Railways Africa April 2011

ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT

AP

RIL

20

11

WWW.RAILWAYSAFRICA.COM

Specialist manufacturers of parts and sub-assemblies for locomotives, coaches and wagons. Processes include

laser cutting, bending, forging and the fabrication of carbon and stainless steel alloys.

ROLLING STOCK EQUIPMENT BUSINESS

Tel: +27 (0)12 391 1304 Fax: +27 (0)12 391 1371 Email: [email protected]

GM

51

8_

TR

E P

ress

lin

k

RAILWAYS AFRICA / FOREWORD

Foreword

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.

3April 2011 Railways Africa www.railwaysafrica.com

PUBLISHERSPhillippa Dean

Barbara Sheat

EDITOR Rollo Dickson

DESIGN & LAYOUTGrazia Muto

ADVERTISINGKim Bevan

SUBSCRIPTIONS Kim Bevan

CONTRIBUTORSBruno Martin

Dave van der Meulen

Jacque Wepener

John Batwell

Paul Roos

Richard Grönstedt

Vaughan Mostert

ISSN 1029 - 2756

Rail Link Communications ccPO Box 4794 Randburg 2125

Tel: +27 87 940 9278

E-mail: [email protected]

Twitter: railwaysafrica

Website: www.railwaysafrica.com

ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT

AP

RIL

20

11

WWW.RAILWAYSAFRICA.COM

What with all those holidays - not to

mention the Railways and Harbours

Conference - putting this April issue to bed

has been tough going. To be sure, February

and March were pretty well bumper issues

– so there was some consolation. And with

luck, I am pleased to say, May will be hot

off the press relatively soon.

There is so much activity in the South

African rail industry at the moment. Prasa’s

ambitious renewal programme is big news,

and what about all Transnet Freight Rail’s

exciting new locomotives! About time,

you might say – but still. Then we have

Gautrain, almost ready with its Pretoria

phase. Granted, it’s costing more than fi rst

thought, but what has been achieved is

impressive in anybody’s terms.

Transnet as a whole is getting its act

together (there’s nothing like a new

broom or two) and at last DOT seems to

be speaking the same language - so it can

only be “up and away” for the rail industry

as a whole. That includes manufacturers,

infrastructurers, consultants, managers,

operators – the whole shooting match.

Meanwhile, in the rest of Africa, there

are big things on the drawing boards and

some already being translated into reality.

Morocco leads the action with its striking

high-speed intercity project, and a brand-

new light rail line has just opened in

Rabat. Angola is rebuilding and reopening

lengthy lines; so is Nigeria - one or two

false starts now forgotten. Botswana is

planning railways on the one hand to the

Atlantic and on the other to the Indian

Ocean. There’s ambition for you! In East

Africa, great things are on the cards in

Kenya, Uganda and Tanzania; and Rwanda

and Burundi are about to leave the

dwindling list of countries that have no

railway. Zambia is to extend westwards

and is looking to reconnect with Benguela.

Mozambique is fi rmly back on the map;

the refurbished Sena line all but ready. The

long awaited link between Uganda and the

Sudan seems to be coming nearer. Mining

systems are being expanded or built in

Mauritania, Guinea, Liberia, Gabon and

Congo-Brazzaville.

This could well prove to be the Decade of

the African Railway - provided of course

that funding modalities (as one politician

delicately puts it) don’t spoil the fun. Either

way, you can depend on Railways Africa

to bring you the news. As they say on

television, don’t go away!

PHILLIPPA DEANPublisher / Railways Africa

Gautrain Turnout Assembly

GM

620_

VAE_

Pres

slin

k

FEATURE TITLE

5April 2011 Railways Africa

RAILWAYS AFRICA / CONTENTS

ContentsContents

RAIL TRAVEL Letter from New Zealand 6

PLASSERAIL Track Condition Monitoring and Analysis for Effective Maintenance Planning 12

Features 6

40

28

54

So You Want to Run A Railway?– Some Tips For Your Interview 24

Heading for The Big Time

Railway Scenarios, Including One From Hell 20

Industry Comment

Gautrain Fares to Pretoria 28

Gautrain Update

Concessioning in The Spotlight 32

Concessioning

www.railwaysafrica.com

Tram Start-up in Algiers 40

East Africa – Look to Transnet! 42

Proposal for Nile Rail Corridor 44

Nigeria’s Abuja-Kaduna Rail Project 49

Africa Update

Umgeni Steam Railway, KwaZulu-Natal 54

Steamnet 2000 Prepares Garratt for NZ 56

Railway Heritage

We had a most enjoyable two weeks - loved

every minute of it. The weather was really kind to

us, mostly sunshine mixed with a bit of cloud at

times and the occasional shower.

Our fl ight from Brisbane arrived in Christchurch

on schedule half an hour after midnight on

Sunday 13 March, and we were taken by courtesy

coach to the Sudima Hotel at the entrance to the

airport to get a few hours’ sleep.

After collecting our hire car later that morning

we went for a drive into Christchurch, trying to

skirt around the CBD, but didn’t get very far, with

every street in to the city centre blocked off (entry

by offi cial vehicles only) and when we turned

down a side street we encountered even more

obstacles (buckled and cracked road surface and

signs of liquefaction). We decided it was best to

leave and head for the motel accommodation we

had booked at Arthur’s Pass.

We caught sight of several damaged buildings

and also a huge pile of debris on a vacant lot

with the wreck of a car dumped on top. The scale

of destruction to the buildings in the centre of

Christchurch is immense - it will take not just

months, but many years to rebuild.

As would be expected, all train services in and

out of Christchurch were suspended after the

earthquake. Apparently the rail network and

related infrastructure sustained only modest

damage however, so that freight operations

resumed on the main South Line the day after

the earthquake and the main North and Midland

Lines on 24 February. Although the TranzAlpine

service from Christchurch to Greymouth was

reinstated on 7 March, the TranzCoastal from

Christchurch to Picton remains suspended until

15 August, ”due to low demand caused by the

February earthquake”.

New Zealand’s railways, of course, are on the

same gauge (1,067mm) as those in South Africa

– and, incidentally, in Queensland.

I had planned to travel the entire trip on the

TranzAlpine that runs daily from Christchurch to

Greymouth and back, a trip of 224km each way.

Instead, after cancelling our hotel bookings in TranzAlpine following Highway 7 and the Grey River just before reaching

Greymouth – on Monday, 14 March 2011.

LETTER FROM NEW ZEALANDFe rr y to W

e llin gton

EW

N

S

Pukerangi

Reefton

200

BenmoreLake

kilometres

1000

MAP GRAPHIC PRODUCED BY BRUNO MARTIN - 4/2011

Arthur's Pass

L. Hauroko

T A S M A N

S E A

S O U T H P A C I F I C O C E A N

Te Anau

Kaikoura

Picton

Blenheim

Nelson

Westport

Greymouth

Otira

Wanaka

Oamaru

RollestonSheffield

CHRISTCHURCH

PeninsulaBanks

Timaru

TekapoLake

SPLANREHTU

O

S

KingstonMiddlemarch

PukakiLake

OhauLake

HaweaLakeWanaka

Lake

ManapouriLake

WakatipuLake

Te AnauLake

Queenstown

Bluff

Stewart Island

Palmerston

DUNEDIN

Balclutha

Gore

Invercargill

Ferry to Wellington

OTAGO CENTRAL RAIL TRAIL MAIN SOUTH LINE

MIDLAND LINE

MAIN NORTH LINE

OTIRA TUNNEL

Reefton

Other operational railways

200

kilometres

1000

(out of service)Kingston FlyerSeasiderTaieri Gorge Railway &TranzCoastalTranzAlpine

MAP GRAPHIC PRODUCED BY BRUNO MARTIN - 4/2011

LEGEND

EW

N

S

Te Anau

Kaikoura

Picton

Blenheim

Nelson

Westport

Wanaka

Oamaru

PeninsulaBanks

Timaru

Queenstown

Bluff

Stewart Island

Palmerston

Balclutha

Gore

Invercargill

Pukerangi

Arthur's Pass

Greymouth

Otira

RollestonSheffield

CHRISTCHURCH

KingstonMiddlemarch

DUNEDIN

SPLANREHTU

O

S

BenmoreLake

L. Hauroko

T A S M A N

S E A

S O U T H P A C I F I C O C E A N

TekapoLake

PukakiLake

OhauLake

HaweaLakeWanaka

Lake

ManapouriLake

WakatipuLake

Te AnauLake

South Island, NZ Te Wai Pounamu

6 Railways Africa April 2011 www.railwaysafrica.com

RAIL TRAVEL

Swiss-born Bruno Martin, who spent many years in South Africa, now lives in Australia’s Queensland. He was on the point of leaving for a holiday in New Zealand’s South Island when the earthquake struck Christchurch on 22 February. It didn’t put him off:

Christchurch, we decided to book two nights at a motel in Arthur’s

Pass, so that I could at least do part of the train trip.

Departure time from Arthur’s Pass according to the timetable

is 10:42, but passengers joining the service are advised to

arrive at least 20 minutes before the advertised departure time.

Surprisingly, the train arrived fi ve minutes late and fi nally departed

at 10:55. Passengers from two carriages left the train at Arthur’s

Pass and boarded two road coaches waiting at the station, so a

couple of backpackers and I had an entire carriage to ourselves.

The TranzAlpine is New Zealand’s longest passenger train: in peak

tourist season it can be made up of 15 carriages with seating

capacity for 600, including a licensed catering car serving light

meals and snacks. When I travelled on Monday 14 March, there

were only 6 carriages, a power car with an observation deck and an

observation/luggage car hauled by two diesel-electric locos.

After leaving Arthur’s Pass the line enters the Otira tunnel and

drops on a 1:33 gradient from 742 metres at the north portal to

483 metres at the south, over a distance of 8,554 metres.

Work on the tunnel started in May 1908, but by the time the

contractor had defaulted in 1912, tunnelling had advanced only a

fraction of the distance. When operations were resumed by the

government early in 1913 they too were confronted by shale and

“rotten rock” which slowed down work to such an extent that

during the course of one year the excavation only progressed 865

metres. The break-through came on 21 August 1918 when the

bores met only 28mm out of true level and 19mm out of

Diesel-electric ‘helpers’ Nos 5195, 5310 & 5483 heading for the tunnel portal

and returning light to Otira after having assisted a coal train to Arthur’s Pass on

Sunday, 13 March 2011.

