew attention recently to the long concrete bridge at Bethulie which carries the road as well as the main-line electric railway to East London. In response to his asking for other examples of shared bridges, the following were mentioned: • • • •
Umkomaas, KZN south coast Port Shepstone, KZN south coast Caledon River at Maseru Fairy Knowe (Wilderness) Chinese-built class 20E loco. Photo: Charles Baker
•
Through trains are run at present, over the branch from Douglas to Belmont and from there using the main-line to Kimberley. Will this practice continue if the branch is concessioned? Or will wagons have to be interchanged at Belmont?
CLASS 20E LOCOS SHIFT MANGANESE Transnet Freight Rail’s new class 20E electric locomotives are being deployed on heavy manganese trains from Sishen to Port Elizabeth. The dual-voltage capability has sped up overall journey times by eliminating the need to change locos at Ronalds Vlei (Kimberley).
spotlight south africa Cycle times between the mines and Port Elizabeth harbour have been cut from 86 hours to 72 and it is hoped to reduce the figure further to 63 hours in due course, as more dual-voltage locos become available. Class 20E units are also being used on ore trains from Sishen, bound for ArcelorMittal South Africa’s plants at Biljkor and Newcastle. These journeys, however, are all beneath the 3kV DC catenary, with no voltage changes involved. •
From Sishen to Ronalds Vlei, electrification is at 3kV DC. The rest of the route to Port Elizabeth uses 25kV AC.
PRESIDENT ZUMA PROMISES IMPROVED SERVICE On 9 March, as part of the presidential Siyahlola service delivery monitoring programme, President Zuma carried out unannounced visits to public transport facilities around Pretoria to assess performance and the state of infrastructure. His day began with an inspection at Metrorail’s Denneboom station, which serves Mamelodi, a vast township east of the capital. Residents told the president they were constantly late for work due to trains running behind time and said safety and security were serious problems. Women, school children and senior citizens were the most vulnerable to criminal activities “that occur daily in the trains”. They urged the President to act because numerous community protests about these shortcomings had resulted in no improvement. President Zuma promised to attend to the complaints, saying: “I will engage relevant government departments and institutions to swiftly deal with these problems so that more trains are provided to ensure that the situation is addressed immediately.” He told journalists: “During this Siyahlola programme, I have personally identified some serious challenges concerning our public transport.
I am more concerned with the railway transport system because I have personally experienced and witnessed the challenges faced by our people and indeed a lot needs to be done to improve our railway transport system.”
NGQURA PORT TRANSSHIPMENT HUB This hub envisages the new port of Ngqura north of Port Elizabeth developing into a container transshipment hub serving partners in Southern Africa generally, as well as the west and east of the continent. Transnet’s National Ports Authority in conjunction with its Port Terminals division have between them invested R2 billion in expanding operating capacity at the Ngqura Container Terminal from 800,000 TEUs to 1.5 million. Actual annual container throughput at the Ngqura terminal is around 730,000 TEUs at present.
NEW TRANSNET BOND ISSUE The first African-local currency bond to be listed in international capital markets was Transnet’s R5 billion global bond on the London Stock Exchange in 2013. The successful bond, issued on the strength of the organisation’s balance sheet without government guarantees, followed road shows by the parastatal in North America and the UK. The issue was explained as being in line with Transnet’s funding strategy - “to diversify funding sources while lowering its average cost of debt”. According to GCE Brian Molefe, the parastatal aims to undertake another road show in the near future “to speak to investors in the international market about a possible bond issue”. Despite saying a bond issue in the international market was “overdue”, he said Transnet would wait for stability in the markets before issuing another global bond.
GH 5/10 Best practice on track Garnet Multipurpose hydraulic power pack ing nd
Digital precision track gauge for track and switch geometry measurement
Gri
Cu t
g tin
ing rill
Slee p
ing
Rail d
Tam p
Tigh t
g
She a
and fasten ing in en
g rin
ng drilli er
Over 20 tools for GH 5/10 ; High performance & compact power pack with hydraulic circuit cooler.
P E R M AT O O L
Portable and lightweight ; Measures track gauge, cross-level, twist,
groove/flangeway gaps, running rail to opposite check rail, and back to back check rail dimensions ;
Clear backlit LCD display. (Pty) Ltd.
28 Activia Road - Activia Park, Elandsfontein 1401
• Tel: ++27(0) 11 822 1103 • Fax: ++27(0) 11 822 1615 • E-mail: sales@permatool.co.za
Maize train at Bothaville, OFS. Photo: Jacque Wepener.
TRANSNET’S AIM: FIFTH LARGEST WORLD RAILWAY “The revitalisation of our passenger rail system will run parallel with our drive to shift the transport of freight from road to rail. Transnet is investing R205 billion in its rail infrastructure, making its freight rail division the fifth-largest in the world.” – South African President Jacob Zuma, speaking at Mamelodi, Pretoria, on 9 March 2015.
