Railways Africa Issue 3 2014 by Railways Africa

ISSUE 3 // 2014

Signalling the way forward

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The world market for coking coal is 300 million tonnes a year, he explains. “Australia, the largest producer, has 160 million tonnes. Canada, the United States and Russia have about 40 million. It’s no good producing 100 million tonnes if you have nowhere to sell it.”

Though Vale Moçambique announced a $US44 million operational loss in the first quarter of 2014, “the investments we have under way are very large”, Gutemburg says, and Vale takes into account “long term commitments”. He warned however: “We cannot guarantee 100% employment at a time when we are losing a great deal of money. ”

ISSUE 3 // 2014

Prices paid for export coal have been falling for some time. Australian coking coal, “the best in the world”, realised almost $US350 a tonne in 2011, but was below $100 by May 2014. Pedro Gutemburg, new chairman of Vale Moçambique - subsidiary of Brazil’s mining giant Vale - cast doubt recently on the often quoted 100 million tonnes that Mozambique “could export” annually. The figure is ambitious, he told the Maputo publication Notiçias. The fact that Mozambique has large coal reserves does not mean much, he points out, “unless its price is competitive in the market - and provided a market continues to exist.”

Signalling the way forward

The extensive coal line construction planned in Mozambique must inevitably be affected by these realities. The extent of this remains to be seen.

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PUBLISHER Barbara Sheat

BARBARA SHEAT Publisher / Railways Africa

EDITOR Rollo Dickson DESIGN & LAYOUT Eddy Rodrigues Sedibelo Phetoe WEBSITE Kieran Druzynski ADVERTISING Andrew Lanham SUBSCRIPTIONS Ophelia Naidoo CONTRIBUTORS John Batwell Nathan Berelowitz B Hinton Andrew Lanham Bruno Martin Chas Rickwood Anton van Schalkwyk Jacque Wepener

ISSN 1029 - 2756

Very enterprising: TE General Manager Peter Cona with the then Minister of Public Enterprises Malusi Gigaba and Transnet GCE Brian Molefe watch as coal wagons are loaded for shipping to Mozambique.

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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 Contributor can be held liable for any inaccuracies or damages that may arise.

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Issue 3 // 2014 Railways Africa

Contents COVER STORY ACTOM Signalling – The Way Forward

6 Features Train Detection Using Axle Counters.

Book Review: ‘The Wedding– and Other South African stories’

C&E – Precision Rail Engineering at its Best

Reducing Locomotive Costs

Africa Update East & Central Africa Roads & Rail Summit

Construction Starts on Setif LRT

Djibouti Line Tracklaying Begins

SA Rail News 21

Transnet: New Minister

Gautrain News

Mishaps Rustenburg Crossing Smash Kills 3

Bizarre Accident Tally: 1 Dead, 4 Hurt

End of the Line Back in Bed on Shosholoza Meyl

Railways Africa Issue 3 // 2014

ADVANCED SIGNALLING

ACTOM Signalling - the way forward ACTOM (Pty) Ltd, established in 1903, is today the largest manufacturer, repairer and distributor of electromechanical equipment in Africa. Its division, ACTOM Transport is made up of ACTOM Signalling, and ACTOM Transport Equipment & Projects (TEP). Peter Colborne

ACTOM Signalling designs, manufactures and installs railway signalling equipment and turnkey systems. It covers the full scope of train control systems from track-side equipment and interlocking to remote control, automatic train routing and train management information. TEP, on the other hand, is a contractor and supplier of rolling stock equipment, parts, maintenance services and specialised depot assembly and test equipment. Railways Africa spoke to the General Manager: Transport, Peter Colborne, about the strengths and capabilities of ACTOM Signalling.

A strong track record “The best way to illustrate what we can do, is to talk about one of our more recent projects,” says Colborne. He explains that, in July 2012, ACTOM Signalling won a bundle of five contracts to the value of R200-million to upgrade the yard controls at 10 yards around South Africa. Transnet Capital Projects (TCP) awarded the overall contract on behalf of Transnet Freight Rail (TFR). The contract required that outdated mechanical, manually operated points systems be replaced with automated equipment. However, the challenge had two solutions. “The first option we offered was a mix of existing equipment and purpose-designed equipment that we would have had to develop. The second (more cost effective) solution involved developing all the key equipment from scratch,” Colborne explained. TCP opted for the second solution as it had confidence in ACTOM’s product development team and its singular ability in the rail industry to take the projects from concept through to manufacture and installation.

Advanced signalling is essential for the smooth operation of marshalling yards such as this one in Port Elizabeth, and ultimately the efficient operation of South Africa’s rail network.

Railways Africa Issue 3 // 2014

Local manufacture and support is a key part of ACTOM’s value proposition.

Local support “After installation, the fact that we’re local meant that we had the ability to maintain an inventory of spares in South Africa, rather than having to import everything from overseas,” continues Colborne. “And, what is more important is that being a fully local designer and manufacturer, we were able to offer our client excellent support during and after commissioning with aspects such as training and a three year contract to maintain our 10 yards plus another five yards installed by others,” he emphasises.

Unmatched flexibility TFR had very tight deadlines to meet, which put a lot of pressure on ACTOM Signalling in turn. This resulted in the execution of the contracts overlapping with the development of the new equipment. A testament to the flexibility of ACTOM Signalling is that it was able to start manufacturing some of the products before the development work had been finalised. “We did have to modify some of the equipment we installed at the beginning of the project, but this was offset by our ability to fast-track the project to completion,” asserts Colborne. The yards upgrade project highlights another of ACTOM Signalling’s strengths. In spite of the tight deadline for completing the upgrades, the project was still delivered within the negotiated timeframe. It is this type of service over the decades, that has reinforced ACTOM Signalling’s longstanding reputation for delivering projects on time and in budget.

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ADVANCED SIGNALLING Expertise and experience “One of the reasons that we are able to do this, is that at ACTOM Signalling, we take pride in our low staff turnover,” Colborne adds. The company has a staff of about 300 people, which has a core of highly experienced and skilled people. “In ACTOM, we have substantial depth of experience from top management down to technical people on the shop floor. We have people on the ground who have been working in signalling for 20 to 30 years, and have an intimate knowledge of the equipment they install. In addition, Colborne explains, South Africa’s railways industry has its particular rules and regulations. ACTOM technicians, with their experience, are highly conversant with the host of rules and regulations governing the way in which South Africa’s rail network is run. When embarking on major projects, occasionally not everything can be executed by in-house staff. In these instances, it is vital to know who to consult with to gain reliable supplementary expertise. “When needed, we have a pool of contractors whose proven services we can call on.”

Latest technology on tap ACTOM and the global rail infrastructure and power generation/ transmission company Alstom have a longstanding historical relationship. Where this benefits ACTOM clients is that it facilitates their seamless access to advanced technology. Colborne cites an example of a client who decided it wanted advanced electronic interlocking. In this instance, ACTOM, through its relationship with Alstom, could access this already proven, yet most advanced technology for the benefit of the client.

TEP – providing unmatched train control capability TEP maintains a partnership with Alstom Transport of Europe for train control and monitoring systems and parts for maintenance of rolling stock. It provides service and support of this equipment and continues to supply control electronics for the 18E locomotives, which were first supplied in the 1990’s. TEP represents BBM of Italy for specialised depot assembly and test equipment, such as wheel presses, bogie-drop machines and bogie test equipment. Recent installations include five wheel presses in various depots in South Africa. TEP also represents IRMIE Impianti of Italy, which specialises in depot testing and other rolling stock related electrical test equipment.

“Clients, particularly those for whom rail is not core business are welcome to consult with ACTOM Signalling to discuss train control and signalling issues before embarking on a major project. ACTOM is well positioned to recommend a solution that would be optimal for their particular requirement.”

Prepared for Africa Africa’s economies are experiencing GDP growth, on average, of about 5%. Inevitably, this puts pressure on these countries to grow their infrastructure at a rate that matches. Commenting on this, Colborne adds: “While work in South Africa has been keeping us busy, we are aware of the opportunities that growth in African rail presents. We have the capacity and the ability to assist in rail projects in other parts of the continent”.

Punching above its weight As part of the broader ACTOM group, ACTOM Signalling is able to ‘punch well above its weight’. The ACTOM Group employs approximately 7,500 people and has an annual order intake in excess of R8,5bn. With 43 operating units, 44 production, service and repair facilities, and 40 distribution outlets throughout Southern Africa, ACTOM Signalling has access to a wide range of affiliated ACTOM divisions, whose expertise is available to it if need be. This was a factor in the TFR yard upgrade project where ACTOM Signalling arranged with ACTOM’s Mechanical Equipment business unit, which is situated next door to its Driehoek, Germiston premises, to provide assistance by undertaking the assembly under its supervision of the points machines, points indicators and equipment enclosures on spare factory floor space it had available for the purpose. “This was a great help towards enabling us to keep pace with the contract requirements and tight deadlines of the project,” he says.   “With our local expertise and capacity, we are well positioned to assist any of the companies involved in the re-signalling project currently happening in South Africa,” Colborne concludes.