“Tracks are for Trains” sign at Arthur’s Pass station.

7Railways Africa April 2011 www.railwaysafrica.com

RAIL TRAVEL

alignment, a remarkable achievement and

credit to the skill of the engineers.

At the time of the offi cial opening in May

1923, the Otira ranked as the longest

tunnel in the British Empire and the seventh

longest in the world. Because of the steep

grade it was considered unsuitable for

steam traction and it became the fi rst

main-line section in New Zealand to see

the use of electric locomotives. The fi rst

generation of fi ve units were supplied

by English Electric, classifi ed as “Eo”,

and operated on 1.5Kv DC drawn from

the overhead catenary. They were fi nally

retired in 1968 with the arrival of fi ve new

locomotives, classifi ed “Ea”, manufactured

at Tokyo Shibaura Electrical Company of

Japan (Toshiba). Like their predecessors,

the Eas were operated as a lash-up of

three locomotives to haul loads of 620 tons

through the tunnel.

The town of Otira, which owes its existence

to the railway, was once home to some 300

residents, mainly train and maintenance

crews. Today only six staff members are

stationed there.

Until 1968 this was the motive power

change-over point from steam to electric

traction through the tunnel; thereafter

diesel-electric locomotives replaced steam.

After privatisation of the New Zealand

railways in 1993, the cost of maintaining

the 14km electrifi ed section became

uneconomic. Experiments were conducted

using diesel-electric locomotives and it

was then decided to remove the overhead

TranzAlpine with diesel-electric locos Nos 5039 & 4277 arriving at Arthur’s Pass station,

737 metres above seal level, the highest railway station on the South Island, 129.5km from

Christchurch and 94.3km from Greymouth on Monday, 14 March 2011.

Kingston Flyer steam locomotives, class Ab 795 (4-6-2 built in 1927) & class Ab 778 (4-6-2 built

in 1925) sitting forlorn and covered in cobwebs in a fenced off area together with a small diesel

shunter and other railway items at Kingston. Photograph taken on Saturday, 19 March 2011.

Dunedin railway station (the city’s 4th) opened in 1906 and is regarded as the jewel in the crown of

the New Zealand Railways. The building was designed by George Troup in the Flemish Renaissance

style, similar to that of the Otago University and nearby Law Courts. For this design Troup received the

Institution of British Architects’ Award. The large square tower rises to a height of 37 metres and houses

three sets of clocks, each facing a side of the city. Photograph taken on Friday, 25 March 2011.

Dunedin railway station: above the balcony are two

glass stained windows, each depicting an approaching

train, and from whichever angle one looks, it appears

the engine is approaching with its headlight burning.

Photograph taken on Friday, 25 March 2011.


RAIL TRAVEL

In Dunedin I took a trip on the Taieri

Gorge Railway: a four-hour return trip

from Dunedin to Pukerangi. There is also a

longer trip in the morning that goes on for

a further 19km to Middlemarch.

When the government closed the Otago

Central Railway in 1990, the Dunedin City

Council boughtthe 64km section from

Wingatui Junction to Middlemarch with

NZ$1.2 million raised from the community

and thus became the longest privately-

owned railway in New Zealand. Trains run

daily with additional services during the

peak tourist season (October-April). The

section of line through the Taieri Gorge is

breathtaking with sheer drops to the river

100 metres below, threading through nine

tunnels with very tight clearances and

passing over several lofty bridges and

viaducts. Flat Stream Viaduct is 121m long

and 34m high. In addition to the service to

Taieri Gorge, there are also a twice weekly

run from Dunedin to Palmerston, (mainly

October-April) which is marketed as the

“Seasider”, and follows the scenic route

along the coast for 66km to the north. The

rest of the branch line has been turned into

a 150km rail trail.

Other than that I photographed one freight

train at Dunedin station and saw a sole

diesel-electric hauling a “low-loader” wagon

on the line from Invercargill to the Bluff.

Taieri Gorge Railway – Loco DJ 3228 with a rake of carriages parked at Dunedin Railway station ready

for the daily 2.30 pm excursion train to Pukerangi. Photograph taken on Sunday, 27 March 2011.

Taieri Gorge Railway, advertised as “one of the world’s great train trips”, is captured crossing the Flat

Stream Viaduct, 121 metres long and 34 metres high. Photograph taken on Friday, 25 March 2011.

wiring. The last electrically-hauled train

operated through the tunnel on 1 November

1997.

Operating problems with the diesel-

electrics in the long tunnel were largely

resolved by installing a sliding door at the

Otira portal. This is closed when a train

enters and two 1.9-metre diameter fans are

turned on to blast in 180 cubic metres of

air per second, to ensure the locos are not

starved of air.

The line is quite busy – mainly coal trains

joining the main-line at Stillwater Junction

and running through to the port of Lyttelton

(at Christchurch) for export. The coal trains,

comprising 30 coal hopper wagons, are

hauled by two class DX diesel-electrics as

far as Otira, where three “helpers” of the

same class are attached to assist with the

load of 1,600 tonnes on the steep grade

through the tunnel to Arthur’s Pass. The

helpers come off there and trundle back

through the tunnel to Otira to await their

next load. At present some 2 million tons

of high-grade coal are exported annually

through Lyttelton to Japan, Asia and South

America.

As we descended through lush rain forest

(annual rainfall about 6 metres) - which

gives way to farmland nearer the coast –

we experienced some impressively fast

running on the straight stretches. The

carriages have double-glazed panoramic

windows, but I spent most of the ride in the

observation car at the rear of the train.

The hour-long stopover in Greymouth

passed very quickly. Soon the call “all

aboard” was heard and the train departed

some fi ve minutes after the advertised

time. The was a fi ve-minute signal stop

at Stillwater Junction. After that, the train

picked up speed and headed back to

Arthur’s Pass where I left the train.

Travelling south of Queenstown on our way

to Te Anau I pulled in at Kingston to see

what had become of the Kingston Flyer.

This train has been mothballed since the

service was terminated in August 2009

due to fi nancial problems.

The two steam locos (Ab class nos 778 and

795) sit forlorn in a fenced-off area while

the seven wooden passenger coaches and

guard’s van, exposed to the elements and

covered in cobwebs, are parked in two

rakes near the station (café still open for

business) At the other end of the line, some

7km away, Fairlight station is still in good

condition.


RAIL TRAVEL

PERFORMANCE

Your Specialist Partner ForMechanised RailwayTrack Maintenance

& ConstructionMachinery

Plasser South Africa (PTY) Ltd

20 Lautre Rd, Stormill, Roodepoort; P O Box 103 Maraisburg, 1700

Tel: (011) 761-2400 Telefax: (011) 474-3582 email: [email protected]

A road/rail measuring vehicle is also available for use on

private lines and sidings. The technology for track geometry

measurements are the same as that used on the IM2000.

2. Infrastructure Geometry Parameters Measured and Recorded

Geometry is defi ned as the science of the properties and

relationships of sizes and distances in a given space or the relative

arrangement of objects or parts of an object in that given space

(Concise Oxford Dictionary). If you apply this defi nition to railway

maintenance, geometry means the relative relationships between

the two rails, two points on one rail or two points on the contact

wire, in a given space. The following geometry parameters are

measured:

• track geometry;

• rail wear;

• overhead contact wire geometry; and

• structure clearances and ballast profi le.

2.1 Track geometry2.1.1 Vertical alignment (also known as top or profi le)

Vertical alignment is a symmetrical chord measurement using a

7 metre chord. This measurement shows the vertical relationship

between three points on one rail. Vertical alignment problems

are encountered where the structure under the rails cannot carry

the load distributed from the rails and sleepers and may have

many causes such as rail surface irregularities, fouled ballast or a

failing formation.

1. IntroductionInfrastructure, whether it be for electricity supply, water supply or

transport, is any country’s most expensive asset without which

the country will die economically. We have seen infrastructure

deteriorating steadily all over Africa - and so have their economies;

the link is undeniable.

We are seeing the same happening here in South Africa with

power shortages, unexpected power cuts that can last for days,

deteriorating road infrastructure, reports of contaminated water,

poor service from the railways - and the lists goes on.

This deterioration can be attributed to many factors but the two

that stand out would be a lack of foresight and planning, and a

lack of maintenance.

The railways in South Africa may have an advantage above other

infrastructure management authorities in that they have a piece

of equipment that tells them to great accuracy where they should

do maintenance, what type of maintenance is required and how

effective their maintenance expenditure and effort is.

This piece of equipment is an on-track machine, the Plasser

IM2000 Infrastructure Measuring Vehicle which utilises a

contactless optical measuring system to measure various track

and rail geometry parameters, an instrumented pantograph to

measure the overhead contact wire geometry and a laser mirror

scanner to detect clearance irregularities to other structures and

to measure the ballast profi le; all at 250mm sampling frequencies

at speeds of up to 120km/h. The system also records vehicle

speed, distance travelled, GPS location coordinates and makes

various real time calculations.

Figure 1: IM200 infrastructure measuring vehicle.

Figure 2: Road/rail measuring vehicle.


TRACK CONDITION MONITORING AND ANALYSIS FOR EFFECTIVE MAINTENANCE PLANNINGThis is the second in a series on mechanised track maintenance. In our March issue, the reader was introduced to the multiple aspects of the subject, an activity without which there would be no rail traffi c at all. Subsequent articles will describe the role of each of the mechanised track maintenance machines used on the South African rail network, to ensure that the track is reliable, available, affordable and safe.

by Leon Zaayman

PLASSERAIL

2.1.4 Gauge

Gauge is the distance between the insides of the rail crowns and

is measured in millimetres at a point 14mm below crown level.

Gauge problems may be reported where there is excessive rail

side wear, where the gauge is widened on sharp curves, where an

incorrect fastening combination is used or where fastenings are

missing, broken or loose.

2.1.5 Cross slack (also known as twist)

The twist parameter is determined by calculating the algebraic

difference between two cant measurements taken 2.75m apart.

Twist is encountered where the vertical alignment in both rails

is such that one wheel of a vehicle with a rigid frame will lose

contact with the running surface of the rail.