Thirty years ago, 80% of South Africa’s maize production moved on rail. Today, despite impressive road-to-rail targets generally, the figure is down to 20%. Transnet chief executive Brian Molefe explained in an interview with Bloombergs: “The problem with grain is that once we deploy locomotives, they’re seasonal and sometimes there’s a lot of volatility.” While he did add: “We’re
GM848 PRESSLINK_VANRAIL
MAIZE ON RAIL South Africa has exported 1.9 million metric tons of grain annually in every one of the past seven years and has the capacity to
increase this output. Overseas countries such as Saudi Arabia import millions of tons each year and South African producers are keen to tap into this market.
Keeping air FLOWing eFFicientLy
GM848 Vanrail Half pg Ad_RA.indd 1
Tel: +27 (0)12 653 4595
105 Theuns Street, Hennopspark, Centurion, 0157
Fax: +27 (0)12 653 6841
PO Box 51063, Wierda Park, 0149, South Africa
Email: sales@vanrail.co.za
www.vanrail.co.za
2013/09/19 12:39 PM
spotlight south africa working on it,” the commodity is low on Transnet’s upgrading programme, according to Grain SA CEO Jannie de Villiers. In terms of improving rail service to agriculture, he is quoted saying, nothing meaningful seems likely to happen before 2024.
due at Wellington at 20:00 only reached its destination two hours later, to the dismay of passengers, especially women. All she could advise, Scott told a reporter, is that commuters should expect - and prepare for - longer journeys during power outages.
LOADSHEDDING HITS CT TRAINS Though Eskom does not cut railway traction power during scheduled loadshedding, station electricity and some signalling can be affected. According to Western Cape Metrorail’s Riana Scott, 28 commuter trains were directly delayed during electricity loadshedding in the course of one week in April. On 21 April, a train from Cape Town
SEVEN DAYS’ TALLY: 985 CT TRAINS LATE In one period of seven days during late April, of 4,091 suburban trains scheduled in Cape Town, 985 ran late, the worst being two hours behind time. Electricity supply loadshedding was one contributor to the problem, but the main reason was vandalism which reached unprecedented levels. On 23 April, people from Mbekwini near Paarl, apparently protesting about electricity supply to the township (ie nothing to do with the railway), virtually demolished the local station. They smashed the ticket office, broke down walls, ripped off the roof, set what was left of the building alight and threw tyres on the track. Fire department personnel were prevented from dealing with the flames by continuing violence. Passing vehicles were pelted indiscriminately with rocks and stones. Rail service was severely dislocated – Mbekwini station being on the main-line to Johannesburg. Though trains were running again on 24 April, nothing stopped at Mbekwini station, virtually a heap of unusable rubble. Other causes of delayed schedules included cable theft, one instance on 23 April giving rise to delays as long as 80 minutes. To aggravate matters, several Metrorail commuter trains were held up by preceding Transnet goods trains that broke down.
Western Cape Metrorail: 985 trains delayed during one week in April. Photo: Wikipedia
SKF Railway Industry Solutions With the life cycle partnership concept, SKF brings all its expertise and technologies to help the railway customers overcome their economical and environmental challenges: • • • •
Innovations for profitable and sustainable growth Development and implementation Asset management and remanufacturing Local presence
The Power of Knowledge Engineering SKF South Africa (Pty) Limited Tel: +27 11 821 3500, Fax: +27 11 821 3501, Email: sales.za@skf.com, Web: www.skf.co.za
MISHAPS
Mishap s One objective of our regular feature reporting and commenting on rail mishaps is to provide information and objective lessons from Africa and abroad, in the hope that – in some cases at least - this might help avoid recurrences. ABOUT THOSE TUNNELS Accidents in tunnels, fortunately, are rare. To most of us, they only happen to other people. The sort of people one finds in a midwinter underground train in Washington DC, for instance:
Further after the event investigations established that the first ambulance only left the station at 16:25, i.e. more than an hour after the train failed. It carried a 61-year-old woman - a communications analyst working on a government contract – who was confirmed dead at the hospital. Of more than 80 other passengers taken for medical attention, 21 were still in hospital the following day. It turned out it was not a fire. It appears an electrical malfunction involving the third rail occurred some 300 metres ahead of the train. Investigators report that fans supposed to ventilate the tunnel did not work properly, while fans intended to exhaust smoke from the train in fact sucked it in. In addition to substantial claims being lodged by passengers for prolonged discomfort and suffering, the sons of the woman who died are suing for millions of dollars.
TRUSTING TO PLAN A
Washington DC Underground Station
At 15:18 on Monday 12 January 2015, a well-filled six-coach train on the Washington metro system’s “yellow line” came to a stand still in a tunnel beneath the city, not far – ironically - from the headquarters of the National Transportation Safety Board (NTSB). Reportedly the lights went out, leaving the coaches in darkness. Then came the smoke – lots of it. The driver repeatedly broadcast an assurance that help was on its way, warning passengers not to force the doors open (as this would let in more smoke) and not to leave the train. Apparently he indicated he was going to back the train to L’Enfant Plaza station (about 240 metres away) but this didn’t happen – there was a following train in the station. After 30 minutes with no sign of assistance arriving, the smoke was getting thicker, people were collapsing and the situation was getting really nasty. At least one man (telling a reporter about it afterwards) sent text messages to his family, saying good-bye. He thought he would never see them again. A small group bravely decided to ignore the driver’s instructions. Forcing their way out of the last coach, they stumbled along the pitch dark, smoke-filled tunnel to the station. There they met up with members of the fire department. They had been there for some time, apparently, worried about getting closer to the action because of the live third rail. Compatibility problems between the fire department and the railway’s radio control, it seems, hampered communication. In fact, according to the first NTSB investigative report, third rail power was not switched off until 44 minutes after the train stalled.