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ACTOM Site Manager: Elandsfontein Mauritz Rautenbach examines an equipment enclosure in the marshalling yard.

emphasis on empowerment ACTOM is a value-added supplier with a Level 3 BBBEE rating, being 36.3% black owned. Of this, 8.9% is owned by black women. ACTOM has a long history of skills development and currently the Group operates three apprenticeship training centres with a combined annual intake of between 100 and 120 apprentices. Within the Signalling business, it also actively recruits and trains graduate engineers and trainee technicians of all races and sexes as signalling application and development engineers. ACTOM (Pty) Ltd is the largest manufacturer, solution provider, repairer and distributor of electro-mechanical equipment in Africa, offering a winning and balanced combination of manufacturing, service, repairs, projects and distribution through its 40 distribution outlets throughout Southern Africa. ACTOM is also a major local supplier of electrical equipment, services and balance of plant to the renewable energy projects. It also holds numerous technology distribution and value added reseller agreements with various partners, both locally and internationally.

Issue 3 // 2014 Railways Africa

AXLE COUNTERS

TRAIN DETECTION USING AXLE COUNTERS by Altpro d.o.o GENERAL

Figure 2. The principle of the axle counter

Rail, one of the oldest modes of mass transport, has driven technological advance throughout its development/evolution. As demands on its capacity and speed grew, the safety of its operation was a continuous challenge, leading to an established and complex engineering discipline known as “railway signalling”. According to Wikipedia, ‘railway signalling is a system used to control railway traffic safely, essentially to prevent trains from colliding’. To achieve this objective, a reliable means is needed to detect the presence of a train or vehicle (or prove its absence) on selected sections of track.

Methods of train detection Track circuit system Track circuit technology to detect track occupancy was first introduced in the late 19th century, before the advent of electric traction. The principle is straightforward: an electric circuit is completed whenever two steel wheels on an axle are present on a section of track – see Figure 1. Data produced is used to inform control personnel (including the pinpointing of rail breaks) and operate signals, as well as initiating interlocking functions and level crossing protection equipment. Track circuit technology has evolved continuously over the years, in parallel with general progress in the electrical and electronic fields. Figure 1. The principle of the track circuit

A detection or ‘counting point’ (CP) consists of a sensor attached to the rail and an electronic device located close to the track nearby. This is connected to an evaluator in the control/relay room. As a train wheel passes over the sensor, inductive linkage initiates a signal which the evaluator records as an increment. Activation of the second of two heads/coils in the sensor serves to report the direction of travel. When the train leaves the section, it travels over another CP sensor whose evaluator records a decline in value. If the sum of the two results amounts to zero, this indicates that the section is no longer occupied. While advantages of this system include the ability to count vehicles (thereby ensuring that a train is complete) and also measure train speed, unlike track circuitry, it cannot detect a break in the rail.

Fail safe – the Altpro axle counter system BO23 The principle of operation of the axle counter mentioned above will be explained in greater detail using a specific manufacturer’s system solution. This has been tested and CENELEC-SIL4 certified by TÜV Rheinland, Germany (CENELEC Standards EN 50 126 ; EN 50 128 ; EN 50 129 ; EN 61 000-6-2 ; EN 61 000-6-4 ; EN 50 121-4 EMC). The BO23 axle counter system consists of trackside components/ equipment comprising sensor ZK24-2 with its control unit VUR and indoor evaluator UNUR. These provide train detection information to any central interlocking/control centre. A typical connection diagram is shown in Figure 3 and a photo in Figure 4. Figure 3. Typical connection diagram for the BO23 axle counter system

Due to voltage drop in the rails and wheels/axles, the effectiveness of two track circuits requires their being spaced a relatively short distance apart. Both wet weather and rusted rails impair reliability/operation. Following the introduction of electric traction to railways, track circuitry experienced a number of problems, including electromagnetic interference from the overhead or thirdrail supply, the trains themselves, return current in the running rails and stray currents. The system requires a considerable amount of cabling and is relatively maintenance-intensive.

Axle Counter system Electric and electronic technology development saw the axle counter in use by the 1960s. Low in cost, simple to instal and needing little maintenance, it has been widely applied throughout the world. The principle of the axle counter is shown in Figure2.

Railways Africa Issue 3 // 2014

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AXLE COUNTERS The BO23 axle counter is also used in the “stand alone” CENELECSIL4 certified (by TUV Rheinland) Altpro Level Crossing System RLC23. Figure 4. BO23 axle counter system

InnoTrans 2014 23 – 26 SEPTEMBER · BERLIN International Trade Fair for Transport Technology Innovative Components · Vehicles · Systems

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FUTURE

THE OF

MOBILITY

Trackside components/equipment- main features Sensor ZK24-2 • Robust, mechanically/chemically highly resistant cast resin IP 68 enclosure with internally connected four-core cable for connecting to control unit. VUR fitted on one side of the rail only (inside). Stainless steel mounting bracket. No rail drilling required. Template easily and quickly fitted to all rail profiles. Protective shields against mechanical damage (see Figure 5); • No rail bonding required (as needed in track circuiting) • 300mm minimum train wheel diameter; • Drop away (from rail) indication to counter vandalism; • Return/stray current resistant; • No on-site adjustments/tuning required; • No maintenance required - only visual inspection Sensor control unit VUR IP 67 enclosure; the same two-core twisted pair cable (min 0.8mm) is used to connect both power supply and signals to the evaluator. If 1.4mm cable is used, the evaluator can be 21.7km distant. But, if a local power supply and 1.4 mm two-core twisted pair is used, the evaluator can be as far as 49km away. • Three-stage lightning and over-voltage protection; • LED indication of sensor status. Evaluator-UNUR-indoor unit/equipment – main features • One 19“ rack; 8+1 counting points and six track sections; • 2 out of 3 microprocessor module configuration;

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Issue 3 // 2014 Railways Africa

AXLE COUNTERS

Figure 6. Performing complete occupancy control using three BO23 evaluators

• • • • • •

Compatible with all major central control/interlocking systems; Maximum train speed 250km/h - 350km/h; Internal counting up to 32,767 axles; Last 10,000 passages, date, time, number of axles, occupation, direction; Location, disturbances, errors and failures all recorded in the unerasable memory; Occupancy control of station sections within station interlocking system;

• • • •

Open railway sections within an automatic block system; Open railway as a single block between stations; Several sections in a wide level crossing area; Shunting station/marshalling yard sections within an automatic coach shunting system;

Eight standard configurations have been developed for varying numbers of sections and counting points that can be controlled by one evaluator, as well as a solution for occupancy block control between stations. At smaller stations, with up to 11 sections and 14 counting points, it is possible to perform a complete occupancy control with three BO23 evaluators - as seen in Figure 6. This configuration utilises the capability of interconnecting signals (from common counting points) between the evaluators themselves, resulting in low cabling costs overall.

•

For further information, please contact Otok Consulting Enterprise cc on stanko@telkomsa.net

Figure 5. Installation of the sensor

Railways Africa Issue 3 // 2014

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Book review

THE WEDDING – and other South African stories by Francois Marais ISBN 978-0-9921-7438-5 Hermanus, Heritage publications, 2013 R115 by post from mikemat@hermanus.co.za (e-mail him for bank details) This delightful collection of South African tall stories isn’t specifically about railways. Except for two, and both justify inclusion in a Railways Africa review. The Wedding in the title features the station at Beaufort West – and the only train in either fact or fiction that wasn’t scheduled to stop there for its mandatory engine-change.

GM848 PRESSLINK_VANRAIL

A piece about the 1947 Royal Train is very funny. So – for rail enthusiasts - is the cover design by Stella Stofberg, whose name sounds a little like somebody in one of the stories. But only Railways Africa readers, probably, will see the joke. Her striking cover picture, supposedly in Beaufort West station, is not as one might expect a 15E with characteristic deflector plates. It depicts Pennsylvania Railroad loco 1361, one of two surviving class K-4 engines, long resident in a well-known American museum and never seen in the Karoo. This doesn’t matter of course in a collection of very readable Bosman-like yarns. Still, a 15E would have been nice and arguably a more appropriate choice.

Keeping air FLOWing eFFicientLy

GM848 Vanrail Half pg Ad_RA.indd 1

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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

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2013/09/19 12:39 PM

Issue 3 // 2014 Railways Africa

PRECISION ENGINEERING

C&E – PRECISION RAIL ENGINEERING AT ITS BEST

When it comes to bringing a 5,000-ton train to a halt safely, an efficient braking system is crucial. In South Africa, the Boksburg based company Compressor and Engine (Pty) Ltd (C&E) supplies and rebuilds compressors and exhausters to a high standard that makes the difference between ‘braking’ and ‘breaking’. experienced five-man quality control team. “The QA team report directly to me,” Acar emphasizes, adding that everything that goes out of C&E’s gates undergoes its rigorous examination procedures. “We realised early on that, if we could sustain excellent quality, everything else would fall into place. Something I stress repeatedly, is that there must never be a lapse in our product quality,” he adds.

FURTHER EXPANSION At the new Cape Town branch, the company manufactures inline filter elements and supports the large rail business base that C&E has in the region. Regarding the distribution centre, Acar explains: “Even though we’ve expanded, we still needed more space from where we could conveniently distribute our filtration systems for rail and industrial compressor filters.” To improve its interface with its clients, C&E has issued a new printed catalogue which is also available on its website. “The more than 3,500 components that we manufacture are in this catalogue with a picture and a part reference number. So when our clients place an order, they’re sure of getting the right part.”

NEW CAPABILITIES Before its recent expansion, C&E used to focus on the LPS54s, the DH16s and the VV64s. Now, except for items such as roller bearings, it manufactures the 17S exhauster 100% in house. It supplies the 17S in AC or DC versions, in either direct-drive or belt drive – ‘whatever the client wants’, says Acar. Quality Control Inspector Charl Kruger checks a rotor from a 17S exhauster in C&E’s quality control area.