The single use crucibleRail Welding

Thermitrex (Pty) Ltd

Tel: +27 (0)11 914 2540

Fax: +27 (0)11 914 2547

Email: [email protected]

Website: www.thermitrex.co.za

PO Box 6070,

Dunswart,

Johannesburg,

Gauteng

South Africa

1508

The single-use crucible reduces the risk of human error. It is made from a bonded refractory material inserted in an easy-to-handle five-litre container. Welds are more consistent. As there is no drying or pre-heating, weld times are much shorter. And the single use crucible is safer and minimises environmental impacts.

2.1.2 Horizontal alignment (also known as alignment or versine)

Horizontal alignment is a symmetrical chord measurement using

a 10 metre chord. This measurement shows a deviation from an

average offset measurement in the horizontal plane. A horizontal

alignment defect would be the cause of broken or loose sleepers,

fastenings, base plates and or rail stress etc. When the machine

enters a curve it will initially see it as an alignment defect until it

detects a consistent change in the offset of the transition curve

after which it will actually record and calculate the curve details

with regards to transition lengths, circular curve lengths and radius,

and the four fi xed points of the curve.

2.1.3 Cant (also known as superelevation)

Cant is an absolute measurement showing the difference between

the vertical height of the left-hand and right-hand rail crowns

at a coincident point. Cant is required to aid the steering of

vehicles around curves and is applied according to the manual for

track maintenance specifi c to the radius and the speed allowed

on the curve.

PLASSERAIL

type. A line drawn perpendicular to the midpoint of the fi rst line

to the top of the rail crown represents the rail height.

2.2.2 Rail width

The rail width is determined by drawing two lines perpendicular

to the rail centre line at 14mm below the crown. One line extends

to the gauge side of the rail crown and the other to the fi eld side.

These two lines provide gauge and fi eld sides wear, as well as the

total crown width.

2.2.3 Rail inclination

Rails are inclined at an angle of 1:20 to the vertical on sleepers

in order to provide the 1:20 contact surface with the running

surface of the wheel. This is a very useful parameter to determine

broken sleepers, worn or loose fastenings and pads and

inadequate fastening strength.

2.2.4 Crown wear

Crown wear is the vertical difference in

height between a new rail profi le and

a worn profi le measured in the centre

of the rail crown. The crown wear is

also expressed as an overall head loss

percentage of the total crown area.

2.2.5 Side wear

Side wear is the horizontal difference

in width between a new rail profi le

and a worn profi le measured 14mm

below the rail crown level on the

gauge side of the rail. The crown

wear and side wear parameters will

be used by maintenance managers to

determine the wear rate and to plan rail

replacement or transposing.

2.3 Overhead contact wire geometryThe overhead contact wire parameters are measured at the same

time as the track geometry at 250mm sampling intervals. The

main advantage of this coincidental measurement is to separate

seemingly overhead contact wire defects which are actually

caused by track defects.

Overhead contact wire geometry is measured in real time using

an instrumented pantograph and a central computer with

associated software that controls the data acquisition, processing

and data storage.

An overhead video system is directed at the pantograph and takes

snap shots of the overhead structure at every measuring position

(every 250mm). A defect detected by the measuring pantograph

can then be viewed on a photo from the video system to establish

or eliminate causes of the defect.

The following contact wire parameters are measured:

2.3.1 Vertical contact wire force

A locomotive pantograph exerts a force of 80N on the contact

wire to maintain contact. Vertical force is a measurement of the

deviation of the actual perpendicular vertical force from 80N

between the measurement pantograph and the contact wire.

2.2 Rail wearRail wear is also measured with an optical measuring system

mounted on the infrastructure measuring car. The system

measures the full cross-sectional rail profi le and compares the

information with that of a new rail profi le in order to produce a rail

wear exception report in real time.

The rail measuring equipment contains lasers and cameras

which create a plane of light that surrounds almost the full rail

profi le. Using a high resolution camera, the image of a full rail

profi le is acquired at 250mm sampling intervals. The computer

converts the picture to digital format, analyses the laser video

image and calculates the rail profi le parameters.

The following rail profi le parameters are measured:

2.2.1 Rail height and type

In order to measure the rail height, the system determines

the radius at the base/web area of the rail. A circle is drawn

according to this radius at the fi llet area and the centre points

of the circles are connected. The length of this line is unique for

each rail section and can therefore be used to determine the rail

Figure 3: The rail profi le measurement sensor heads.

Figure 4: Digital display of rail image.


PLASSERAIL

encountered or at points where another contact wire slides in

too low next to the running wire, such as at overlaps and striking

points.

2.3.5 Contact wire stagger

Contact wire stagger comprises

horizontal deviations of the contact

wire between suspension points

(mast poles) and is measured in

millimetres relative to the track

centre-line.

The contact wire is staggered on purpose in order to cause a more

even distribution of wear on any pantograph head. In areas where

there is no stagger measured over a certain distance, the defect is

recorded.

2.4 Structure clearances and ballast profi leThe infrastructure measuring vehicle is equipped with a clearance

and ballast profi le measuring system to establish clearances to

tunnels, platforms, adjacent lines and other wayside structures,

relative to the Transnet vehicle structure gauge. Figure 5 illustrates

the point. Any object that fouls the vehicle structure gauge is

recorded as an exception and is provided as a measurement in

millimetres at a specifi c track kilometre point.

The system also measures the calculated excess or defi cit of

ballast for the left and right, inner and outer shoulder. The

measurement is in square millimetre but is converted to cubic

metre per 200m break length for reporting.

High vertical contact forces may indicate abnormalities on the

line, like kinks or the locality of incorrectly set equipment (section

insulators, steady arms or other suspension points). Abnormalities

like this might cause damage to pantographs.

Low vertical contact forces may indicate loss of contact and might

cause arcing. Repeated arcing on the same point might cause the

contact wire to burn off. Contact loss also causes poor current

supply to locomotives. This might cause surging in the system and

damage the locomotive motors.

2.3.2 Longitudinal force

This is the longitudinal frictional force experienced by the

pantograph in the direction of travel. High relative longitudinal

forces are caused by lack of lubrication, quick changes in slope and

incorrectly set equipment.

2.3.3 Contact wire height and slope

Contact wire height is a measurement with reference to the top of

rail level. The measurement is provided as a positive or negative

deviation from 5 metres. Contact wire slope is calculated as the

difference in contact wire height over a distance of 50 metres. It

indicates where the slope must be adjusted on the approaches to

locations where the contact wire height might be limited, such as

bridges or tunnels.

2.3.4 Horn contact

Horn contact is detected at a point where the contact wire makes

contact with the pantograph ends or horns. Horn contacts are

found at locations where out-of-specifi cation stagger is

International Railway

Industry Standard

R A I L V E H I C L E S Y S T E M S

Knorr-Bremse S.A. Pty. Ltd.

3 Derrick Road (Corner Green Road)

1610 Spartan

Phone: +27 11 961 7800 Fax: +27 11 975 8249

Knorr-Bremse South Africa (Pty) Ltd (KBSA) has had IRIS certification since January 2009 and has just successfully passed not

only a re-certification but also an upgrade audit against revision 2 valid from 5 January 2011. KBSA is the first and only company

in Africa to have obtained IRIS certification and has experienced the benefits of this certification by reduced non-conformities,

improved customer support, improved product quality from suppliers – simply, improved business management across the

entire supply chain. | www.knorr-bremse.com |

GM

571_PRESSLINK

PLASSERAIL

• The strip chart graphically displays all the parameters

measured, with threshold lines indicating the A-, B- and

C-standards where “A” is the required standard, “B” is a

deviation from the standard and “C” is a deviation constituting

an urgent repair. The scale of the graph is also provided which

allows maintenance staff to establish the size of the defect in

millimetres.

• Whenever a measured parameter exceeds the preset limits

(normally the C standard) an exception will be listed in a single

exceptions report. The report refl ects, among other things,

the exceeding parameter (ie alignment, twist etc), the

maximum deviation in millimetres, the location and the

percentage exceeded in a table format.

A separate strip chart and exceedence report is printed for the

track geometry, rail profi le, overhead contact wire and clearance

and ballast profi le parameters.

The single exceptions report is provided in electronic format as

well. The railway infrastructure department can manipulate the

data according to logical line sections and according to priority

based on percentage exceedence or any other criteria that will

assist in tackling the gravest emergencies fi rst.

Real time reports will generally not feed into a preventative

maintenance programme but are rather preventive corrective

maintenance activities to avoid a catastrophic infrastructure failure.

3.2 Post-processed reportsAll the measured data are also post-processed by the contractor,

Plasserail, into various reports presented in table and graphic

formats for track geometry, rail profi le, overhead contact wire and

clearance and ballast profi le parameters. Different reports are

prepared for use by different levels of management of the railway

authority, depending on their level of decision making.

3.2.1 Track geometry

The trackmaster of a specifi c line needs actual data of defects

measured in millimetres at a specifi c location on the line for

carrying out corrective maintenance activities in order of priority,

whereas the maintenance manager requires a summary of the

condition of all the lines under his authority in order to prioritise

workloads and schedule available and scares resources. The

general manager on the other hand needs information on the

entire railway infrastructure, for strategic and fi nancial

management purposes.

This system utilises a laser mirror scanner which is a high-speed

profi le measuring device using an electro-optical range detection

method and a beam scanning mechanism. The Laser Mirror

Scanner delivers profi le data at almost 360º per scan, at up to forty

times (revolutions) per second and makes 1001 measuring points

per revolution.

3. Reporting and Analysis of Measuring ResultsThe objectives of measuring the track geometry are to provide

track information to:

• locate and rectify emergency defects in order of priority; and

• to assess the condition of the assets:

• to prepare the preventive maintenance plan;

• to establish the effectiveness and adequacy of fi nancial

expenditure; and

• to prepare future budgets for infrastructure maintenance.

However, the measuring results are merely masses of raw data

and it therefore follows that the data must be converted into

usable information presented in reports of tables and graphs.

There are basically two types of reporting: real time reports and

post-processed reports.

3.1 Real time reportsThe infrastructure measuring vehicle has an on-board area with

LAN points where representatives of the railway can view the

measured data on their own laptop computers in real time. The

following two reports are printed on A3 paper in real time which

the representatives of the railway take with them as they

disembark the machine to address emergency defects:

Figure 5: Illustration of clearance and ballast volume measurement.

Figure 7: Example of a strip chart.

Figure 6: Laser mirror scanner fi tted to the machine.