30
Railways Africa Issue 2 // 2015
Not only do these things only happen to other people. We’re very trusting, confidently assuming that whoever operates the system we travel on will immediately activate Plan A, with railway, fire, medical and other emergency staff knowing exactly what to do, and doing it rapidly. That wasn’t the case in Washington in January, nor in some other places before that. Going back a bit – on 17 January 1979 at 18:06, Bay Area Rapid Transit (Bart) train 117 to San Francisco caught fire about 1.6km into the 6km tunnel under the bay from Oakland. A near catastrophe ensued, following a succession of misunderstandings, wrong decisions and general bungling. There is no driver on Bart trains. A controller in San Francisco presses a button and a computer does the rest - setting things in motion, applying the accelerator or telling the train to slow down or stop. When the fire broke out in 1979, there was another train, filled with passengers, waiting to enter the tunnel at Oakland. The controller started this up and sent it into the tunnel, his idea being to rescue people off the burning train. Well and good – except that, incredibly, the passengers already on the train at Oakland were not told about the fire or instructed to disembark. In they went, suffering the full horror of the heat and smoke for themselves. Meanwhile first response by emergency personnel had been delayed, starting with a difference of opinion over whose territory was involved, the San Francisco Fire Department, or that at Oakland. When Oakland’s men eventually reached the tunnel mouth, they could not get to the emergency access trolley because the key to its shed had been mislaid.
www.railwaysafrica.com
MISHAPS Once the passengers off the burning train had been picked up in the tunnel, the controller reversed the rescue set, sending it back to Oakland. In the huge draft suddenly created (the computer being programmed to accelerate the train to full speed) the aluminium shells of the burning coaches literally melted, and one fireman died. In the event, passengers were only evacuated 52 minutes after the burning train stalled. It took more than six hours to bring the blaze under control. The busy commuter line was inoperable for months, resulting in massive congestion on the road across the San Francisco-Oakland Bay Bridge. The cause of the fire was ultimately put down to a small component working loose underneath a coach and snagging the third rail.
Bart train at an elevated station
In terms of fatalities, neither the Washington fire nor that at San Francisco made any sort of record. They made headlines because both incidents occurred on busy commuter corridors in big cities, with shortcomings that could have resulted in very serious consequences.
The first series of Bart coaches contained highly flammable materials, notably the seat coverings. Photo: editor (taken 18 months before the fire).
Seating was replaced throughout the fleet after the fire, and specifications were drastically revised.
There have been railway tunnel fires elsewhere of course, with appalling loss of life. One thinks for instance of the terrible disaster at Kaprun in Austria on 11 November 2000, when 155 people died on a funicular. They were skiers, on their way to the Kitzsteinhorn Glacier. The Gletscherbahn Kaprun 2 funicular in Austria, before the fire. Photo: Adrian Pingstone
LONDON TUNNEL FLOOD CANCELS 1,000 TRAINS On 28 January, the busy St Pancras to Farringdon line under central London had to be closed due to flooding in the tunnel. More than a million litres of water were pumped out after a main burst, and four leaks were discovered that had to be repaired. Altogether a 1000 scheduled passenger trains were cancelled before services resumed on 30 January. There were warnings of possible cancellations and shorter trains because five out of the 121 sets used on the line were damaged by floodwater.
TUNNELS IN SOUTH AFRICA In the days before overseas travel became commonplace, a South African’s experience of railway tunnels tended to be confined to the short bore on the Hex River Pass (and that on Sir Lowry’s Pass nearer Cape Town), as well as the somewhat longer examples in what was then Natal. The first really lengthy ones were the twin 6km tunnels at Cedara, opened in 1960. Today we have the 13km single line bore at Hex River and the newer 15km Gautrain tunnels under Johannesburg. No doubt those in charge are well prepared for any eventuality – better prepared, hopefully, than their counterparts in Washington or San Francisco.
www.railwaysafrica.com
Southern portal of the 13km Hexton tunnel, the longest in Africa.
Issue 2 // 2015 Railways Africa
31
MISHAPS TRAINS COLLIDE IN NY TUNNEL On 17 December, a Metro-North train with 20 passengers that had just pulled away from New York’s Grand Central Terminal received a slight corner bump at slow speed from a light locomotive that ran a red signal in the Park Avenue tunnel. A very minor accident with no injuries, it made headlines because Metro-North has been involved in a series of accidents – some fatal - in recent months. The railway has taken a number of steps to try improving its safety record, including modifications to signals, whose automatic mechanisms now stop trains that fail to slow down when approaching bridges and sharp curves.