From small beginnings 27 years ago, C&E has grown to be one of the largest railway vacuum brake refurbishers and suppliers in South Africa. C&E’s CEO Gavin Acar explains that with the development of the company, it now supplies vacuum brakes to rail operations throughout South Africa. As a result, the business has had to open a branch in Cape Town, as well as a distribution shop off Lincoln Road in Boksburg. At the same time, its staff has expanded to 55, and the factory area has grown by a third to 6000 m2.

QUALITY CONTROL LABORATORY To drive enhanced quality, Acar has set up a new temperaturecontrolled quality control laboratory. “As we are very particular about quality, we employ our own draftsmen who produce required drawings, working on tolerances based on coefficients of expansion. On certain items such as the rotors for vane machines, C&E works to very fine tolerances. Technicians who machine or manufacture parts are not allowed to test or inspect for quality, this being the responsibility of C&E’s very

Railways Africa Issue 3 // 2014

“The 17S exhauster is a big feather in our cap as it is tough and reliable, and can take a lot of abuse.” Acar explains that C&E now manufactures 60% of the parts for the VV230 compressor and has the additional capacity to manufacture crankshafts for all its respective machines with the assistance of various overseas OEMs. At C&E, detail is important. Once an item is ready for dispatch, C&E takes great care to crate it properly in robust wooden boxes so that its customers receives products in pristine condition. “We have established a transport system in a joint venture with a courier company, so we are able to transport vacuum brakes to wherever a unit is needed,” Acar concludes.

6 Bain Street Boksburg East Gauteng Telephone: +27 10 593 6977 Facsimile: +27 11 914 1113 E-mail: info@ceeng.co.za

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N-viromotive

REDUCING LOCOMOTIVE COSTS Save 40 to 70% on fuel consumption and 50 to 70% on maintenance Michael Howard (Pr.Eng.) is a Registered Professional Engineer with 22 years of experience in the fields of railway operations and rolling stock engineering.

National Railway Equipment Company (NRE) out of North America manufactures a locomotive that is claimed to save 40 to 70% on fuel consumption (depending on locomotive duty cycle) and 50 to 70% on maintenance through engine load sharing and modular design. A major South African mine was recently seeking to replace its existing locomotives with new, more efficient locomotives in order to reduce fuel and maintenance costs. Their existing locomotives were traditional single-engine, 2,000 hp, co-co diesel electrics. The new locomotives they were considering were NRE N-Viromotive© diesel electrics, equipped with three separate engines and alternators. These ‘multiple genset’ locomotives use three smaller engines instead of one big engine as is used in traditional GE and EMD locomotives common in South Africa But new locomotives are a major investment. So, the mine engineer’s question was whether the savings on fuel and maintenance would warrant the capital cost of these new locomotives? A study was commissioned to compare the net present value of savings in fuel and maintenance costs to the capital cost of new locomotives. By analysing the amount of time a locomotive spent in each notch over its duty cycle, the fuel consumption for the existing and new locomotives, over a duty cycle, was calculated. It was found that the ‘multiple genset’ locomotive used 30% less fuel than the traditional single-engine locomotive, which meant a saving of 75,000 litres of fuel per locomotive per annum. With a different duty cycle, this saving could be much higher. Thanks to the mine’s accurate records on maintenance costs, it was possible to do an

See NRE at the African Rail Expo, stand 15b, 1-2 July, 2014

accurate maintenance cost comparison. It was found that it would save about R600,000.00 per locomotive per annum on maintenance with the N-Viromotive©, well in excess of 50% savings on the mine’s locomotive maintenance costs. The problem with big, single engines, in certain applications, is that they spend most of their time under part throttle conditions where the effective compression ratio is less and hence efficiency is lower. The multiple genset concept forces smaller engines to work at full throttle where fuel efficiency is best. You may be familiar with an application of this concept in diesel cars. Here the solution is to shift the load in a multi-cylinder engine from some of the cylinders (by deactivating them) to the remaining cylinders so that they operate under higher individual loads and with correspondingly higher effective compression ratios. But, for cars it’s not such a big deal because they are designed with an engine small enough to drive the car plus only a relatively small payload, so the concept is not that commonly applied in the automotive field. Not so for locomotives, which are designed with enough power to pull trains many times their weight. So to have that massive engine running all the time at part-throttle is actually very inefficient, especially over a duty cycle that includes shunting and shorthaul operations where the locomotives probably only spend a few percent of their time at full throttle. In addition, big engines have heavy internal components and high internal friction forces, which add to their inefficiency. The multiple genset concept also results in lower noise levels and atmospheric emissions, with the NRE N-Viromotive© claimed to have in-cab sound levels through notch 8 at 70dB and 80% plus reductions in NOx and particuate matter emissions over traditional single-engine diesel locomotives.

N-ViroMotive

The Green, Fuel Efficient Locomotive Contact the authorised representatives of NRE – South Africa, on the details below: Grant Howard Tel: +27 11 476 6189 Cell: +27 83 453 4052 Email: grant@gmarh.co.za Web: www.gmarh.co.za

AFRICA UPDATE

AFRICA UPDATE Conferences EAST & CENTRAL AFRICA ROADS & RAIL SUMMIT

Major transport sector projects are to be discussed on 26-27 August in Dar es Salaam. Presentations will be given by senior officials from Uganda, Burundi and Rwanda. Japanese and German contributors will also be contributing.

SARA CONFERENCE AND EXHIBITION

Swaziland Railways CEO Stephen Ngubane and chairman of the Southern African Railways Association (Sara) conference/exhibition (Midrand, 27-29 May) reported on progress with the new 146km rail link from Swaziland to Mpumalanga. At a pre-conference meeting, Sara executive director Bernard Dzawanda called on the governments of member countries to legislate stiff penalties for rail vandalism which he suggested - amounts to sabotage.

Cable theft in South Africa

LAND TRANSPORT MOZAMBIQUE CONFERENCE

At this conference, Ugandan minister of transport Chebrot Stephen Chemoiko spoke on the efforts of Uganda to promote the transport sector under the regional integration of the East African Community. A ‘focus day’ on the west-east corridor was arranged for 19 May and a second, on the north-south corridor, on 22 May.

AFRICA RAIL CONFERENCE JULY 2014

The annual Africa Rail conference and exhibition takes place at the Sandton Convention Centre in Johannesburg on 1 and 2 July 2014.

Railways Africa Issue 3 // 2014

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ALGERIA CONSTRUCTION STARTS ON SETIF LRT Construction has begun on first phase of the 22.7km light rail system in the Algerian city Setif. A joint venture between Alstom and construction company Yapi Merkezi (from Turkey), it is expected to be complete by mid-2017, with peak-hour services operating every four minutes. Phase 1 comprises two lines, one to the eastern suburbs from the city centre (15.5km) and the other heading south to Ain Trick (7.2km). Seven of the 30 stations are to have generous park-and-ride facilities.

ANGOLA GE DEALS In 2013, the government of Angola signed an accord with General Electric (GE) of the USA for the supply of “about 100 locomotives” and related technical assistance. In terms of a new agreement in June 2014, GE is to supply Angola with additional rail-related goods worth about $US350 million. In the same deal, some $650 million‘s worth of energy equipment is to be delivered to the government. Financing is to be arranged by the Export-Import Bank operated by the United States.

Kuito station on Angola’s Caminhos de Ferro de Benguela (CFB). Photo: Anton van Schalkwyk

CAMEROON RAIL PLAN FOR LINK TO CHAD Landlocked Chad has no railway. Except for about 20%, all importexport traffic travels by road through Cameroon. The total distance to the capital, N’Djamena, from the port of Douala is some 1,620km, a long and costly journey. Some freight is carried on Cameroon’s metre-gauge railway from Douala, but this ends at Ngaoundéré. Here goods have to be transhipped to road trucks which still face a distance of some 750km to N’Djamena. In terms of an agreement between the two countries early in June 2014, feasibility studies are to be put in hand for a railway connection. It is hoped to begin construction by 2016.

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AFRICA UPDATE EGYPT CAIRO METRO Cairo’s Line 3 is the first in the city’s metro to have automatic train operation. The initial 4.3km, five-station section to Abbasiya from Attaba (the interchange with Line 2) has been operating since February 2012. On 7 May 2014, the $US1.7 billion, five-station, 7.2km eastern section extension to Line 3 was officially opened. It runs from Abbasiya to Haroun El Rachid in the Heliopolis district.

EGYPT: NEW TRAINS In late May 2014, an agreement was signed between Egypt’s Railways Authority, the International Cooperation Ministry and the European Bank for Reconstruction and Development (EBRD) in terms of which the railway will receive six new trainsets at a total cost of€€126 million. Railway CEO Samir Nawar said the authority aims to implement “an overall development system that matches international standards”.

ETHIOPIA DJIBOUTI LINE TRACKLAYING BEGINS The China Civil Engineering Construction Corporation (CCECC), one of the two major contractors building the new 740km standard gauge railway from the Ethiopian capital Addis Ababa, has begun tracklaying at Dire Dawa, nearly 500km to the east. The project, which includes electrification, is due for completion in late 2015 at a cost of $US4 billion. The new line replaces the old metre-gauge railway to the sea at Djibouti, much of which has been out of service for a number of years. The new construction is to Chinese standards, suitable for speeds up to 120km/h, and everything – infrastructure, rolling stock and signalling – is being supplied from China.

operation is to be in the hands of a private operator, to be appointed from firms “internationally recognised.”