PLASSERAIL

terms of the maintenance programme and for general investment

decision-making. Some of these reports are the following:

(i) Track quality index report for 200m break lengths

The TQI 200 report is provided in a table format (see Figure 8) and

can be used to determine where maintenance should be done. In

this example it is evident that the 200m section from kilometre

105.000 to 105.200 has the worst TQI value and the biggest

contribution is the gauge parameter.

The data can be manipulated by sorting on different parameters

to prioritise where the most critical areas exist. A maintenance

programme can be drawn up by using cut-off values for the different

parameters.

(ii) ADAII report for 50m break lengths

The ADAII calculation derives a travel comfort quality index for

selected parameters for pre-selected distances. A 50m break

length is used as default. The maintenance quality indexes (ADAII

Point measurements in millimetres are not much use in

establishing general condition assessments of a vast

infrastructure, or to deduce any trend analysis for higher levels of

maintenance planning and fi nancial management. Just using an

average fi gure would be statistically inconclusive.

For this purpose a track quality index (TQI) is calculated which is

the standard deviation of the measured values of all the measured

track geometry parameters bundled in specifi c break lengths.

This index does not give information about the shape of defects

but is well suited to continuous maintenance decision-making.

Standard deviations are calculated for the following parameters:

• Average vertical alignment (PRA)

• Average horizontal alignment (ALA)

• Twist (TWT)

• Superelevation or cross level (SUP)

• Track gauge (GAU)

The TQI is the sum of the standard deviations of the averages of all

parameters calculated over a given break length:

TQI = PRA + ALA + TWT + SUP + GAU

The standard deviations allow for trend analysis and the highlighting

of problem parameters. So, for example, a standard deviation

smaller than 2 is acceptable for each parameter whereas a standard

deviation of 1 is considered very good. The acceptable TQI for the

Metrorail lines must be less than 10 and the TQI of the heavy-haul

lines must be between 4.5 and 5.5.

Various reports can now be prepared using the TQI values to

compare track sections with one another to establish priorities in

Sales and rentals of locomotives, trackmobiles and other rolling stock.Repair/reconditioning of locomotives, trackmobiles and other rolling stock in our Pretoria West based workshop and on site.Repair/reconditioning of all locomotive and other rolling stock equipment (engines, bogies, turbo chargers, air and vacuum brake valves and auxiliaries, compressors and exhausters, couplers and draft gears etc.)Service exchange components for most major items on present day locomotives, which include traction motors, bogies, power packs, expressors and main generators etc.A full range of spare parts for locomotives and rail wagons, most of which are available off the shelf.Sales and rentals of electrical, mechanical and air jacking systems for the lifting of locomotives and rail wagons etc, on site.Operation and control of entire rail systems ranging from the maintenance of customers own locomotives and rolling stock to the control and transport of their products and the maintenance of their railway tracks and switch/signalling systems.

SPECIALIZING IN THE RAILROAD INDUSTRY

OPERATIONS &

WORKSHOP

No1 Frikkie Meyer RoadPretoria WestGautengRepublic of South Africa

Tel: +27 12 307-7251Fax: +27 12 [email protected]

HEAD OFFICE

P.O Box 40178Cleveland2022Republic of South Africa

93 Whitworth RoadHeriotdale, JohannesburgGautengRepublic of South Africa

Tel: +27 11 626-3516Fax: +27 11 626-1171/[email protected]

>>>>

>>

>>

>>

>>

>>

SURTEES RAIL GROUP

T200.DBF

FILENAME LOC_FROM LOC_TO SEQ SPD CLASS DATE

CV109UI ULUNDI ILANGAKAZI UP 80 STD 2/19/2008

KM FROM

KM_TO LENGTH TQI GAGE TWIST SUPR PRAVG ALAVGTAMP TQI

105.000 105.200 200 12.12 3.23 2.03 2.31 2.70 1.88 8.92

105.200 105.400 200 6.28 1.03 1.09 1.40 1.49 1.29 5.27

105.400 105.600 200 5.01 1.05 1.05 0.97 0.91 1.06 3.99

105.600 105.800 200 5.37 0.73 0.98 1.01 1.11 1.56 4.66

105.800 106.000 200 8.47 2.25 1.47 1.54 1.66 1.57 6.24

Figure 8: Example of track quality index report.

PLASSERAIL

management since it indicates the improvement or deterioration

of the track, whether the maintenance tactics are effective and

if expenditure is suffi cient.

The following conclusion can be derived from this chart:

• The closer the chart starts to the y-axis (on the 0% line), the

better the best part of the route and vice versa.

• The closer the chart ends to the y-axis (on the 100% line), the

better the worst part of the route and vice versa.

• The steeper the gradient of the s-curve, the more uniform the

track condition. The ideal situation would be to have the curve

as vertically upright as possible which is a track section that

will be easier to maintain, since the types of maintenance

actions should be very similar over the route. Likewise a very

fl at-shaped curve means that the overall track condition over

the route is very varied. Maintenance on such a section will

be more diffi cult, since the types of maintenance actions that

must be performed on this route will be varied.

• The total condition of the route can be related to previous

measuring runs by observing horizontal shifts in the s-curve,

having regard to previous measurements. A horizontal shift to

the right indicates deterioration and vice versa.

• The worst 10% (90%-100% area) normally indicates the condition

of track events like turnouts. Monitoring the trends of this area

of the chart shows improvement or deterioration of these

events.

• The best 10% is never maintained by hand, but kept in check

with on-track machines like tampers. If this shows deterioration,

the maintenance cycles are too long.

• In areas where temperature changes can infl uence track

quality, this will also be observed in the s-curve. Summer

measurements will tend to be further to the right on the chart

than winter measurements

3.2.2 Rail profi le reports

The following electronic data is provided after post-processing for

every section measured:

• Rail wear maximums and averages for 20m break lengths

• Rail wear maximums and averages for every straight and curve

• All recorded rail wear values

• Rail wear maximums and averages for the section as a whole

3.2.3 Overhead contact wire reports

The following electronic data is provided per measuring run after

post-processing for every section measured:

• Quantity of all recorded contact wire defects

• Electronic listing of recorded events

• Mast pole report containing contact wire height and stagger at

each calculated change in stagger

indexes) of the report are based on the horizontal and vertical

accelerations which an unsprung vehicle would experience when

travelling at maximum allowed track speed over the measured

track geometry.

(iii) Number of exceedences per threshold report

This report contains the number of A-, B- and C-exceedences

(thresholds) encountered during the specifi c measurement per

section. It also provides the total distance per threshold exceedence.

This report would generally be used to compare the sections within

a route with one another. The number of exceedences are also

reported by 50 metre break length.

(iv) Curve report

The curve report is a listing of the following geometry information:

• The start and end kilometre values of the curve transitions and

circular curve

• The lengths of the above

• The average mid ordinate offset value over the circular curve

• The radius calculated from the average offset value

• The average cant on the circular curve

• The speed as input for the specifi c curve

• The average gauge on the circular curve

The information on the report refl ects the natural characteristics

of the curve (ie where the train will tend to move the curve to)

as opposed to the designed characteristics. By using the report

during maintenance tamping, the natural characteristics of the

curve are retained.

This report, together with ultrasonic measurements and historical

rail break data, is used to plan the grinding programme and the rail

replacement programme on curves.

(v) Device report

Any devices such as curves, turnouts, bridges, tunnels etc can be

chosen between any points and or for any distance and provide

the following information:

• The line information similar to other examples above

• The chosen kilometre start and end points with the associated

distance

• The TQI value and standard deviation values for all the

parameters

• The number of exceedences of the A, B and C thresholds

• The GPS coordinates of the device

(vi) Recurrence of exceedences report with 50 metre

break lengths

The recurrence of exceedences report provides the number of

C-standard exceedences per 50 metre break lengths that have

reappeared over six measuring runs which tells maintenance

managers that either the maintenance has not been done or, if it

has been done, that there is an underlying problem (route cause)

which must be resolved fi rst to ensure durability of maintenance

activities.

(vii) Zone curve

The zone curve is derived from the TQI report which is a

distribution graph of the TQI values for a section/s, also known

as the S-Curve. Multiple consecutive measurements can be

compared and trends established.

The graph shows the percentage of the track section which

is smaller than a specifi c TQI value. This is a valuable tool for

Figure 9: Example of the s-curve of a zone report.


PLASSERAIL

• locating and prioritising corrective maintenance spots (short-

term maintenance planning and priority work);

• planning their mechanised maintenance program (routine

maintenance);

• track condition monitoring by superimposing the graphs of

several runs of the vehicle to determine condition degradation;

• by imposing minimum and maximum thresholds for track

condition, the results from the infrastructure measuring

vehicle will indicate to managers the need to intensify fi nancial

investment, and in some cases, even to reduce fi nancial

investment; and

• auditing the effectiveness and quality of maintenance work

performed.

Track condition monitoring and analysis aids effective track

maintenance planning, which in turn supports cost effective and

effi cient track maintenance, which in turn produces a higher track

quality, which again reduces the level of stress exerted on rolling

stock and track, and which ultimately reduces the life-cycle cost

of the track.

Technology has made the correct investment in track maintenance

a science instead of a subjective art.

• Number of defects per kilometre

• Electronic listing of defects exceeding the C threshold value

3.2.4 Clearance and ballast profi le reports

The tunnel and clearance system sends one crosscut for every

received data break to the computer measuring and analyser

system. The system stores the data at the appropriate location in

the geometry fi le. Another software package (called Tunnel Client)

evaluates the crosscuts. An exceptions report is provided, detailing

the type and size of the exceedence at a specifi c location.

4. CONCLUSION Measuring the track geometry by any means other than mechanised

methods is practically impossible. It was once calculated that

to measure only the track geometry over one kilometre would

take a surveyor one month to complete. It can be argued that

measurements are not always required at 250mm sampling

intervals, however even at one metre sampling intervals, it would

still take a week. The higher the track speed and axle loading, the

shorter the required sampling intervals and the more frequent the

measurement will have to be. In South Africa, where 40,000km

are measured per annum, over 3,300 surveyors would be required

to do the same, but that would still only be for track geometry.

Furthermore, the accuracy of measurements using, among other

things, a string and ruler, cannot be compared with the accuracy

of lasers.