WATER IN THE GAUTRAIN TUNNELS Despite the best laid plans, Murphy’s Law – “if something can go wrong, it will” – surfaces in the least convenient places. Gautrain was no exception though water, not fire, has been the headache in this system’s deepest tunnel. It was expected from the outset that water would find its way in. To allow for this, generous drainage was provided, beside and beneath the tracks. Water that collects in the drains runs into sumps from where it is pumped to the surface. However, to the meticulous author of the applicable part of the construction contract, “water” was an incomplete concept. One can have no water, a little water or a lot of water. In realisation of this and some possible consequences, the contract wisely specified an upper limit for the quantity of water that would be allowed. The problem today is that, between Park Station and Rosebank, the amount of water seeping into the tunnel exceeds the specification. There is another, less serious, seepage between Sandton and Marlboro.
Barbara Jensen emphasises reassuringly that no taxpayers’ money is involved in whatever is or has to be done. But as CEO Jack van der Merwe points out, the Bombela consortium concession is for 15 years. After that runs out, the Gauteng government has to carry full responsibility if the problem has not been solved. Presumably the pumps are backed up with long-life emergency electric generators. The possibility of a prolonged Eskom supply failure isn’t nice to contemplate.
SMOKE CLOSES CHANNEL Smoke in the Channel Tunnel linking England and France caused closure of the facility to all passenger and freight traffic on 17 January 2015. A road truck being transported through the tunnel caught fire near the French end. Operator Eurostar said tickets could be refunded or rebooked within the next 60 days for travel within six months.
NOT BEING STUCK IN A TUNNEL: THE EDITOR REMEMBERS Judging by statistics, the chances of being in a tunnel fire are pretty low. Being stuck in a tunnel, even without smoke, would be bad enough, especially if the lights went out. The closest I’ve been to that was in Italy, in the days when the crack Settebello was the fastest express from Milan to Rome.
When the extent of these leaks was first identified, the operators were not permitted to start running trains for several months. This embargo was relaxed on the understanding that every effort would be made to curb the water ingress. In fact, Murray and Roberts spent some R200 million, unsuccessfully drilling holes in the tunnel sides and injecting sealant. Italy’s crack Settebello Express
I picked it up in Bologna, 215km into its journey, and took my reserved place. Immediately there was trouble. A large pregnant woman appeared: she had been booked in seat 44, too. The conductor was busy sorting this out when we ran into the 7km Monte Adone tunnel and pitch darkness descended. He lit his cigarette lighter and ran off to find a switch.
The parties to the construction contract were unable to agree on whether further effort need be made nor on the extent of liability, if any, for non-compliance with the specification. The matter went to arbitration, the upshot in November 2013 being a directive that means have to be found to reduce leaking to the limit laid down in the specification, and the necessary corrective measures instituted, at the contractors’ expense. The arbitration tribunal did not suggest a solution nor how to find one – a solution that continues to elude the experts. Methodology options have been intensively explored by South African and overseas technical experts, to date without success. The water continues to penetrate into the tunnels, running down the drains to the sumps, and being pumped to ground. What happens next is not at all clear. The Gautrain Management Agency (GMA)’s
32
Railways Africa Issue 2 // 2015
Nothing happened. The guard ran through with his own lighter and somebody screamed. It was beginning to get exciting but after four minutes we were back in daylight. Having found the lady another seat, the conductor came back to my seat, writing officiously in a pocket book. He commented loudly on my reservation in Italian - lost on me, but the rest of the coach seemed to find it very funny. He was still writing when we ran into the 18.5km Apennine tunnel. This time, Italy’s finest train was in total darkness for nearly 10 minutes, the increasingly claustrophobic atmosphere enlivened briefly by the staff running up and down with their lighters. Thankfully we did not stop, though one can’t help wondering what might have happened if the headlights had failed, too, and we’d had to take our chances with the driver’s cigarette lighter.
www.railwaysafrica.com
Technology leader Maximized customer benefit Turnout system solutions for Africa and the rest of the world
voestalpine VAE SA (Pty) Ltd 23 Anvil Road, Isando 1600, South Africa Tel: +27 11 928 3700, Fax +27 11 928 3910 sales.VAESA@voestalpine.com www.voestalpine.com/vaesa
RAILWAY HERITAGE
PRESERVATION IS A VITAL PART OF THE PICTURE By John Batwell REEFSTEAMERS, GERMISTON
FRIENDS OF THE RAIL, PRETORIA
In January, repairs were begun on North British class 12AR no. 1535, which had a knock in the right-hand big-end bearing. Work has started, too, on rehabilitating the interior of AA-28 type diner Shashi, Ex-Sanrasm at Krugersdorp, built in 1937 in Pretoria. Important projects lined up for 2015 will be getting class 15CA no. 2056 and 25NC no. 3472 back into operation.