KENYA RIFT VALLEY EARNS EAST AFRICA “GOOD MONEY” With previous investors Transcentury and Centum Investments leaving Rift Valley Railways (RVR) in recent years, the company no longer has local entities in its make-up. It is contributing handsomely to both Kenya and Uganda in the form of concession fees, amounting to some $US60 million to date. Africa Railways (principal shareholder Egypt’s Citadel Investments) has an 85% stake in RVR, the other shareholders being IFC and German Investment and Development Corporation (DEG). Emphasising that Citadel is a long-term investor, MD for transport Karim Sadek foresees bright prospects for RVR and is unperturbed by the standard gauge line being built from Mombasa. Finance has been raised for its first phase to Nairobi, he points out, but not for the line into Uganda. “It’s going to take a lot longer to build than has been said.” The region has only started scratching the surface for industrial growth, he adds, and that will be strongly spurred on by the railway.

MALAWI GOVERNMENT TO REVAMP RAIL In its 2014-2019 manifesto, Malawi’s ruling People’s Party placed strong emphasis on rehabilitating and expanding the country’s railway and related infrastructure. According to the party: “Previous governments in the multi-party dispensation have totally neglected rail transport to the extent that it is in a state of disrepair and falling apart.” Specific targets now include rehabilitating infrastructure along the Nacala corridor, building an inland port at Liwonde, constructing a link from Malawi to Mozambique’s Moatize line and repairing the Chiromo rail and road bridge. Developing and implementing a ten-year railway network master plan is on the agenda.

MOZAMBIQUE CFM TO BUY 70 NEW COACHES Caminhos de Ferro do Moçambique (CFM – the state railway and harbours) has invited tenders for the supply of 70 new passenger coaches by early 2015. Half the order will be allocated to the southern region, which will then have a total of 65 coaches serving lines radiating from Maputo to South Africa, Zimbabwe and Swaziland.

NEW NACALA PORT AND RAILWAY Station at Dire Dawa. Photo: Wikipedia

CHINESE PREMIER IN ADDIS ABABA Chinese Premier Li Keqiang announced in the Ethiopian capital Addis Ababa on 5 May that an additional $US12 billion is to be invested to promote development in Africa Specifically, credit lines to Africa will be raised by $10 billion and the China-Africa Development Fund will be increased by a further $2 billion, bringing the total to $5 billion. Li Keqiang promised China would share advanced technology to “further the dream of high-speed railways connecting all Africa’s capital cities”. He hopes to see trade between China and Africa – currently worth about $166 billion annually - growing to $400bn over the next six years. He continued his African travels with visits to Nigeria, Angola and Kenya.

ADDIS LIGHT RAIL PROGRESS The 34.3km new $US475 million light rail system being built by China Railway Engineering Corporation in Ethiopia’s capital city Addis Ababa is reportedly about 60% complete. The first of a fleet of lowfloor vehicles being built by CNR in China is expected in December. By then electrification of the two routes is due to be complete. Ethiopian Railways Corporation (ERC) director-general Dr Getachew Betru says

Railways Africa Issue 3 // 2014

According to Mozambique transport minister Gabriel Muthisse, the new port facilities, coal terminal and railway under construction at Nacala-a-Velha, in the northern province of Nampula, will be complete by December 2014. As soon as the new rail link being built from Moatize to Malawi is finished, and the affected section of track through Malawi is upgraded, it will be possible to export 22 million tonnes of freight per annum through Nacala, of which 18 million tonnes will be coal. The route through Malawi re-enters Mozambique at Entre-Lagos in Niassa province, and the existing northern corridor through Niassa and Nampula is being upgraded to accommodate coal traffic.

NIGERIA COASTAL RAILWAY AGREED WITH CHINA The China Civil Engineering Construction Corporation (CCECC) has signed a $US13 billion agreement with Nigeria’s transport ministry, in terms of which a new 22-station ‘southern coastal railway’ is to be built, passing through ten of the country’s states. The line is to run south-eastwards from Lagos to Port Harcourt (about 500km), then east for a further 150km to Calabar, capital of Cross River State. It

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AFRICA UPDATE will pass through the oil-producing Niger River Delta region. Passenger trains are to run at 120km/h.

RWANDA NIAMEY

Dosso

FUNDING FOR NEW LINE SOUGHT The governments of Rwanda and Uganda are to jointly appoint consultants to undertake feasibility studies into the proposed 1,435mm gauge railway past Kampala to Kigali, and their finance ministers are to explore funding options. Rwanda, Kenya and Uganda signed a Memorandum of Understanding (MoU) with the African Development Bank on the railway’s ‘financing modalities’ in February 2014. China is funding about 90% of the first phase of the overall project – from Mombasa to Nairobi - expected to cost $US3.6 million and be finished in 2018.

SOUTH SUDAN PROPOSED LINE FROM UGANDA The financial deal Chinese prime minister Li Keqiang finalised in Nairobi recently had to do with the new standard gauge railway from there to Mombasa, and for the moment – contrary to impressions given in press reports - nothing more. Funding for construction beyond Nairobi to Uganda, Burundi, Rwanda and South Sudan has yet to be found. In the case of South Sudan, which has abundant oil, Chinese interest seems likely in the not too distant future.

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2007/10/24 09:52:34 AM

Issue 3 // 2014 Railways Africa

AFRICA UPDATE TANZANIA WORLD BANK ASSISTANCE The World Bank has approved the allocation of $US300 million towards Tanzania’s proposed Dar es Salaam – Isaka railway upgrade. The project is expected to cost $US5.1 billion and be implemented as a public-private partnership (PPP). Two envisaged extensions from Isaka to Kigali in Rwanda and Gitega in Burundi are expected to cost $US2.63 billio n. Options being considered include conversion of the existing Dar-Isaka line to dual gauge or rebuilding to 1,435mm gauge. Once the balance of the funding needed is found, construction is expected to take about four years. The project has been on the drawing boards for several years but sourcing sufficient funding has been a continuing problem.

imported material from Mombasa. As it is illegal in Uganda to convey loads in excess of 20 tonnes on the road, carrying capacity is severely limited. To minimise transport delays that adversely affect production capacity, the group has contracted Rift Valley Railways (RVR) – the concessionaire running the railways in Kenya and Uganda - to move hot rolled coils imported from Japan between Mombasa and Kampala.

ZAMBIA TEST TRAIN TO NACALA Over the weekend 10 - 11 May, Zambia Railways Limited (ZRL) scheduled a test train from Chipata via Malawi to Nacala in Mozambique. This followed the signing of a tripartite agreement recently with the national railways of Malawi and Mozambique, whose lines are used to access the Indian Ocean port. ZRL chief executive Muyenga Atanga explains that the necessary joint arrangements were made with Central East African Railways (CEAR) which runs the Malawi railways and Corredor de Desenvolvimento do Nortes (CDN), the operator of the Mozambiquan northern line to Nacala. Construction of the 24km extension from Malawi’s railhead at Mchinji to Chipata in Zambia (formerly Fort Jameson) began 30 years ago but stalled several times. Even following completion in 2010, the line remained unused on account of unresolved difficulties.

GM and GE-built ZRL diesel locomotives working together. Photo: N Berelowitz

ZIMBABWE PROPOSED NEW LINES EXAMINED Retired electric suburban coaches from New Zealand photographed at the port of Durban by Charles Baker. After refurbishing for loco hauling, some are to go to Zimbabwe, some to Tanzania. Photo: Charles Baker.

TAZARA TAZARA’S NEW COACHES Eighteen new passenger coaches from China for delivery in 2015 will cost Tazara about $US9.52 million. The procurement is being facilitated through interest-free loan funds from the 15th Protocol of Economic and Technical Cooperation signed by the governments of China, Tanzania and Zambia on 26 March 2012. Other projects covered under the 15th Protocol include the supply of six new locos (four main-line, two shunting), two rescue cranes, various items of lifting equipment, track trolleys, assorted spare parts and 30,000 timber sleepers. The protocol also provides for experts from China to be attached to Tazara for a specified time to train staff in various skills.

The National Railways of Zimbabwe (NRZ) is once again looking at the feasibility of building a railway to link the present railhead at Lions Den (near Chinhoyi) with Kafue in Zambia, about 250km. The proposed line, NRZ acting general manager Lewis Mukwada points out, would provide a useful alternative route from South African ports to Zambia and the Democratic Republic of Congo (DRC). Other proposals being looked at include Bindura-Moatize (in Mozambique) and MkwasineMutare.

UGANDA RVR GAINS LARGE STEEL CONTRACT Uganda’s Roofings Group, a leading steel manufacturer, has been using road transport – specifically a fleet of 300 trucks – to bring

Railways Africa Issue 3 // 2014

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SA RAIL NEWS

SOUTH AFRICAN

RAIL NEWS TRANSNET: NEW MINISTER In his new South African cabinet of 35 ministers, South African President Jacob Zuma announced the appointment of Lynne Brown to head the Public Enterprises portfolio, under which both Transnet and Eskom resort. She replaces Malusi Gigaba, who is now minister of Home Affairs. Lynne Brown is a former premier of the Western Cape.