Mechanised track measuring and recording using the IM2000 is

a valuable tool if the reports are used to capacity. Transnet and

Metrorail are striving to achieve maximum benefi t from the machine

by using the results from the vehicle for –

Tel: +27 11 794-2910 | Fax: +27 11 794-3560 | Email: [email protected] | Web: www.yalejhb.co.za

REFERENCES

1. COETZEE J H, Plasserail South Africa and SWARTS E, Spoornet, South

Africa. Analysis of track geometry data to highlight problem areas: A

simple approach.

2. SWARTS E, junior manager, infrastructure engineering, (mechanised

inspections). Measurement of railway track and overhead catenary with

an on-track machine.

The next in this series, to appear in the May issue of Railways Africa, will focus on the variety of tamping machines and features available, together with their application.

19April 2011 Railways Africa www.railwaysafrica.com

PLASSERAIL

What is the role of regulation? Is it possible to regulate desired

outcomes, or does regulation restrain their achievement? If it is

possible to achieve desired outcomes through regulation, then

why are railways in South Africa not Utopian?

Is there any intersection between economic regulation and safety

regulation? Should the safety regulator also be the economic

regulator? Fundamentally different issues and skill sets are involved.

If a degree of regulation is required, how much would be correct?

Recall the United States before 1980: Rail rates were regulated,

and railroads were unable to renew assets; deferred maintenance

compromised safety; and bankruptcy of two prominent railroads

forced the US government to intervene by establishing Conrail as

a ward of the state (later returned to the private sector). These

events triggered rail deregulation in 1980, since when US railroads

have fl ourished. Of course, there is no regulatory vacuum:

The Federal Railroad Agency regulates safety, and the Surface

Transportation Board regulates economics. The point is simply that

undue regulation can prove onerous.

If it is possible to regulate desired outcomes, how should

stakeholders identify and ameliorate the unintended consequences

that surely accompany them?

Ownership has taken an interesting South African twist. Inadequate

public transport has stimulated the minibus and midibus taxi

industry. Entrepreneurs that they are, they develop and establish

routes ahead of any authority contemplating public transport

thereon. Thus, when an authority gets round to introducing public

transport on a route, the taxi industry claims to already own it and

expects compensation to give it up.

Track gauge is another crucial issue. Suffi ce it to mention here that

a wrong choice in the near future could preclude realisation of the

railway renaissance in South Africa.

How does a country move from such a chaotic state to a

coherent package of solutions, which will reasonably satisfy most

stakeholders, and garner their acceptance and support?

Essential scenariosAt the recent Railways & Harbours 2011 Conference, the author

presented a range of railway scenarios predicated on two drivers,

standard gauging and private participation. On the premise that

one may categorise the strength of each driver as none or suffi cient,

one can picture four basic scenarios. The fi rst, no standard

gauging and no private participation, was named Moribund

IntroductionMany readers will remember Clem Sunter’s mid-1980s presentation

The World and South Africa in the 1990s. In it he offered two

scenarios, High Road (negotiation), and Low Road (confrontation),

prior to South Africa’s 1994 political change. Those scenarios were

credited with having opened people’s eyes to potentially desirable

- and undesirable - outcomes of their political preferences. Having

done that, negotiating the give-and-take of solving an extremely

complex set of problems became that much more straightforward.

During that process, South Africa developed - and was recognised

as having developed - techniques for working through some of the

most complex issues in recent history.

South Africa’s railways now face a similar situation with almost

as many institutional stakeholders. Contrary to green imperatives

and government’s declared preference, freight has shifted from

rail to road, rather than vice versa. Similarly, commuters and

passengers have become largely beholden to minibus and midibus

taxis rather than greener transport modes. Evidently the industry

requires a large-scale intervention to set it right. Before South

Africa dissipates its negotiating skills, as will happen if they are

left dormant, it would do well to take its complex railway issues

through a similar negotiation process.

Nowadays, as anticipation of state-funded corrective investment

rises, South African railway stakeholders are abuzz with aspirations,

ideas, issues and proposals. Many of them have travelled

extensively - window shopping as it were - for inspiration on how to

shape the future of our railways. One likes this, another likes that.

Not all likes are inherently good, and not all dislikes are inherently

bad. Some positions are complementary, others are contradictory.

Let us briefl y skim some of them.

Some of the issuesThis piece can be no more than an introduction. As fi rst

approximation, there are probably as many issues as stakeholders.

The present intent is therefore not to develop a position, but to

persuade stakeholders that they need to duly deliberate the issues

and then seek a negotiated outcome that accommodates, to the

extent possible, each stakeholder’s informed position. Some key

contending issues are:

What is the moral status of incumbent entities? They currently

enjoy legal recognition, but that can change at the stroke of a

pen. Has a critical mass of stakeholders already established a new

moral high ground that leaves incumbent entities mounting a

rearguard action?

Vertical integration or vertical separation, and open access or

negotiated access: Are they mutually exclusive or can both coexist?

Is this issue independent of all others, or is it related to some of

them? If it is related, then what are the relationships and what

outcome sets are either empty or feasible?

Is sequencing critical - if one launches Intervention A now, is it

possible to launch Intervention B later? Or does Intervention A

rule out Intervention B?


Dave van der Meulen / Managing Member / Railway Corporate Strategy CCCC

INDUSTRY COMMENT

Railway Scenarios, Including One From Hell

intermodal, or container double-stacking. In

the passenger sector, it features urban rail

and high-speed intercity. These four sub-

scenarios are revitalising railways around

the world, in countries where at least one

of them has been implemented.

However, one scenario that illustrates

the value of scenario methodology was

not presented at the above mentioned

conference. Borrowing Clem Sunter’s

moniker, it represents South Africa’s

railway Low Road, or what this author has

named the Scenario from Hell. Consider

what follows …

TFR is moving toward concessioning its

branch lines. The intended intervention has

political support and many stakeholders

nurture high expectations. Suppose they

put well-intentioned, substantial effort into

making concessions work. Notwithstanding

that, most branch lines do not enjoy

signifi cant inherent competitiveness

and many of them ultimately fail to deliver

on expectations, like so many of their

genre in other countries. Concurrently,

South Africa heavily recapitalises essential

core railway assets to enhance service

delivery, but retains narrow gauge to

maintain interoperability with branchlines

and neighbours. Unfortunately, the

recapitalised narrow gauge essential core

network remains inherently uncompetitive

against road, and it ultimately also drifts

into stasis.

When all stakeholders have learned and

agreed that inherently uncompetitive

branchlines are not viable, they abandon

them. The concessioning-to-abandonment

life cycle could span 10-15 years. Not

too serious, because branchlines would

have attracted little investment anyway:

Paying to learn what others already know

represents the opportunity cost of the

intervention. The serious issue is that the

true role of the essential core network

ultimately turns out to differ from the

original recapitalisation intent: To achieve

inherent competitiveness, recapitalisation

should have delivered a standard gauge

essential core network. Unfortunately,

the investment will have been sunk in an

inherently uncompetitive concept. Halfway

through their economic life, recapitalised

assets no longer cut the mustard, but

prove to be fruitless expenditure. By then,

Railways. It represents the status

quo: Without meaningful intervention,

railways will continue to decline until they

become utterly irrelevant. The second, no

standard gauging but suffi cient private

participation, was named Unstable

Railways. It represents suffi cient private

participation to release private sector

business effi ciency. However, such

interventions in narrow gauge railways

around the world have commonly failed to

attract or generate capital investment other

than donations. There is high probability

that outcomes will miss expectations, and

low probability that they will be reversible.

The third, no private participation but

suffi cient standard gauging, was named

Neverland. Despite potential to become

highly competitive, state ownership

desensitises such railways to opportunities

for positioning themselves competitively,

and they fall short of fulfi lling the role they

should play.

The last scenario, suffi cient standard

gauging and suffi cient private participation,

was named Renascent Railways. It

comprises four sub-scenarios. In the freight

sector, it features heavy-haul and heavy

“ Gautrain has opened the way. Initially, naysayers and skeptics abounded: Today one hardly hears them.”


COMPELLING INSIGHT FROM ORIGINAL RESEARCH

www.railcorpstrat.com

INDUSTRY COMMENT

other transport modes. Railways in those countries maximise their

contribution to their respective national and regional economies.

Regrettably, railways in South Africa no longer play in that league.

Without in any way deprecating the sterling efforts that propelled

railways in South Africa to their zenith, realistically one must

recognise that they are now approaching a nadir. Unfortunately,

they are in general not positioned to join the global railway

renaissance, no matter how much money is thrown at them. Rather

than waste it, the country would do well to fi rst examine a range

of plausible scenarios before committing the vast funds under

discussion.

Gautrain has opened the way. Initially, naysayers and skeptics

abounded: Today one hardly hears them. A much larger contingent

now sees opportunities to integrate its businesses with rail-based

transit. As the S in BRICS, South Africa now keeps company

with the big dogs of railways. Together Russia, India and China

rival the tonnage of the rest of the world combined. BRICS track

gauge approximates a power-of-two sequence: Broad gauge route

kilometres are double standard gauge; standard gauge route

kilometres are double narrow gauge. On narrow gauge heavy-haul,

Brazil conveys some 22% of its tons on 3.5% of its network; South

Africa’s numbers are 60% and 6%. Remaining narrow gauge traffi c

is only a rounding error in the BRICS league. Got it?

South Africa seems set to give its railways a second chance in

the near future. If stakeholders waste the second chance, then

railways are unlikely to survive long enough to justify a third chance.

They should use the second chance wisely: Examining a range of

plausible scenarios is an essential part of the due diligence.

road transport will have stepped into the gap, and South Africa

becomes irrevocably beholden to that mode for the lion’s share of

its transport task.

ConclusionPositioning theory indicates that the Scenario from Hell is

plausible: One cannot summarily dismiss it. Furthermore, stakes

are too high to risk a strategic misstep now. Sadly, South Africa

has not yet developed and analysed scenarios of its railway future:

That chasm impedes stakeholders from understanding what they

want and participating in the complex interaction that will realise it.

The author recalls track gauge rumblings early in his career. In the

event, the South African Railways & Harbours retained 1,067mm

gauge, but embarked on technology development that reached

lofty heights, particularly in heavy-haul. Even the Sishen-Saldanha

line, conceived as a standard gauge line, ultimately got built to

narrow gauge but did nevertheless achieve some success.

Unfortunately, its exceptional high-speed feats ultimately bore

no commercial fruit. Today, much of the network is considered

underutilised, not surprising because it is not inherently competitive.