Class 19D no. 2650 worked the pre-Christmas excursion trains to Cullinan but needs to be laid up in the course of 2015 for tube replacement. Duties will be delegated to class 24 no. 3664, though this has lesser hauling power. Rovos Rail’s class 19D no. 3360 is not a potential back-up in the short term as it too needs tube work. Class 25NC no. 3533 at Rovos could be used, but only as far as Rayton, due to light rails on the branch beyond. It would be necessary to transfer travellers to buses, to reach Cullinan.
Reefsteamers are looking into a scheme whereby school pupil visitors on a day out to the SAA Aircraft Museum at Rand Airport might be bused to the steam loco depot for a guided tour – a sort of “Planes and Trains” experience. The children would range from primary school to teens. It would provide extra revenue for the club during the week and apart from keeping the depot tidy and the walkways clear and safe, would not require much extra work. These would be “cold tours” – meaning a steam locomotive would not be lit up – except possibly on a Friday when a run is scheduled the following day. To go ahead with this idea, Reefsteamers would need people available during the week to act as guides on tours lasting about an hour or an hour and a half. Someone who is retired might fit the bill, male or female. A basic knowledge of steam locomotives would be useful certainly, but need not be highly technical. Any reader interested in assisting with SAA Museum “Planes and Trains” guided tours of the Reefsteamers depot, please contact Simon Bennett at reefsteamersmarket@gmail.com or marketing@reefsteamers.com A worrying footnote: with Transnet keen to sell off prime land suitable for development, the future of the Germiston site is beginning to appear uncertain.
Class 19D no. 2650 has been Friends of The Rail’s mainstay motive power in recent months, but is now in need of tube replacements. Photo: Eugene Armer.
34
Railways Africa Issue 2 // 2015
Over the Easter week-end, a train behind 19D no 2650 was only able to work as far as Rayton due to some 400 metres of track being stolen off the Cullinan branch. First it was sleeper theft on this line, now the rails are being removed. As in the case of Reefsteamers, the future of the Hermanstad depot is in question.
ROVOS RAIL, PRETORIA Five former Queensland Railway class 2100 diesels have found a new home at Rovos Rail. These Clyde/EMD GL26C type locos, similar to recent acquisitions by Grindrod, AR&TS, and SAFLog, formed part of a shipment of 27 units from Australia to Durban, 18 of them going to Apex Industrial for intended resale. On the steam front, class 19D 4-8-2 no 3360 is in need of tube work.
LOCOS AND STOCK RELOCATED The NZASM class B 0-6-4T no 230 has left Waterval Boven for Bloemfontein prior to the transfer to Transnet Museum in George. Rumours that the sole class 26 4-8-4 no. 3450 is to be plinthed at Transnet Engineering’s Salt River Works in Cape Town (where it was extensively rebuilt) have been denied.
Atlantic Rail: class 24 no. 3655 enters Fish Hoek on its way to Simon’s Town. Photo: Peter Rogers
Orenstein & Koppel 0-4-0WT no. 12691 of 1936 vintage under restoration in Bloemfontein, having been in the Sanrasm collection – the locomotive appeared in the April Sandstone Festival programme. Photo: L Nel
www.railwaysafrica.com
Former Union Limited coaching stock has been relocated from Voorbaai to Wolseley for restoration with a view to operating to Ceres on week-enders out of Cape Town (see below). Transnet has signed loan agreements with the South African Armour museum in Bloemfontein for 1892-built class 7 4-8-0 no. 981, and the Big Hole museum in Kimberley for 1897-built class 6A 4-6-0 no 462.
SANDSTONE HERITAGE TRUST The annual Stars of Sandstone Steam Heritage Festival took place from 2-12 April 2015. Steam enthusiasts gathered once again at Sandstone Estates near Ficksburg. A new performer at the 2015 gala was former Sanrasm Orenstein & Koppel 0-4-0WT no 12691. The weather was variable during the period of the festival but did not prevent some excellent photo opportunities. Another former Sanrasm loco being restored in Bloemfontein is 610mm gauge class NGG11 no 52, built by Beyer Peacock in 1919. During 2014, the Trust informed Reefsteamers club of an intention to relocate its preserved assets in Germiston to Bloemfontein, with a view to creating a museum there. On the locomotive front, this embraces 14R no 1745, 15F no 3052, 25NC no 3488, GMAM no 4079 and ex-Zimbabwean veteran diesel-electric DE2 no 1207.
ATLANTIC RAIL, CAPE TOWN Class 24 3655 operated runs to Simon’s Town while the 16DA (now back in service) received tube attention. Atlantic Rail has been appointed by the new Ceres Railway Company to operate trains on the 26km Wolseley-Prince Alfred Hamlet line. No date has been made known for the intended reopening of this branch, which has been closed for a number of years. Atlantic Rail’s Ian Pretorius is said to be considering a weekend, overnight, steam-hauled dinersleeper excursion from Cape Town to Ceres. The Ceres venture, Sandstone Estates points out, will be effectively the first private concession of a 1,067mm gauge line in South Africa.