PRASA AND GIBELA FINANCIAL CLOSE The Passenger Rail Agency of South Africa (Prasa) and Gibela Rail Transportation have concluded commercial close of the contract signed on 14 October 2013 for the supply of 600 commuter trainsets (3,600 coaches) over the next 10 years. Gibela is a joint venture led by Alstom and co-owned by local shareholders Ubumbano Rail and New Africa Rail.

will be engineered and supplied over a nine-month period in strict accordance with the requirements of ISO 9001:2008. Performance testing will be undertaken in Booyco Engineering’s in-house climate chamber to verify that all the required operating parameters are met. Each unit will then be certified to ensure compliance with the relevant specifications. “In addition to the type-testing the first unit of each new design undergoes,” De Koning emphasises, “each subsequent unit is run and key parameters are recorded in the course of routine testing. In this way we are able to ensure each is commissioned to the same specification as the test unit. A further test on the first installed unit will verify the performance of the air conditioner in situ. “It is critical that Transnet’s class 34 loco drivers operate in an environment conducive to safe working practice and comfort. Longhaul routes and high external ambient temperatures mean that the absence of a reliable and robust air-conditioning system can result in driver fatigue and distress. Air-conditioning will increase productivity levels and the wellbeing of drivers.”

Lynne Brown

www.booyco.co.za

NEW AFRICA RAIL.

MORE CLASS 20E LOCOS ARRIVE

Worth R51 billion, the contract includes the construction of a local rolling stock manufacturing plant. In addition, Gibela will provide technical support to Prasa including the supply of spare parts for 18 years. The R51 billion budget is subject to inflation and foreign exchange adjustments based on Euro/Rand movement.

Three more class 20E locomotives from China were offloaded at the port of Durban in mid-December. The reported running numbers were 20-001; 20-004 and 20-005. They are at Pyramid, north of Pretoria, for testing - having joined locos 20-002 and 20-003 which arrived previously. Two class 18E units hauled the new arrivals to Pretoria.

The first 20 sets are being constructed in Alstom’s Lapa plant in Brazil. The first new trains were expected to arrive in South Africa in the fourth quarter of 2015 though this may not happen until early 2016.

AIRCON FOR THE CLASS 34 Based on the success of the GE HVAC system supplied for Transnet Freight Rail’s class 43 locomotives, Booyco Engineering was awarded a contract to design and manufacture similar airconditioning for fitting to the class 34. The tried and tested inverterdriven system design, specially engineered for the class 43 dieselelectrics, has been incorporated in fitting out the class 34s. “All components for our air-conditioning systems are selected to deliver high levels of reliability under extremes of shock and vibration, dust burden, temperature and humidity,” Booyco Engineering managing director Pieter de Koning explains. Five units

Railways Africa Issue 3 // 2014

TFR dual voltage (25kV AC/3kV DC) class 20E loco undergoing factory inspection in China

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SA RAIL NEWS NEW SA-BOTSWANA COAL LINE Transnet Freight Rail (TFR) is to build a new line of a little over 100km running westwards from South Africa’s existing ThabazimbiLephalale route into Botswana to link with the Mmamabula coalfield. Feasibility studies are expected to be complete by the end of 2014. Work on building the new line is due to start early in 2015. Some R40 billion has been allocated towards the construction to heavyhaul standards, for the movement ultimately of large quantities of coal to Richards Bay. However, the route through the Waterberg to connect with the present heavy-haul railway to the sea has still to be upgraded. Throughput of 40 million tons annually has been mentioned, rising to 80 million.

R50 BILLION ORDER FOR NEW LOCOS Transnet has announced details of a R50 billion order for 1,064 new locomotives – the biggest for motive power ever placed by Transnet. For various reasons – but principally to ensure delivery in three years – four different manufacturers are to undertake manufacture and supply.

•

Diesel-electrics: GE is to supply 233 ES40Aci Evolution series for R7.1 billion, and CNR 232 3.3MW models for R7.8 billion.

•

Dual-voltage (3kV DC and 25kV AC) electrics: Bombardier to deliver 240 Traxx Africa units for R10.4 billion, and CSR Zhuzhou 359 locos for R14.5 billion.

•

Bombardier dual-voltage Traxx Africa electric loco

The award has stringent local content, skills development, and training commitments, as dictated by the Supplier Development Programme. Except for 70, all the locos – mainly for use on general freight – are to be assembled at Transnet Engineering plants in Pretoria and Durban.

CNR 232 3.3MW diesel-electric

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Issue 3 // 2014 Railways Africa

SA RAIL NEWS

Jacque Wepener is an avid train photographer. Railways Africa takes pleasure in featuring his fine study of the Shosholoza Meyl Port Elizabeth-Johannesburg intercity express crossing the Sand River at Virginia.

TRANSNET ENGINEERING: RESEARCH Transnet CEO Brian Molefe announced recently that about R1 billion is to be spent on research and development relating to the manufacture of electric and diesel-electric locomotives. Funding for this will be drawn from the R307 billion allocated to the group’s wideranging Market Demand Strategy (MDS). In terms of a cooperation agreement signed with the Council for Scientific Research (CSIR), a railway research and development unit has been established in Pretoria. The long-term objective is for Transnet Engineering (TE) to achieve the status of original-equipment manufacturer (OEM). Attaining this will be promoted by a R300 million capital investment in upgrading TE’s existing facilities in Durban and at Koedoespoort. The ultimate specific focus will be on assembling and manufacturing locomotives for the rest of Africa.

GAUTRAIN NEWS Gautrain system showing proposed extensions

Mamelodi Hatfield

Pretoria

www.gautrain.co.za . Tshwane East

Centurion Irene

Samrand Blue Hills Midrand

Fourways Cosmo Ruimsig

Sunninghill

Marlboro Modderfontein Lakeside

Randburg

Honeydew

Roodepoort

Sandton Rhodesfield Rosebank

OR Tambo

East Rand Mall Park Westgate

Boksburg

Naledi

GAUTRAIN FARE ADJUSTMENT In terms of the new Gautrain fare structure, a single journey from Hatfield to Park Station between 06:30 and 07:30 on weekdays costs R68.00. This – the highest charge on the main-line - contrasts with the new off-peak fare of R49 for the same journey, the objective being to encourage travel out of the hour when overcrowding has become a serious problem. This extra surcharge only applies southbound – and on trains serving the airport. The new fare structure, Bombela operations executive Errol Braithwaite explains, is part of a continuing strategy to deal with overcrowding during peak periods. Gautrain fares to and from the

airport went up by R10 per single journey. The complete schedule of new fares appears on

Railways Africa Issue 3 // 2014

THE GAUTRAIN APP The Gautrain app is especially useful for those who don’t use the service often or are first-time users. It provides information on the nearest Gautrain stations, bus stops, timetables, fares and bus tracking on maps. The Gautrain app is available for Android, Windows Phone and iOS.

LONGER HOURS FOR GAUTRAIN Gautrain’s present start-up time (05:30) is to be brought forward by 30 minutes. And the last train (20:30) will run 35 minutes later. These service adjustments, which apply to the airport branch as well as the Johannesburg-Pretoria main-line, were announced by Gauteng Roads and Transport MEC Dr Ismail Vadi. For the benefit of late arriving air travellers, the Sandton station carpark is to stay open until midnight. • It’s not too clear how this helps, i.e. three hours after the last train from the airport.

AIRPORT PLATFORMS TO BE LENGTHENED Construction is to go ahead shortly on lengthening Gautrain platforms at the airport station, which inexplicably accommodate only two-and-a-half coaches.

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SA RAIL NEWS This would not have been possible however if there were no power at Rosebank. Train services north of Marlboro and on the airport branch were said to be running, but subject to delay. It is understood that Metrorail was not affected. Gautrain Management Agency chief executive Jack van der Merwe was quoted recently explaining that the trains could still operate during power outages, but the stations “would be affected negatively”. •For instance at Sandton, where load shedding would presumably disable the lifts to the platforms, 45 metres below ground.

Gautrain airport station: only room for two-coach trains

LOAD SHEDDING HALTS GAUTRAIN It was announced on the morning of 6 March that Gautrain rail services had been suspended south of Marlboro due to electricity load shedding. Bus shuttles were provided between Marlboro and Sandton and south of Sandton to Rosebank. There was no clarity on the situation south of Rosebank and whether one trainset continued shuttling on the single track to Park Station.

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LOCO DASHBOARD DISPLAYS

SA FIRM IN MAJOR LOCO DESIGN ADVANCE

Late in March 2014, South African owned AltX-listed technology company Ansys announced it had been awarded an R188 million contract by Transnet to supply integrated dashboard display systems to be fitted to its locomotive fleet. The current ISD idea is not absolutely new as a similar system, the Train Control System, was installed by an Ansys subsidiary in class 15E and 19E locomotives, currently operating on South Africa’s heavy-haul lines. The ISD project went through two phases. The first, in 2008, was a prototype phase to show the unit’s capabilities. In 2012, Transnet issued an official tender for a loco cab display system. In response, Ansys manufactured five ISDs, which were installed in various Transnet loco types as part of an extended testing regime. This testing is still continuing on all major rail corridors.

ISDs for all locos

Johan Malan and Onno Sakkers: Better information for train drivers

This new technology will be a major advance in loco cabin design, offering both owners and drivers significant advantages. Railways Africa spoke to Ansys systems engineer: rail Johan Malan and chief technical officer: engineering Onno Sakkers about the development of the integrated system display (ISD). As in aircraft cockpits, Sakkers explains, the driver’s cab in locomotives has been increasingly crammed with displays to monitor the various train sub-systems. The answer lay in replacing these separate sub-system displays with a single multi-function unit, similar to one used in the aviation industry. Ansys is not new to this field as the company has its roots in the military domain. Its engineers, among other things, designed cockpit displays for the Rooivalk helicopter.