Notions of possible liberalisation after the establishment of

Transnet in 1990 also did not materialise. Neither did urban rail get

devolved to local government. One can appreciate that new political

priorities revised the agenda, but despite consistent aspirations to

revitalise railways, the opposite has happened.

Meanwhile, many countries have encouraged railway renaissance,

where physically possible linking their railways into continental

and intercontinental networks that compete effectively against

“ Even the Sishen-Saldanha line, conceived as a standard gauge line, ultimately got built to narrow gauge but did nevertheless achieve some success.”


INDUSTRY COMMENT

Specialists in products and services for rail cargo as well as ISO container refurbishing and wagon cleaning,

including a diverse range of products and services like the supply of newly manufactured, repaired and washed

tarpaulins and accessories.

AUXILIARY BUSINESS


GM

52

0_

TR

E P

ress

lin

k

South Africa’s railway has a new boss. There have been about six since, say, 1994 - so by the law of averages we should be looking for another in the not too distant future. That’s not a bad thing, if only from the point of view that the following Guide to prospective incumbents is still relevant, even though it missed the present boat (or should that be train?).

In the words of our contributor Cremery Jonin, whose views are

not necessarily those of Railways Africa (and that’s not necessarily

his real name): -

Maybe the next appointment has already been made, given the

semi-political nature of the position, but if you still naively believe in

the principle of “best person for the job”, here are some thoughts to

consider when submitting your CV and preparing for your interview.

First, tell your interviewers that you want to be in charge of what

was once the best railway in the world. Say to them that you want

to return it to its former glory. Remind them that in spite of its

narrow gauge, SA’s railways have always been up with - if not ahead

of - other railways in terms of technology and operating practice.

In the 1880s, the Natal Government Railways developed the largest

and most powerful steam locos at the time to handle among the

heaviest trains in the world (1,000 tons of export coal from the

Natal collieries to Durban harbour). In 1924 the South African

Railways started an electrifi cation programme on the Natal main-

line, doubling most of it and placing the largest order for electric

locos up to that time. Until 1955 the 500km stretch from Durban

to Volksrust was the longest electrifi ed line in the world.

Remind them that after World War II the SAR introduced condensing

steam locos and continued to introduce steam until 1968, while

simultaneously taking advantage of diesel-electric technology and

helping to lead the way with AC traction and dual-voltage locos. It

achieved over 240km/h in the 1980s and routinely runs trains of

over 15,000 tons on its “export” lines.

Point out that on the passenger side, as recently as 1982 it carried

over 700 million commuters –and mention that these trips were

made by electric power. (Remember to return to this statistic later).

Your interviewers will know that today the railway is a shadow of

its former self, but remind them anyway. Trace some of the

problems back to 1948 when the Nationalist government took

over. (That might resonate with some of the interviewers). Although

the SAR maintained high technical and operating standards, it

became little more than a government department, faithfully

carrying out the apartheid policy in terms of new lines serving

black townships, becoming heavily subsidised by government in the

process, and serving Afrikaner interests to a greater extent than

before. As the Nats started losing their grip on government through

the 70s and 80s, coupled with deregulation and a “free market”

philosophy, road transport started eating away at the freight base

while minibus-taxis did the same with the passengers.

But you can’t stop there. Turn the interview around and start asking

them questions instead. Ask them why the present government

Experience in running trains will be an advantage, but is not essential.

A background in dealing with accidents will be a recommendation.

www.railwaysafrica.com24 Railways Africa April 2011

So You Want to Run A Railway?So You Want to Run A Railway?– Some Tips For Your Interview– Some Tips For Your Interview

HEADING FOR THE BIG TIME

has failed to use the railway to promote

employment in rural areas. Ask them why

it merely allowed the downward slide to

continue, accompanied by accounting-speak

like “commercialisation”, “core business”,

“cost centres” and “turnaround strategy”.

The railway has been turned around so many

times – no wonder everyone is dizzy!

Maybe they will smile at your sense of

humour, but by now you will at least know

which way the interview is going. Maybe

you will have sensed that your interviewers

are less than impressed by your enthusiasm

to return to the “glory days” as well as your

critical opinion of the present government.

Maybe all they are looking for is someone

to be in charge of running a few trains now

and then, replacing a few brake blocks

now and then, overhauling a loco or two,

signing off the forward fuel hedge book

and attending a couple of conferences. Oh

– and handing out a lot of contracts. If all

they want is “business as usual”, read no

further.

But if you want to shake them out of their

comfort zone, remind them that the world is

facing an energy crunch and that the railways

of many countries – especially those that

have allowed them to fall into neglect, such

as South Africa, will have to carry up to

three times more freight and passengers

within fi fteen years, depending on their

level of development. Tell them that SA has

one of the heaviest carbon footprints in the

world and that rail will have to play a big role

in helping to turn that around. Now that

you have your interviewers looking at each

other instead of you, ask them whether

anyone has a plan to achieve a similar

result in South Africa. If they don’t have a

plan (don’t expect them to!), be blunt with

them and tell them that you won’t be able

to do your job properly.

Now move into passenger territory. Remind

them that if commuter rail could handle

700 million passengers back in ’82, by

now we should be handling 1.5 billion.

And point out that inter-city passenger

levels have fallen by 23% in this last year

alone. Ask them whether anyone has

thought of working out the carbon footprint

implications.

At this point, the chairman will probably

stop you, reminding you to stick to freight,

particularly heavy-haul. OK, you say, let’s

spend money on increasing capacity - but

at this point produce the Business Day

of August 13, 2010 and quote Zavareh

Rustomjee (Kumba-Mittal saga shows up

real threats to SA’s growth):

“Infrastructure provision should be better

coordinated with industrial and mineral

development policies….it seems unjust

that….Transnet spends billions of taxpayer

rands…making it easier for Kumba to export

more minerals in unbenefi ciated form”.

This quote has wider implications than

just the Kumba saga. Ask your interviewers

whether anyone has thought through the

macro–economic implications of both the

coal and ore export lines. You can be safe

in the knowledge that no-one has, although

by now your robust approach may well have

cost you the job.

If they are still interested in you, plough

on. Remind them that SA has one trillion

Rand’s worth of motor vehicles (mainly

motor cars) and spends around R500 billion

annually on keeping road vehicles moving.

Now there is the biggest transport “cost

centre” of all! If rail is to play its optimal

role in future in an energy-constrained

world, some of this “investment” will have

to be redirected to railways, so that it

can start moving things that are currently

being moved by road. This will involve

reopening about 500 railway stations to

start accepting all kinds of traffi c. Tell the

panel that these stations will have to be

linked by daily, guaranteed trains - whether

there is traffi c or not - to ensure predictable

service.

This may cost R2 billion a year up front

without any immediate return. Ask the

panel whether the government has the

political will to make that happen. Remind

them that both colonial and post-colonial

governments in Africa have not always been

kind to their railways – the colonials used

railways to benefi t the “mother country”

– a situation which still exists today but in

much more subtle form, usually involving

China – while their successors merely let

the railways fall into disuse and neglect.

Tell them that if you get the job, one of the

fi rst things you would push for is a daily

no-frills passenger train from Johannesburg

to Dar-es-Salaam. It would not only be

one of the great railway experiences in the

world, but would also be a great symbol of

African unity. But admit to them that it will

be a tough call, seeing that South Africa

cannot even organise a regular passenger

train to a single one of its neighbouring

states.

Still want the job? Got an MBA? CA?

Doctorate in Engineering? Maybe someone

with a Certifi cate in Theology could do a

better job because the techno/economic

approach has resulted in silo thinking and

a “rail versus road” mentality which is

taking us nowhere.

Oh, one last thing. If you get the job, try

travelling by train to work now and then -

not Gautrain or the Business Express - but

on something more basic. That will help

keep your feet on the ground.

Good luck with the interview. Good luck,

South Africa.

A basic knowledge of timekeeping is desirable.


HEADING FOR THE BIG TIME

Specialists in refurbishment, repair and upgrade of wagons and major supplier of new wagons to the heavy haul

coal and iron-ore fleets with tare ratios as high as 5:1, as well as wagons for cement, car carriers, intermodal

and fuel tankers.

WAGON BUSINESS


GM

515

_T

RE

Pre

ssli

nk

Gauteng MEC for Roads and Transport,

Ismail Vadi, recently announced the fares

applicable for the Gautrain once the full

system is operational, which is expected to

be on the 1 July 2011.

The determined fares are based on the

principle of affordability and are highly

competitive compared to other modes

of public transport. They are suffi ciently

price-attractive to create a substantial shift

from private car use to public transport in

the form of Gautrain.

For example, a person who buys a monthly

ticket for the trips between Hatfi eld

Station in Tshwane and Park Station in the

CBD of Johannesburg – the longest possible

trip on the system – will pay R39 per trip.

If he/she buys a weekly ticket the trip will

cost R43. For a single ticket, it will be R49

per trip. This compares favourably to the

cost of a single trip between Hatfi eld and

Johannesburg CBD for a 1600cc car, which

is R61-00. This is for fuel and tyres only

and excludes depreciation, maintenance

and parking costs.

It is expected that the majority of people

will buy monthly tickets and thus pay

R39 for the trip. As these will be regular

commuters, a 20% discount will apply

for monthly (44 trips) tickets and a 10%

discount for weekly (10 trips) tickets.

The Gautrain Feeder and Distribution

bus fare will be R6 per trip for a person

specifi cally making use of the Gautrain.

For other ordinary users of the Gautrain

buses, the fare will be R20 per trip. Parking

fees at stations will be R10 per day if the

Gautrain is used and R80 per day if the train

is not used.

The fare for a trip to the OR Tambo

International Airport, which is currently

R100 from Sandton and Marlboro, will

increase to R105 from these stations.

The fare will be R115 from the new

Johannesburg stations (Park, Rosebank

and Midrand) and R125 from the Tshwane

stations (Centurion, Pretoria and Hatfi eld).