VALENTINE’S DAY AND OTHER FEBRUARY WORKINGS KwaZulu-Natal’s Patons Country Railway in association with Umgano Eco Adventures ran a camping and rafting excursion from Creighton over the Valentine’s Day weekend. The National Railways of Zimbabwe ran a public train from Harare to Ruwa, on the Mutare line, on 14 February, using class 15 no 414, transferred temporarily from Bulawayo’s steam depot. The Garratt was used again a week later on a second special passenger working to Ruwa. While it was in Harare, Geoff’s Trains of the UK ran the class 15 to Lochinvar and back, providing their tour participants with photographic opportunities. And in the south of the country, for the same purpose, class 14A no 519 was chartered to run from Bulawayo to Cement on the Gweru line.
Metric Automotive Engineering is one of South Africa’s most comprehensively equipped heavy diesel engine and component remanufacturers.
AUTUMN STEAM TOUR Geoff’s Trains is to run in Zimbabwe again between 11 and 21 May. It is hoped to have three classes of steam locomotive in action. This tour is shorter than some offered in the past few years, but it is considerably cheaper.
www.metricauto.co.za +27 (0) 11 873 2350 www.railwaysafrica.com
Gibela
GIBELA MEETS POTENTIAL SUPPLIERS • •
New rail skills will be generated The capacities of black-empowered rail equipment suppliers shall be enhanced
Ensuring that the country has the skills and capacity to provide the advanced components needed for completing the new trains was top priority in the objectives of the supplier day.
FORUM FOCUS
Left to right: Prasa CEO Lucky Montana, Ekurhuleni mayor Mondli Gungubele and Gibela CEO Marc Granger share a lighter moment.
While the country has been aware for some time of plans by the Passenger Rail Agency of South Africa (Prasa) to replace its outdated passenger fleet, 12 March this year saw the first public interaction between the parastatal’s chosen contractor, Gibela, and its own would-be suppliers. Of the 600 trains on order, 580 will be built in South Africa at a new factory shortly to be constructed near Nigel on Johannesburg’s East Rand. Alongside the rolling stock contract, Gibela will supply spare parts and provide maintenance as well as technical support on the coaches over a period spanning 19 years. Interest in the event held at the Alberton civic centre was keen with some 800 aspirant suppliers attending. While the day was not intended to be part of a formal pre-tendering qualification process, it was aimed at providing interaction between Gibela and its supplier base. Further briefing is to be given about the project and the opportunities open to would-be suppliers.
The event was convened to bring together all potential component suppliers in a forum focusing on: • The project’s requirements for quality • The need for adhering to tight delivery schedules • The need for successful suppliers to themselves manufacture the required components in facilities that match Gibela’s own empowerment standards
TRANSPARENCY EMPHASISED “Transparency is the order of the day,” CEO Granger emphasised, “since this event provides the company with an opportunity to interact with local manufacturers, explain its sourcing processes and requirements, and share business opportunities that are available in the rolling stock project. It is the sort of introduction to a new sourcing programme that is rarely if ever seen. Prospective suppliers will take from the meeting a sound understanding of what will be needed when the local manufacturing programme for the new trains commences.” Importantly, the supplier day was organised to assist Gibela in identifying potential local suppliers in the greater South African market and to enable those with the potential to deliver the components required, to understand the journey on which they and Gibela will be embarking.
Gibela particularly encouraged attendance by companies owned by black women as well as small to medium entities.
In the process of building the new fleet, Gibela will be introducing advanced skills and technologies into South Africa from its French parent, Alstom. These skills and technologies will be transferred to local suppliers as part of Gibela’s ambitious supplier development programme.
GIBELA CEO’S ADDRESS
A YEAR IN PLANNING
Addressing the gathering, Gibela CEO Marc Granger emphasised the need for both safety and quality. “To manufacture a coach, there are 10,000 parts to assemble and 250 industrial activities that will have to be undertaken. One missing or defective part can stop the whole train.”
Prasa CEO Lucky Montana explained that the supplier day had been a year in planning. “In this project, we want to build a train for all. The project is more than just building a train, but is also about building skills and growing employment,” he explained.
Gibela’s contract with Prasa is clear and explicit: • Local content in the new trains shall be greater than 65%
While the morning was taken up with speeches – notably by Ekurhuleni mayor Mondli Gungubele - in the afternoon potential suppliers were able to meet Gibela representatives face-to-face at exhibition-type stands set up in three conference halls.
Some 800 aspirant suppliers demonstrated keen interest in Gibela’s Supplier Day. Photos: Andrew Lanham.