Cost containment While greater efficiency was the main aim in designing the ISD, the need to contain costs was a major concern. With the existing system, each of the sub-systems had its own display. All these sub-systems can now be built without any human machine Interface, the cost and space requirement of displaying driver information has been considerably reduced. Malan explains that the original ISD concept was mooted in 2006. “At that time, we put together a ‘demo’, to demonstrate the possibilities. Transnet liked the idea to such an extent that it included the ISD concept in the ‘roadmap’ it was formulating for the future of South Africa’s rail transport.

Adding to the larger plan The ISD forms part of a much larger integrated on-board operational system, which entails installing on-board computers, condition monitoring systems, end-of-train devices and other systems on all Transnet Freight Rail locomotives eventually.

Railways Africa Issue 3 // 2014

The 1,064 locomotive order that Transnet placed on 17 March 2014, Malan explains, affected the timing of the release of the ISD tender. “The ISDs will be fitted into all new locomotives and, in the course of a five-year programme, eventually will be retrofitted to Transnet’s entire locomotive fleet.” The four OEMs involved in the supply of the new locomotives will be making provision for fitting the new Ansys ISDs. In this regard, Ansys will be playing a useful, if indirect role in assisting the OEMs to meet their local content targets. From the driver’s point of view, the ISD has the advantage of being easy to use, with all information needed readily accessible. “The ergonomic design of the user interface is important,” Sakkers emphasises.

Added utility On the front of the display, apart from the screen, there are three ports allowing the driver to log on to the system. These are designed so that only specific authorised devices, in function very similar to USB ‘sticks’, can be plugged in. In terms of security, the device carried by the driver is much the same as a set of car keys. Similar devices also serve as an interface for maintenance, allowing technicians to access a locomotive’s condition monitoring system. As the drivers are conversant with all existing loco sub-systems, they learned the operations of the ISD quite quickly. And with the information from all the train sub-systems being presented on the ISD in a standard format, training has been simplified. In terms of actual manufacture, sub-contractors produce the various component parts and the final assembly is carried out in-house. To ensure reliability, ISD quality control implemented by Ansys starts at the level of its suppliers. “We have put a lot of effort into making the device easy to produce and maintain. Inside the ‘box’ there are only two printed circuit boards,” Sakkers explains. The ISD runs cooler and electronics that run cooler are easier to maintain and tend to be more reliable as well. “In addition, one of the important considerations behind this product was long-term supportability – in effect, delaying obsolescence,” he says. Ansys COO Dave Howie is pleased with this latest award. “With our proven capability in high-tech design and development, we look forward to contributing further to rail infrastructure development, both in South Africa and beyond our borders,” he concludes.

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latest technology

Alstom ticks all the boxes in Stockholm

An Alstom X 60 passenger train standing in the Bro maintenance yard

Alstom, the French energy and transportation solution provider, in collaboration with the South African government, will through its leadership of the Gibela consortium be bringing about a profound change in South Africa’s commuter transport system. In June this year, Railways Africa was given the opportunity to travel to Stockholm, Sweden to see an example of Alstom’s maintenance depots. It also attended various presentations about how the company operates in collaboration with Storstockholms Lokaltrafik AB (SL), the operator of the city’s bus and rail passenger services, to achieve high customer satisfaction. This is made possible through Alstom’s carefully orchestrated maintenance programmes that ensure that trains are available, on schedule, and are clean and safe.

place, environmental recycling bins are strategically placed and all oil is collected and stored correctly for disposal. In the unlikely event of an oil spill, this is responsibly contained and disposed of. The trains return to the depot at night and are stabled there. What was interesting to see, was that when trains are being serviced, the service teams can access the units on three levels. Technicians on the lowest level can inspect and maintain on the level of wheels and bogies. The floor level team can service the inside of the coaches while the team uppermost can look to systems on the roof such as motors and pantographs. If one thinks of South Africa’s graffiti besmirched trains, in Sweden, to counter such vandalism, commuter trains are parked so close together that impromptu ‘art’ application is prevented.

Alstom’s new purpose-built depot at Bro was constructed to take care of the maintenance needs of SL’s 70 X 60 train sets. This depot is currently undergoing an expansion which will see two more lifting lines being installed taking the number to five. This expansion will take care of the needs of the 46 new train sets, which have been ordered Stockholm’s soon-to-be expanded rail commuter services.

Swift effective service On entering the Bro depot one is instantly aware of all the safety features, which have been built into the work areas. The depot is the embodiment of Lean Six Sigma and the efficiencies it brings with it. All components and services required to maintain the particular section of the train set is standing ready to go, clearly marked and placed in precisely the exact position to limit the amount of movement the technical team will need to make. Any components removed during service are placed in a demarcated red area, where it is recorded whether these should be repaired or scrapped. This data is entered onto the digital pad, the data being instantly shared with stores and procurement to allow for the precise maintenance of stock levels in the warehouse. Furthermore, the entire Bro depot is spotless, nothing is out of

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Safe easy access to maintain and repair traction motors and other electrical components mounted on the roof of the X 60 trainsets

Issue 3 // 2014 Railways Africa

latest technology All trains are washed and cleaned before leaving the depot and, in winter, glycol is sprayed on to them to reduce ice build-up on coaches. There is a shed dedicated to wheel turning, which can house an entire train, so that no coaches are exposed to the elements. Through Alstom’s data collection system, Train Tracer, rail operators are able to continuously monitor trains and receive feedback from train drivers. Certain elements of the train set are continually monitored to ensure they remain within set parameters of temperature or performance. Over time, Alstom has been able to create a very accurate maintenance schedule, which it uses to predict failures. Should rail engineers see any deviations from the parameters set, they can remove a train set from service before it fails in track.

SHARED DATA ON TAP This integrated data collection and analysis has proven beneficial, not only to train sets but also to infrastructure. For instance, if a train tends to fail at a particular place, this analysis might reveal that it is not a problem with the train but rather a catenary issue. So accurate is the information that Alstom is able to pinpoint to within 100m where a potential failure has occurred and can dispatch an infrastructure repair team forthwith. Built onto the back of Train Tracer, Alstom has created an app for the commuters to get real time information on trains, the time they will arrive and whether all the cars are full, (in which case they might want to wait for the next train). The app will even forewarn commuters which of the cars are full, so they can stand in the correct place on the platform to board a less crowded car. Train Tracer also gives the company a real time view of the driver’s behaviour, how fast he is driving the train and his observance of signals, among other things. All train sets are fitted with automatic train control systems, so should the driver ignore a signal or exceed the speed set for the section of track, the train set can be shut down.

MAKING RAIL THE CHOICE OF MANY When Alstom won the contract to provide train services to SL in 2011, customer satisfaction, which now stands at 76%, was much lower. However, Alstom is striving to redress commuters’ unsatisfactory experiences of the past so that trains can experience similar ridership to that enjoyed by trams. Another part of the problem, which is currently being addressed, is the congestion in the town centre where all rail traffic has to use the bridge which is bi-directional but only offers two tracks. Currently a tunnel dedicated for the use of commuter trains is being excavated to run under the Norrström river, which will allow free flowing movement. This tunnel, some 40m below ground, which will have a modern light environment, is due to be operational in 2017.

EUROPEAN STANDARDS IMPRESS Looking at what Alstom has achieved in Stockholm where the rail services operate in very harsh weather, one can only have high hopes, as the company gears up to start production of some 3,700 Prasa railcars. One hopes that these operating standards will also transform the future of commuter transport in South Africa. The current tender covers a period of 10 years with the possibility of the contract being extended for a further 10 years. “We believe that the foresight and commitment of both the South African government, and Prasa’s CEO Lucky Montana is visionary and brave,” says Alstom’s senior vice president: Alstom Transport Europe: Andreas Knitter. However, the biggest opportunity it offers Alstom is the chance to introduce a high quality passenger experience to South Africa while building a sustainable business in the country. As Alstom imports its expertise into South Africa, the result will be increased job opportunities and skills development. This will allow this African country to develop its own rail manufacturing business and, in so doing, become far less reliant on imports. In time, it could become an exporter of rail products to the rest of the world.