Hatfiield 19.00 24.00 35.00 40.00 43.00 46.00 49.00 46.00

Pretoria 19.00 22.00 29.00 38.00 41.00 43.00 46.00 44.00

Centurion 24.00 22.00 24.00 29.00 36.00 38.00 40.00 38.00

Midrand 35.00 29.00 24.00 22.00 24.00 26.00 29.00 27.00

Marlboro 40.00 38.00 29.00 22.00 19.00 21.00 24.00 22.00

Sandton 43.00 41.00 36.00 24.00 19.00 19.00 21.00 25.00

Rosebank 46.00 43.00 38.00 26.00 21.00 19.00 19.00 27.00

Park 49.00 46.00 40.00 29.00 24.00 21.00 19.00 29.00

Rhodesfiield 46.00 44.00 38.00 27.00 22.00 25.00 27.00 29.00

Hatfiield Pretoria Centurion Midrand Marlboro Sandton Rosebank Park Rhodesfiield

Pay-As-You-Go These fares are applicable for single trips on buses and trains.NOTE: You must have at least R20 available on your Gold Card to tag in at any Fare Gate. Remember to add enough Pay-As-You-Go value for your parking and bus fares.

IF YOU ARE AN OCCASIONAL RAIL USER.

7 Day Pass The 7 Day Pass gives you 10 Single Trips between any two pre-chosen stations.

You must start using the Day Pass within 7 days of purchase.

The Pass will expire 7 days after the fiirst usage, even if you haven’t used all the available trips.

Unused trips are non-refundable. Remember to add enough Pay- As-You-Go value for your parking.

BUY A 7 DAY PASS IF YOU REGULARLY COMMUTE BETWEEN TWO STATIONS.

Hatfiield 172.00 214.00 316.00 364.00 390.00 412.00 439.00 417.00

Pretoria 172.00 194.00 261.00 341.00 367.00 387.00 414.00 392.00

Centurion 214.00 194.00 219.00 261.00 320.00 340.00 364.00 345.00

Midrand 316.00 261.00 219.00 195.00 218.00 236.00 257.00 240.00

Marlboro 364.00 341.00 261.00 195.00 175.00 193.00 215.00 197.00

Sandton 390.00 367.00 320.00 218.00 175.00 170.00 191.00 221.00

Rosebank 412.00 387.00 340.00 236.00 193.00 170.00 174.00 239.00

Park 439.00 414.00 364.00 257.00 215.00 191.00 174.00 260.00

Rhodesfiield 417.00 392.00 345.00 240.00 197.00 221.00 239.00 260.00

SAVE

10%on Pay-As-

You-Go±

35 Day Pass The 35 Day Pass gives you 44 single trips between any two pre-chosen stations.

You must start using the Pass within 7 days of purchase.

The Pass will expire 35 days after fiirst usage, even if you haven’t used all the available trips.

Unused trips are non-refundable. Remember to add enough Pay-As-You-Go value for your parking and bus fares.

BUY A 35 DAY PASS IF YOU REGULARLY COMMUTE BETWEEN TWO STATIONS.

Hatfiield 674.00 836.00 1,236.00 1,423.00 1,525.00 1,612.00 1,715.00 1,633.00

Pretoria 674.00 758.00 1,019.00 1,335.00 1,435.00 1,515.00 1,618.00 1,535.00

Centurion 836.00 758.00 857.00 1,022.00 1,253.00 1,331.00 1,425.00 1,350.00

Midrand 1,236.00 1,019.00 857.00 762.00 853.00 923.00 1,006.00 939.00

Marlboro 1,423.00 1,335.00 1,022.00 762.00 686.00 756.00 839.00 772.00

Sandton 1,525.00 1,435.00 1,253.00 853.00 686.00 665.00 749.00 863.00

Rosebank 1,612.00 1,515.00 1,331.00 923.00 756.00 665.00 679.00 933.00

Park 1,715.00 1,618.00 1,425.00 1,006.00 839.00 749.00 679.00 1,016.00

Rhodesfiield 1,633.00 1,535.00 1,350.00 939.00 772.00 863.00 933.00 1,016.00

SAVE

20%on Pay-As-

You-Go±

GAUTRAIN FARES TO PRETORIA


GAUTRAIN RAPID RAIL LINK

Gautrain Update

PLANNING trips around Johannesburg has

just become a whole lot easier with the

Gautrain Integrated Public Transport Map.

Launched on the 24th of May at the

Radisson Blu Hotel in Sandton. The

integrated map contains information

relating to all the forms of public transport

available such as; Metrorail, Metrobus and

Rea Vaya, with Gautrain as the backbone.

There are a variety of services on offer to

get you from A to B with the least amount of

hassle. For example “A-Z via Gautrain” will

provide you with door-to-door directions. It

page. Within 60 seconds, you will receive

an SMS containing a link. You can get your

location by following this link.

The fare calculator is an indication of

what the service will cost, factoring in

bus, parking and other selected criteria.

Passengers will also be able to get an idea

of costs based on single, weekly or monthly

pass.

For more information, or to start planning

your own trip, visit: http://routetogautrain.

afrigis.co.za/

shows users their closest Gautrain station

and automatically indicates the cost of a

single fare for the Gautrain journey that is

being planned.

Alternatively, there is an “address search”

feature. After entering the address into the

search box, you can either choose to fi nd

a route to or from a location, or establish

where the nearest public transport station

is.

“Locate me” incorporates cellular

triangulation. Simply enter your cellphone

number into the search box at the top of the

INTEGRATED PUBLIC TRANSPORT

www.gautrain.co.zawww.gautrain.mobi Call Centre: 0800 Gautrain

HATFIELD

PRETORIA

CENTURION

MIDRAND

RHODESFIELD

MARLBORO

SANDTON

ROSEBANK

PARK STATION

O.R. TAMBO

Gautrain Integration with other Public Transport Modes

LEGEND

North-South Commuter

East-West Commuter

Airport

PRASA / Metrorail

OPERATIONAL INTEGRATION NODES

Gautrain Stations

Gautrain Buses

Gautrain - Metrorail

Gautrain - Rea Vaya

Long Distance Taxi

Metered Taxi

Minibus Taxi

International Airport

CALL: 0800 4288 7246 | CLICK: www.gautrain.co.za | MOBI: gautrain.mobi

GAUTRAIN RAPID RAIL LINK

Department of TransportAccording to the Department of Transport’s

chief director: public transport, Jan-David

de Villiers, it is hoped to table a Green

Paper on rail policy by the end of June 2011.

“The department is determined and has

committed that, only through a proper

process of stakeholder engagement and

open debate, will the fi nal policy positions

be selected,” he says

The next step in the process will be the

development of a White Paper, engaging

in further, wider and more general

public stakeholder involvement, policy

Custodian of the forum Harry van Huysteen

comments: “Judging by the keen response

and the good attendance at the meeting,

the idea of concessioning features strongly

as a means to assist in the much-needed

restructuring of our rail network.”

The lack of long-term vision and a clear-

cut policy for rail and related transport

modes seems to be the reason, by general

consensus, for the government’s current

quandary about the rail transport sector.

Since 1993, several governments

in Africa have concessioned their

railway systems, often in tandem with

a rehabilitation programme funded by

international fi nancial institutions. A

number of rail concessions are currently

in place or under way, though many other

railways remain under the direct control

of state-owned enterprises. There are

also countries such as Liberia and

Mauritania whose railways are owned

outright by mining companies, ie these are

neither state-owned nor concessioned in

the usual sense.

Although the results of concessioning

have been mixed, many concessionaires

have succeeded in increasing traffi c

volumes. In general they have performed

more effi ciently than their state-owned

predecessors, and there has been little

evidence of monopolistic behaviour.

But relations with governments have

not always been happy, and it is clear

that many governments had unrealistic

expectations about the extent to which the

private sector could improve operations

and generate investment.

Due to low traffi c volumes and because

tariffs are constrained by competition

with road freight, few railways are able

to generate suffi cient revenue to fund

signifi cant track renewal. As a result,

concessionaires tend to fund day-to-day

maintenance only, plus some renewal of

rolling stock.

Finding fi nancing for asset renewal and

upgrades remains an open question for

most of the African rail network. If such

investment is not made, competition from

the road makes it very diffi cult for rail to

survive, except where large-scale mineral

traffi c is carried.

De Villiers Lists the Department’s Strategic Objectives as Follows:

• To ensure that rail supports economic growth and development.

• To arrest the further decline of the rail industry in South Africa.

• To establish a governance and institutional framework for

the management and operations of the rail network, ensuring

increased rail infrastructure investments, maintenance and

operations.

• To promote and support the application and continuous

development of appropriate technologies.

• To facilitate the movement from road to rail, to reduce road

congestion and improve transport effi ciency.

• To drastically increase the levels of performance of all rail

services.

• To ensure optimum utilisation of rail, by allowing demand for

both passenger and freight services to drive network growth as

part of an integrated transport system.

• To ensure accessibility of the service – providing for utilisation

by all sectors of the society, both poor and elite, rural and

urban, infi rm and able-bodied, large industries and small-scale

enterprises (the principle of social inclusion).

• To provide safe services for both users and non-users.

• To introduce competition in the rail sector with the purpose of

driving service delivery and effi ciency.

• To ensure rail developments in compliance with appropriate

land-use management systems and environmental protection.

“ Judging by the keen response and the good attendance at the meeting, the idea of concessioning features strongly as a means to assist in the much-needed restructuring of our rail network.”


CONCESSIONING

Concessioning in The SpotlightOnce again, concessioning as a form of rail restructuring has been mooted as a possible solution for some of South Africa’s rail transport woes – this time at a recent meeting hosted by the Transport Forum in Johannesburg.

PO Box 9375, Centurion0046, South Africa

105 Theuns St. , Hennopspark, Centurion, 0157, South Africa

Tel: +27 (0)12 653-4595Fax: +27 (0)12 653-6841www.vherail.co.za

Walt explained that Prasa currently considers concessioning

and PPPs as a last resort and does not consider these as policy

options at this stage.

Contracting through service specifi cation and performance and

monitoring by municipalities should be the fi rst step towards a

more appropriate regional regulatory regime. Prasa is however

open to sub-contracting and “partnershipping” of various elements

of the value chain (ticketing, maintenance, rolling stock, etc).

The agency supports and encourages a massive increase in

capital allocation by government – with capital grants earmarked

for recapitalisation of the existing system.

Prasa is also open to PPP’s for new “greenfi elds” rail projects

and new stand-alone rail extensions linking to the network like

the proposed Moloto and airport links projects and the Bridge

City rail extension development in Durban.

Transnet Freight RailIn a joint presentation, Transnet Freight Rail’s Albert Links,

executive manager branch line and network, and William

Mothibedi, senior manager strategy and long-term planning,

delivered TFR’s outlook with regard to concessioning.