GE Skills Development
A leader in compressed air for the rail industry
ON THE WIRE MEDIA // SEBVEST_RA170
Our quick reference illustrated catalogue lists all 4000 items Sebvest manufactures. We’ll minimise your downtime by rushing stock items to you within a day or two. View our catalogue at www.sebvesteng.com
We manufacture components for the following: •
LPS54
•
10”,14”, 21” & 24” brake cylinders
•
DH16
•
Gardner Denver
•
VV64
•
Wabtec 6C D4 UC
•
LPS44
•
Reavell 17S
•
Westex
•
VV 230
•
Vacuum brakes
•
3 VC 75
Sebvest Engineering 37
www.railwaysafrica.com Railways Africa Issue 2 // 2015
Managing Director: Gavin Acar Cell: 083 454 0703 / Tel: 011 914 1093 6 Bain Street, Boksburg East
www.sebvesteng.com Issue 2 // 2015 Railways Africa
37
book review
Bloodwood by Mark Reed
There is hidden talent in South Africa’s rail industry. Bloodwood, a recently released novel set in a railway environment is by Mark Reed, commercial director for the Zambian company, North West Rail. Somewhat reminiscent of Ian Fleming’s James Bond, dashing hero Guy Lucan is sent to Madagascar to investigate shady dealings involving the country’s railway. The villains in the story are Kotler Chi, a Chinese dealer in precious timber, and Madagascan Marcel Ravatomanga, a man with a reputation for making people “disappear”. As befits a good thriller, there is plenty of romantic and sensual interest. The plot involves smuggling rosewood from Madagascar to the Middle East. (Rosewood, kilo for kilo, fetches about the same price as silver.) Lucan is despatched to Madagascar to take up the post of Directeur-General of Madarail in order to investigate the suspicious purchase of the Madagascan railway network, which Ravatomanga plans to use in his smuggling schemes. Few South Africans, probably, know much about Madagascar. The novel, though no tourist manual, provides considerable insight into life on this fascinating island to the east of Africa. (As the hero points out, it is larger than the state of Texas). The authenticity of the description is largely due to Mark being in charge of Madagascar’s rail network for a number of years. Bloodwood is Reed’s first novel, but three more in the “Guy Lucan series” are in the pipeline. All are to involve the working of various African railways. Mark has a fluid writing style and a good eye for detail. The fast-paced Bloodwood is an easy but compelling read. The book is published by House of Christie in London. It is available as an Amazon Books download via www.bestsellingcrimethrillers. com, via the series website at www.guylucan.com , or at any Amazon site worldwide: http://www.amazon.com/dp/B00U54ID7S . The cost for an eBook download is $US5.69 or about R67.00. Bloodwood is to be released as a paperback in London and New York by the middle of the year and there will be a small print run in South Africa. - Andrew Lanham
www.railwaysafrica.com
MADE IN SWEDEN
PROMOTING SWEDISH RAIL Countries like Canada, the United States, China, Germany and France are prominent among foreign rolling stock manufacturers supplying South Africa. Railways Africa was interested to meet a Swedish trade delegation visiting South Africa in early March to investigate business opportunities in the local rail sector. The Swedish-South African railway and ports programme was held over two days at the Swedish Ambassador’s in Pretoria. Presentations were given by both South African entities such as Gautrain and Grindrod and by the visiting delegation, which represented some 48 Swedish railway sector suppliers.
The Social Democrats have longstanding ties with South Africa and the African National Congress, and participated actively in the struggle for South African democracy. “The Swedish government sees this relationship as most important,” the deputy minister emphasised. The extent of current investment in railways in South Africa has attracted the interest of Swedish industry, further strengthening links between the two countries. Formal contact between them is maintained by a bi-national commission led by the Deputy President of South Africa and the Deputy Prime Minister of Sweden. The next meeting is scheduled for later this year. “We are one of the few countries in the world that has an ongoing cooperation with South Africa at this level,” explains deputy director ministry for foreign affairs Erik Sprängare.
Sweden has a long history of quality steel production and opened its first Promoting Swedish rail - front left: counsellor: economic and railway for public transport, using horse- commercial affairs Sara Aulin; front right: deputy minister for infrastructure Erik Bromander; back right: deputy director: drawn carriages, in 1849. Its first two ministry for foreign affairs Erik Sprängare and back left, desk main-line railways were completed officer, department of transport, ministry of enterprise, energy between 1860 and 1864. However, while and communications Lars Falksveden. Sweden has been long renowned for its heavy engineering sector, more recently it has become a world leader in the IT systems While Sweden is not a major participant in the South African and control industry. rail industry currently, Swedish companies hold much expertise and experience that could be fruitfully deployed in South One of the reasons for the visit was a change in government Africa’s rail renaissance. “This could be a good opportunity to in Sweden following an election in 2014, deputy minister for strengthen our Swedish presence here in South Africa, so that infrastructure Erik Bromander explained. The Social Democrats and the quality of Swedish manufacture could speak for itself,” the Environmental Party, now in coalition, have a strong focus on deputy minister Bromander suggested. railways, both from the economic and environmental perspectives.