Train lifting facilities at the Bro maintenance depot allow for easy access

Railways Africa Issue 3 // 2014

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rail safety

NEW RSR NATIONAL INFORMATION MONITORING SYSTEM The Railway Safety Regulator (RSR) will undertake a total overhaul of its application process with the implementation of an automated, web-based National Information Monitoring System (NIMS) scheduled for launch at the end of June 2014. This giant stride into the era of technology will ensure instant access for operators registered on the system to a range of services and information products provided by the Regulator and enable real-time interaction between RSR and its clients. The automated system will allow for on-line reporting of incidents, occurrences and fatalities; applications for railway safety permits; payment of penalties; and convenient access to information on compliance and adherence to railway safety regulations, standards and procedures. The Regulator introduced operators to the valueadding aspects and practical applications of NIMS in country-wide operator workshops during May. The RSR’s CEO, Nkululeko Poya, said NIMS will advance the flow of information between the RSR and railway operators as well as guarantee greater reliability of occurrence, incident and operator data reported to the RSR and enhance the Regulator’s quest to ensure safety in South Africa’s rail environment. The web-based system will also act as a repository for operator profiles, ensuring that their permits are valid and facilitating reporting of occurrences and payment of penalties. The new system is scheduled to go live at the end of June and will be implemented in a phased-in approach. The RSR encouraged operators to verify the accuracy of their permit data in the NIMS database and to rectify all inaccuracies in the dataset by September 2014. From June to September 2014, the Regulator will conduct an audit of all safety permit data. The RSR will use the launch of NIMS to introduce the revised railway safety permit fee model. Almost 80% of the operators who

participated in the web-linked permit model selection survey in November 2013 opted for the implementation of the mixed Revenue and Activity and Rate-Adjusted Risk model. The risk-based safety permit fee model will consider both rail related revenue data (where applicable) as well as rail activity related factors. While the previous model indirectly discouraged operator investment in maintenance, the new one takes into consideration the potential risks posed by operators due to their activity/ies in the rail environment. In line with the National Railway Safety Act, No. 16 of 2002 (as amended), the new railway safety permit will also be renewed annually. Poya elaborated on mechanisms to ensure the affordability of the revised permit fee model especially for the 4% of operators that will pay significantly more than what they are currently paying. The permit fees for these operators will be phased in over a period of five years with fee increases capped at 50% for the 2014/15 financial year. In addition, a formula on NIMS will assist operators to calculate their fee structure. The RSR is also currently researching incentive models to officially recognise and reward operators that can tangibly demonstrate improved safety performance over the next five years. The Regulator assured operators of as much hand-holding as possible during the implementation of both NIMS and the risk-based safety permit fee model. RSR will conduct workshops to familiarise operators with the functions of the new system and its user-friendly interface. The RSR will also establish a help-desk function and customer care centre to be operational in November 2014.

Left to right: Chief Director Rail Branch: Department of Transport (DoT) Ngwako Makaepea , Director Rail Branch: DoT Rirhandzu Mashava , and RSR Chief Executive Officer Nkululeko Poya.

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Issue 3 // 2014 Railways Africa

Innotrans

INNOTRANS INNOVATION At InnoTrans 2014, the focus of visitors and the media will be on innovations and product premieres. From 23 to 26 September in Berlin more than 2,500 international exhibitors will be showcasing the state-of-the-art products and services of the global transport technology industry. Published by Messe Berlin, the Innovation Report highlights selected rail technology innovations of individual exhibitors which are due to be displayed. The first product descriptions and images are now available at www.innotrans.com/ innovations.

a serviette and as packaging for the food item. In the Public Transport segment NewTec GmbH will be showcasing the TRDP NTOnTrack test system as a world premiere. The Train Realtime Data Protocol (TRDP) is a uniform communication standard. The test system has been designed specifically for manufacturers, component suppliers and test facilities.

More details are available online at www.innotrans.com.

In the run-up to InnoTrans, the Innovation Report will be updated at regular intervals and the full report will be available in print at the fair. The latest list of products and services includes 13 world premieres – exhibits which will be making their first appearance on the world stage at this year’s event. For example, the Railway Technology segment will be featuring Aucotec AG’s new Engineering Base platform, which enables users to carry out all aspects of functional planning, defining the wiring either graphically or only in alphanumeric form. In the railway infrastructure segment Stierli Bieger AG will be exhibiting a world premiere - the company’s newly developed 1200 HE horizontal rail bending and straightening machine which has a working force of 120 tonnes. This universal press can be employed for general track work and by the rail manufacturing industry. In the interiors sector, F.S.P. GmbH will be exhibiting its SNACKNAPKINS, which can be individually printed and can be used both as

Innotrans innovation: A safety system for automatic doors has been developed by Gummi-Welz GmbH & Co. KG of Neu-Ulm. which incorporates a fully automated light grid that cannot be seen from outside the vehicle, together with an electrical contact strip which is built into the finger protection profile of the door system.

RECORD ORDER FOR SCHARFENBERG COUPLERS Between now and 2025, Voith will deliver a total of 4,800 Scharfenberg couplers for 600 new passenger trains in South Africa. This is the largest single order for the delivery of Scharfenberg Couplers in the company’s history. The trains in question belong to the new model series X’Trapolis Mega from Alstom, which is also being built in South Africa. The Voith couplers will be delivered over a period of ten years starting in autumn 2014. Apart from 3,000 semi-permanent couplers and 600 transitional couplers, the contract also includes 1,200 automatic couplers type 10. This type excels due to its high strength and a wide horizontal and vertical gathering range. Since 2002, these couplers have become standard for high-speed trains, and are also used by nearly all state railways in the world. The X’Trapolis Mega trains are configured as single-deckers and consist of six carriages. These trains are capable of transporting up to 1,300 passengers. If required, the train sections can be coupled together and thus allow higher passenger numbers. It was not only their strength, robustness and reliability that made them the preferred choice, as Voith was also able to comply with the localisation requirements of the state-owned transport company Prasa (Passenger Rail Agency of South Africa). Within the next ten years, Voith will gradually increase its local share in the production and the project management in Johannesburg.

Railways Africa Issue 3 // 2014

Voith will also supply spare parts over a period of 18 years. This order is an opportunity for Voith to localise its products. Prasa intends to exchange out-of-date suburban trains in Pretoria, Johannesburg, Cape Town and Durban. Over the next 20 years, the state-owned company will procure over 7,000 rail vehicles. With this program, the South African government is launching a modernisation campaign and promises millions of commuters improved public transport conditions, fewer delays and more reliability. Modernity and sustainability are two requirements for the new South African suburban trains. Their recycling quota is 95%, the stainless steel bodies make the vehicles lighter, and modern electric brakes significantly reduce energy consumption. All of the 600 new trains will be air-conditioned and fitted with real-time information systems. Voith Turbo (Pty) Ltd, established in South Africa in 1982, is a member of the worldwide Voith group of companies headquartered in Heidenheim, Germany. Terry-Lynn McIntosh Marketing Coordinator terry.mcintosh@voith.com Phone: +27 11 418 4036 www.rsa.voithturbo.com

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MISHAPS

Mishap s One objective of our regular feature reporting and commenting on rail mishaps is to provide information and object lessons from Africa and abroad, in the hope that – in some cases at least - this might help avoid recurrences. RUSTENBURG CROSSING SMASH KILLS 3 On 21 March, the driver of a Toyota Avanza, carrying 12 children reportedly illegally overtook vehicles waiting at a level crossing in Rustenburg, then stalled on the line and was hit by a train. Three children were killed and the other nine hurt, some critically.

In fact, no rail traffic was delayed, and the affected train went on its way within two hours, minus the derailed wagons. “But it will take much longer for those who witnessed the crash to shake it off,” the paper wrote ominously.

ELLISVILLE: 19 WAGONS DERAIL PENNSYLVANIA FREIGHT DERAILMENT Six wagons in a train of 45 came off the track on 13 April in Upper Bethel Township, Northampton County, Pennsylvania. Three vehicles overturned. The effect of a press report headed dramatically “Train cars narrowly miss homes, restaurant” was spoiled somewhat by a reader pointing out that the covered hoppers (from a train moving at less than 8km/h) fell on the side away from the buildings, that no hazardous cargo was involved and that the sand being conveyed did not spill. The two-man crew, unremarkably, escaped without injury. According to an eyewitness quoted by the reporter, everyone had their cameras and cellphones at the ready, there was “A mess, a huge mess! Unreal.” and “The track is all ripped up.”

On 28 March, a northbound freight train of the Norfolk Southern company derailed 19 wagons beneath a highway overpass near Ellisville, Mississippi. One wagon reportedly overturned. No hazardous cargo was involved and nobody was injured. Nearby roads were closed to traffic to enable recovery crews to access the site. Volunteers including members of the American Red Cross provided refreshments to the workers.

BIZARRE ACCIDENT TALLY: 1 DEAD, 4 HURT Northeast Corridor service was temporarily suspended between New York and Trenton on 25 March after a man on the platform at New Brunswick station was struck and killed by a passing train. The authorities reported that four other people at the station were hit by

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Issue 3 // 2014 Railways Africa

MISHAPS “flying body parts” and three needed hospital treatment. After rail service was restored, trains on the busy line ran up to 30 minutes late.

FATAL DERAILMENT IN INDIA

Little detail is available of a pre-dawn derailment on 13 April in Heilongjiang Province, north-east China. Press reports said 15 people were taken to hospital after a passenger train from Heihe left the track for unknown reasons in Suihua City. Its destination was Harbin, the provincial capital.

TEEN LOSES LEG UNDER TRAIN Five Indiana teenagers who went to look at a derailed railway freight wagon have been charged with trespassing. One of them,

One man died and nine were reported hurt when five coaches of the Kasara-CST local suburban train derailed near Titwala in India’s Thane district on 20 March. Train services were seriously disrupted, but temporary shuttles were provided. The Central Railway said an ex-gratia 50,000 Rupees would be paid to the deceased‘s family. Five seriously injured people, including the train’s guard, are to receive Rs15,000 each and four others with injuries are to get Rs5,000 each.

NIGHT AND DAY AT DAWLISH An exceptional storm during February swept 100 metres of the seawall at Dawlish in South Devon out to sea, carrying with it the double-track main railway to Cornwall. The British Army drafted in 1,000 men to work night and day on restoring the infrastructure, a massive task estimated to cost £15 million. Interlinked concrete motorway crash barriers were used to form frames. By mid-March, some 5,000 tonnes of concrete had been poured into the structures so formed, to recreate the sea wall and build back to track level. The work included dealing with other breaks in a section of some 6km altogether, and breaking down unstable portions of cliff.

LOCO ON TOW CATCHES FIRE a nineteen-year-old, won’t forget the incident in a hurry. On their way back, he tripped and fell crossing the line – and a wagon wheel passed over his leg, severing it.

BANGLADESH: TRAIN INTO MINIBUS, 4 DEAD On 11 March, four people died and 10 were injured when a minibus carrying “more than 30 workers” was hit by a Dohazari-Chittagong train at a Chandgaon crossing in Chittagong city. Witnesses told reporters that the vehicle stalled on the crossing and that several people including the driver jumped out as the train approached. According to The Star newspaper, which recorded the incident as the 47th crossing accident in the city in three years (in which 31 people were killed altogether), bystanders caught the minibus driver and beat him before his arrest by the police. Following the accident, employees at nearby factories demonstrated against the state of the crossing, complaining that the wheels of vehicles became stuck in potholes. The railway authorities, the paper reported, suspended the stationmaster at nearby Janalihat.

TURKEY: TRAIN INTO MINIBUS, 10 DEAD On 20 March, an Adana-Mersin train in Turkey ran into a minibus on a level crossing near the destination port city on the Mediterranean. No one on board the train was hurt but ten women in the minibus were killed and five were reported injured, three seriously. All were factory workers

Railways Africa Issue 3 // 2014

In an unusual Sunday afternoon incident a short distance east of Ottawa, a locomotive being towed behind Montreal-Toronto passenger train 57 caught fire near Alexandria at about 16:00. The train was halted, the crew moving passengers in the last coach into the preceding one while the local fire department tackled the blaze. Though preparations were made to send buses, the crew got the train moving again after two and a half hours. The locomotive involved was non-operational, and was merely being relocated.

TEENS HIT BY TRAIN Two teenagers walking along the railway to a dance at the local high school in Marysville, California, on the evening of 21 March were hit from behind by a freight train. The boy died at the scene. His 16-year-old girl friend (he tried to push her out of the way at the last moment) was airlifted to hospital with critical injuries.

DOZENS DIE IN CHINESE STATION ATTACK In the late evening of 1 March, a group all dressed alike and carrying knives charged into the square fronting the main station in the southwest China city of Kunming. According to the China News Service. they ran into the ticket hall, “slashing people indiscriminately”. The station was packed, many of the people being migrant workers returning to other parts of the country after the long Chinese New Year break. At least 29 were killed and 130 injured. The Xinhua Agency reported the police shooting “four of the more than ten

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attackers”. One was a woman and another woman was injured but captured alive. It was explained that China’s far west region of Xinjiang “is home to a decades-long, mostly low-grade insurgency by some of its native Uighur inhabitants opposed to Chinese communist rule.”

HARLEM EXPLOSION HALTS NEW YORK TRAINS On 12 March, Metro-North afternoon commuter services into and out of Grand Central station, New York, were halted following an explosion in East Harlem that demolished two five-storey buildings adjacent to an elevated structure carrying the line, killing three people and injuring many others. Train service disruptions continued into the following day, due to speed restrictions past the affected area. In the immediate aftermath of the blast, structural engineers inspected the bridging and cleared it for safe use while workers removed debris from two of the four tracks. This made limited service possible while the remaining two lines were being cleared. While investigations continued, it was surmised that gas mains more than 120 years old were probably responsible for the explosion. Estimates released only a day before the incident projected the cost of infrastructure repairs needed “to avoid havoc” in New York at $47 billion. According to the report, more than 1,600km of the city’s water mains are over a hundred years old. More than 160 bridges are of similar age. In 2012, 47 of these were pronounced “structurally deficient and prone to collapse”. • Prasa says its signals are obsolete, but it’s in good company. Many of those on the New York subway have exceeded their 50-year design life.

BOSTON LIGHT RAIL DERAILMENT Unusually, some of the passenger injuries (mostly back pain) attributed to a Boston light rail derailment on 10 March occurred in the following train, which was forced to brake sharply. The leading vehicle of the first train left the track on a set of points where two Green Line routes diverge underground, a short distance west of Kenmore Station. According to the Massachusetts Bay Transit Authority (MBTA), the westbound train derailed and collided with a wall, twenty minutes after midday. Train services were disrupted with buses being used to ferry passengers.

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RAILWAY HERITAGE

Preservation is a Vital Part of the Picture

By John Batwell

REEFSTEAMERS, GERMISTON Class 12AR 4-8-2 no 1535 has had its worn crosshead slide bars remachined and repacked on the right side, to eliminate a persistent and ever-worsening knocking. The compensating beam for the right side Bissell springing has also had its holes corrected and a new pivot bearing fitted. The original weight-bearing pivot bearing was worn, causing the beam to tilt in the vertical axis. This gave rise to stress (and eventual fracture) of the stirrup rod between the beam and the trailing axle spring. In addition, the front bogie has undergone servicing. Meanwhile class 15F 4-8-2 no 3046 has undertaken the group’s public runs.

It is reported that ex-Australian diesel-electric locos are headed to Rovos.

Clearing of vegetation on the triangle at Magaliesburg, where the class 12AR derailed last year, is to become a bi-annual exercise for Reefsteamers. The club is expected to look after minor maintenance as the triangle is no longer considered active trackage by Transnet. It is used exclusively by Reefsteamers for turning locomotives and would otherwise have been abandoned some years ago. The group’s annual winter morning photographic session at the Germiston depot was scheduled for 19 July. Various locomotives are steamed for this event, giving photographers opportunity to shoot movements around the depot, as well as in authentic static positions in the early morning light.

FRIENDS OF THE RAIL (FOTR), PRETORIA Some members of this club went to Sandstone Estates to help with train workings during the Stars of Sandstone gala in April. Tube replacement is required on class 24 2-8-4 no 3664 which has to undergo boiler recertification. This has left the group with just one operational loco, Krupp-built class 19D 4-8-2 no 2650. It was used on a winter’s week-end photo-shoot on 24/25 May.

ROVOS RAIL, PRETORIA Rovos Rail’s class 19Ds nos 2701 and 2702, as well as 25NCs nos 3440, 3480 and 3484, have been stripped and dumped. Their scrap value (cutting of 2701 began in April) will provide useful revenue. The two 19Ds (along with class 6 no 439) were Rohan Vos’ first steam motive power when he launched Rovos Rail in the early 1990s. The class 6 4-6-0 is being retained, together with class 19D 4-8-2 no 3360 and 25NC 4-8-4 no 3533. Loco no 3484 will be remembered in service as an oil-burner.

Railways Africa Issue 3 // 2014

SANRASM, KRUGERSDORP During late April, thieves cut through the main frame of Wardalemodified class 19D 2644, to access and steal the bearings. Sadly, no hope remains now of restoring this historic locomotive.

UMGENI STEAM RAILWAY (USR), KWAZULU NATAL Work has continued this year on the class 3BR no 1486, with club members fabricating an expander for the large flue tubes. It was all systems go to get the boiler ready and to start rebuilding the tender and a replacement ashpan. Good progress is reported on class A tank loco no 88. Work to date: • Loco completely stripped down. • Boiler tubes removed and prepared for boiler inspector. Main driving wheels removed, sandblasted and machined. • • New cab and rear coal bunker fabricated. Furthermore, important salvageable components have been stored.

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END OF THE LINE

BACK IN BED ON SHOSHOLOZA MEYL Warm beds were a standard feature on overnight South African intercity trains for more than a hundred years. It was an efficient, well-managed, in-house operation until a few years ago, when outsourcing became fashionable. Everything ran smoothly at first, but then during 2013 the contractor stopped delivering. For many months, there were no beds except on the Blue Train and overnight passengers had to make the best of it. No reasons were divulged but there were a lot of rumours: the contractor had lost interest, he’d gone bankrupt, had emigrated to Nigeria, had been killed in a taxi accident, hadn’t been paid. It certainly took a long time to sort things out. Until May 2014, in fact, and just in time, with midwinter round the corner.

TO BED, TO BED … Warm blankets were taken for granted On overnight journeys for years. While passengers supped in the diner, Like magic the bedding appeared. When the beds were outsourced in 2001 Or whenever they actually did it, Things worked out at first but didn’t last long The contractor appeared to have quitted. Through many long trips as the seasons rolled by The intrepids roughed it at night. The absence of blankets and sheets on the seats Emphatically flaunted their plight. Good things, as they say, always come to an end But so it is too with the bad There were several false starts but the bedding’s come back Not a moment too soon – are we glad!

The advert says passenger will like the new air-conditioning

NABABEEP’S CLARA Regular readers of Railways Africa might have recently noticed the name of Andrew Lanham in the magazine’s credits. Before he started writing for the magazine, his only contact with the world of steam began in the unlikely town of O’okiep in the Northern Cape. In the 1960s, his father, Len, worked at the Okiep Copper Company which had its main offices in Nababeep. One Sunday, he recalls, he and his father were wandering around a semi-industrial area in O’okiep, when they saw three rolling

stock hulks gradually sinking into the ground. Two were wagons of sorts, but the third was a locomotive. This rolling stock had been used on the long defunct Nababeep to Port Nolloth line and had transported copper ore from the mines to the port for shipping back to the UK. “It bothered my father to see the locomotive deteriorating and being stripped by vandals,” explains Andrew. So Len mobilised a team of fitters from the mine, a crane and a low bed truck. This team gathered all the bits of the locomotive they could find, and reassembled her as best as they could. A plinth was built next to the main road in Nababeep and Clara, the locomotive, was mounted there where she would be safe and admired. “And I believe that Clara is still there today safely standing in front of the Nababeep Museum,” Andrew concludes.

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Issue 3 // 2014 Railways Africa

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