Leading Edge Railway Signalling Technology ERB Technologies specialises in: • • • • • • •
Design Manufacture Supply Installation Testing and commissioning Repair and refurbishment Maintenance
of railway signalling systems and equipment 11 Cnr Suni & Lechwe Avenue, Corporate Park South, Midrand, 1683 P O Box 26, Cornwall Hill, 0178 Telephone: +27 (0)11 314 8528 Facsimile: +27 (0)11 314 0480 Email: andre@erbtechnologies.co.za Website: www.erbtechnologies.co.za
end of the line
CORRESP NDENCE
DEAR EDITOR
There is nothing much scarier than being stuck in a train in a tunnel, especially when nobody really seems to know what is going on and information is not forthcoming. And fire or smoke must add to the terror. A few years ago, I was travelling up to London for a PR lunch on the line from Hastings to Charing Cross. It was a week or so before Christmas and we had just moved out of Tunbridge Wells station when we came to a halt in the tunnel that starts soon after. We were told there had been an incident at the next station (someone had decided to commit suicide) and the emergency services were sorting out the mess. From the last carriage, you could see light at the end of the tunnel and indeed the end of the platform at Tunbridge Wells, but the conductor said we were definitely not allowed to get off the back of the train and walk to the station. The lights in the carriage were now operating off the train’s emergency battery as they had turned off the current to the third rail. Eventually the emergency battery lost its power and we were in the dark.
Tunbridge Wells
TUNNEL VISION Isambard Kingdom Brunel, famous British engineer, had the Great Western Railway’s Box Tunnel in south-west England constructed so that the rising sun shines through it on his birthday.
Conversation became more desultory; passengers had run out of things to say or complain about. Those people who moved from one carriage to the next were using the light from their mobile phones but now there was total silence and total darkness. Suddenly a loud, cultured voice started to tell a Christmas story. “It was Christmas eve when three men died in a road accident, and they arrived in Heaven just as the gates were being closed as there was, of course, a birthday to celebrate and St Peter was in a hurry to get to the do. The men pleaded to be allowed in and St Peter agreed as long as they could prove they had something associated with Christmas. “The first one took out his keys and jangled them. ‘What’s the connection?’ came the query. ‘They remind me of the bells that ring out at Christmas.’ ‘OK, come in,’ said the gatekeeper. The second man took out his cigarette lighter and lit the flame. ‘What’s the connection?’ ‘It reminds me of all the candles that are lit at Christmas time.’ He scraped a pass.
Box Tunnel.
SITUATION VACANT British magazine The Economist recently published an advertisement for the position of executive director of the European Railway Agency. Among the skills required for the job was a “proven track record.”
NOT FOR READING ON THE TRAIN In 1862, a Frenchman called Hippolyte Taine visited England and later published an account of his travels. Taine seldom mentions travelling by train, though he does describe a nine-hour trip from York to London, third class, on wooden seats. He notes that “at the railway stations there are large, chained Bibles, for travellers to read while waiting”.
The third man scratched around in his pockets and took out a pair of panties. ‘What in Heaven’s name is the connection?’ St Peter asked impatiently. ‘They’re Carol’s!’” The passengers broke into gales of laughter, the mood became a little more relaxed, and some while later we crawled into the next station. I missed the lunch. - David Buirski, Haslemere, Surrey FREE STATE CAMEO: RRL at the pumps. “Môre meneer: Het julle lowsulphur diesel?” Photo: Jacque Wepener
40
Railways Africa Issue 2 // 2015
www.railwaysafrica.com
ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT
If you would like to receive Railways Africa in print format, please complete and return the subscription form. Alternatively it may be downloaded at www.railwaysafrica.com
SUBSCRIPTION FORM
Please complete all the blocks below - Incomplete forms will not be accepted. Once we have received your completed subscription form an invoice with payment details will be sent in return. On confirmation of payment, your details will be added to the mailing list and the magazines will be posted to the specified postal address. Please select your options:
2015 ISSUES (ISSUE 1-6)
South Africa (Residents Only)
R 300.00 excl. VAT
Africa
R 400.00 excl. VAT
Overseas
R 910.00 (incl. Foreign Exchange) excl. VAT
Quantity per Issue:
Name: Surname: Dr
Mr
Mrs
Miss
Other:
Company Name: Company Vat No.:
Designation:
Tel:
Fax:
Mobile:
Email:
Postal Address:
City:
State/Province:
Postal Code/ZIP:
Country:
Please Fax/Email the completed form to us at: Fax: +27 86 665 5330 Email: ophelia@presslink.co.za
Banking Details: Account Name: Railways Africa, Standard Bank Braamfontein Account No.: 003349489 Branch Code: 004805
WWW.RAILWAYSAFRICA.COM
HIGH CAPACITY I PRECISION I RELIABILITY
Universal split units for high production plain track and turnout tamping with 3rd rail lifting and integrated stabilisation
3 sleeper continuous action tamping for high production plain track tamping with integrated stabilisation
Selecting the Right Tamping Machine is Essential for Productivity and Durability Not all tamping machines are made equal. Plasser & Theurer has invested a great deal of research into creating the worlds highest production tamping machines which are renowned for its reliability, features and quality and durability of the tamped track. Selecting the right machine supplier is however not the only important decision but further criteria for selecting the right machine is production, its position in the existing fleet whether it should be plain track or universal and if universal is selected, many different features must be considered such as 3rd rail lifting, split units etc. Plasser South Africa (Pty) Ltd | PO Box 103, Maraisburg, 1700 | Tel: 011-761-2400 | info@plasser.co.za