Transnet’s objectives, Mothibedi says, are strictly aligned to those

of government and the company fully agrees that retention of

ownership of rail assets is not negotiable.

“Concessioning branch lines will, however, undoubtedly

accelerate economic development by stimulating investment in

rural areas, creating jobs, reducing logistics costs, supporting

local economic development and unlocking opportunities for the

mining and tourism sectors.”

development and discussions, setting out proposals for legislative

change and the possible introduction of new legislative provisions.

De Villiers concedes that the lack of clear policy direction allowed

the institutional framework to develop and respond to specifi c

policy challenges, rather than developing a holistic rail policy.

He notes that South Africa is listed as part of the emerging

economies cluster (together with Brazil, China, India and Russia),

indicating great potential for successful development of the rail

network in competition with other modes.

Queensland Rail, Brazil’s CVRD and Transnet Freight Rail (TFR)

are the only surviving narrow-gauge freight railways of

international commercial signifi cance, but, except for the two

intensely used lines (iron ore and coal), TFR’s other railways (as

well as those in the rest of Africa) are generally constrained and

unsustainable, he says.

International experience has shown there is no “perfect solution”,

de Villiers explains. Gradual reform greatly increases the likelihood

of success. Private sector involvement and independently regulated

competition appear to be potentially more important factors than

vertical separation by itself.

Looking at examples abroad, mixed models can work (eg

vertically integrated urban networks and vertically separated

regional/national networks) and competing vertically integrated

networks also appear to be successful, if network and other

factors allow this.

Prasa’s PositionRepresenting the Passenger Rail Agency of South Africa (Prasa),

executive manager: strategic asset management Dries van der

CONCESSIONING

Specialists in the manufacturing and refurbishing of all types of railway wheelsets for the Southern African

region, using the latest technology in wheel-profiling portal lathes and laser measuring equipment.

WHEEL BUSINESS


GM

517

_T

RE

Pre

ssli

nk

Major ObstacleOrganised labour is seen as a major potential obstacle to most

forms of rail commercialisation, including concessioning, and

all the presenters agreed that labour must be included in all

deliberations and handled with kid gloves. The response of labour

is, in fact, seen as a key factor whether or not meaningful and

effective concessioning will ever become a reality in South Africa.

Railways Africa applauds the efforts of the Transport Forum

to stimulate debate and increase awareness about such an

important issue. In the past, belligerent statements by trade

unions and fringe politicians have effectively stymied progress in

Think Coogar®

GM532_AP Presslink

this regard and it remains to be

seen if efforts to include effective

commercialisation in the rail

sector by introducing government

policy and legislation will have the

desired effect.

The Rift Valley Railways consortium holds a 25-year concession

to operate the state-owned lines of Kenya and Uganda.

be

ve

rail

ent

the

The Transport Forum meets monthly (attendance is

free) and is considered a valuable asset to the industry

for transport-related content provision and networking

(website: http://www.transportsig.com).

A comprehensive report issued by the Department of Transport in 1996, at which time concessioning of South African commuter rail services was being

seriously considered.


CONCESSIONING

SCAW METALSGROUP

SPECIALIST CASTINGS FOR THE RAILROAD INDUSTRYSPECIALIST CASTINGS FOR THE RAILROAD INDUSTRY

Tel: +27 11 842-9303 • Fax: +27 11 842-9710Website: www.scaw.co.za

The Scaw Metals Group (Scaw) is an international group, manufacturing a diverse range of steel products. Its principaloperations are located in South Africa, South America, Canada and Australia. Smaller operations are in Namibia,Zimbabwe and Zambia. Scaw’s specialist castings for the railroad industry include bogies used in freight cars,locomotives and passenger cars. Other products manufactured include:

Freight car castings:• Side Frames • Bolsters• Yokes • Cast steel monobloc wheels• Draw-gear components• Centre plates

Cast steel frames for locomotives:• Steerable locomotive frames• Mounting for electrical parking brakes and brakehangers• Traction motor end shields and suspension tubes in cast

steel, manufactured to customer requirements

Passenger car castings:• High speed, high stability radial axle bogies for motored

and unmotored passenger vehicles• Self steering bogies• Fully machined frames ready for assembly into bogies,

including the fitting of bushings and wear plates• Integrally cast brake hanger brackets and mounting

for auxiliary equipment

Scaw has produced castings for the railroad industry since 1921and is a technological leader in this field and has participated in thedevelopment of unique designs such as the cast adaptor sub-frameassembly used in the “Scheffel” radial axle truck.

Scaw manufactures castings under licence to various licensors, butis an open foundry with the capability to undertake work accordingto individual customer requirements. The company has producedthousands of sets of steel castings for freight cars for both the localand export markets. These include side frames and bolsters thathave been approved by the Association of American Railroads foruse on North American railroads.

Scaw supplies globally and also offers nationwide distributionin South Africa through its strategically located branchesthroughout the country.

Fabf

orm

Gra

phic

s cc

(011

) 622

-991

7

Your track maintenance ePhysical Address12 Laser Park Square34 Zeiss RoadLaser ParkHoneydewSouth Africa

Postal AddressPO Boxt 4431Honeydew2040South Africa

Tel: +27 11 794-2910Fax: +27 11 794-3560Email: [email protected]: www.yalejhb.co.za

quipment and machine specialist

Railways had the potential to rise to 21 million tonnes by 2030

from 3.7 million tonnes [carried] in 2007.

“This would enable the region to benefi t from the trading bloc

and a robust railway would be crucial in merging the EAC with

two other blocs - the Southern African Development Community

(SADC) and the Common Market for Eastern and Southern Africa

(Comesa).

“Whereas these plans can be implemented, the process of realising

them does not seem to be in place. For example; why are Uganda

and Kenya leasing the railway to Citadel Capital and Trans -

Century without involving Tanzania so that one manager can

operate the entire region’s railway system? One would expect all

interested parties to come up with concrete plans which can be

merged with the regional governments plans to upgrade, expand

and ensure the railway serves the common interest of the people

in the region.

“By Kenya and Uganda going their way and Tanzania looking out

for its own partner, signifi es that the East African Community is

not ready to work together as a bloc to achieve a common good.

These governments may need to borrow heavily to raise the much

needed $20 billion whereas a number of companies may come

in with their money or a good part of the required chunk so that

governments or the region as a bloc can top up thus saving it

from huge borrowing which comes with a lot of strings attached.

“If there is any service the region can utilise, it is the railway that

can bring it together and spur the economies of this poor region

to something to be proud of. It is in this light that the principal

players of the EAC (Kenya, Uganda and Tanzania) should carry out

a joint concession and have one operator or a group under a single

management to run the region’s railway.

“This time, care should be taken to ensure that the concessionaire

they choose has the money, the expertise and the ability to

upgrade, expand and effi ciently operate the railway in the region.

EAST AFRICAMANAGEMENT UNITY NEEDEDFrom East African Business Week (Kampala):

“Two related developments have taken place within the East

African Community in a space of two weeks, all related to

management of the railway system. First was the coming on stage

of Citadel Capital - the Egyptian equity fi rm which has bought

signifi cant shares in the troubled Rift Valley Railways (RVR), the

consortium which won the concession to run the Kenya-Uganda

railways in 2005.

“Citadel has since been joined by the Kenyan-based investment

company Trans-Century, which has agreed with Citadel to raise

$US250m to upgrade the aging Kenya- Uganda Railway.

“In Tanzania the government has revoked the concession that

was held by Indian company Rites and is looking out for another

company to take over its rail network.

“In both situations the three governments were disappointed that

promises by RVR in 2005 and Rites in 2007 were not honoured.

The companies had promised to refurbish the rail networks and

expand them including opening hitherto dormant tracks such as

the western and northern lines in Uganda.

[This is not correct. Uganda specifi cally excluded the western and

northern lines from the concession – Editor]

“The three countries which form the founder members of the

East African Community (EAC) continue to rely on expensive road

transport making movement of goods and people more expensive,

slow and increasing the attendant costs.

“The East African Community has announced a $US20 billion

master plan to upgrade the region’s railway system. It was noted

that traffi c on the existing network including Kenya and Uganda’s

Rift Valley Railways, Tanzania Railways and Tanzania-Zambia

ALGERIATRAM START-UP IN ALGIERSThe fi rst tramline in the city of Algiers started operating on 8

May. Built as a turnkey project by the Méditerrail consortium of

Alstom, Etrhb and Todini, in terms of a contract awarded by the

government-owned public transport company Enterprise du

Metro d’Alger (EMA) in 2006, the initial section with 13 stops was

handed over in December 2010.

The line is operated by Etablissement de transport urbain et

suburbain d’Alger (Etusa). The fl eet of 12 Alstom Citadis low-

fl oor trams are expected to carry up to 15,000 passengers every

weekday, running from 06.00 to 21.00. When two additional

sections are fi nished - Hussein Dey to Bab Ezzouar and Bordj El

Kiffan to Derana - route length will total 23km with 38 stops.

Alstom has supplied a fl eet of 41 vehicles with air-conditioning

and tinted windows. Each is 40 metres in length, with capacity for

up to 400 passengers. Information is broadcast in both French

and Arabic. Alstom is to maintain the equipment and rolling stock

for a decade. This will be done at a new joint-venture plant (EMA

and Ferrovial) in the north-eastern city of Annabam, where work is

to start in 2013.

Alstom also holds contracts for the construction of tramlines in

the Algerian cities of Oran and Constantine.

An Alstom Citadis low-fl oor tram in Istanbul, Turkey. Photo: Alstom.

AFRICA UPDATE


AFRICA UPDATEAFRICA UPDATE

Specialists in refurbishing, upgrading and comprehensive testing of traction motors and auxiliary electric

motors. All traction motors are expertly qualified and load-tested to full capacity on back-to-back motor

test facilities.

ROTATING MACHINE BUSINESS


GM

51

9_

TR

E P

ress

lin

k

This can only be achieved if the region

agrees to work together from the start. For

now it does not seem that we are heading

in the right direction, although it is not too

late to rethink our strategy.

“When well implemented this can be used as

a model to cooperate in other areas like oil

drilling and processing, managing elections,

exams, disasters and catastrophes and

even confl icts, to mention a few areas. This

is the way to go and it can take us to greater

heights.”

EAST AFRICA – LOOK TO TRANSNET!From East African Business Week (Kampala):

“As regional integration kicks into gear,

many ideas and projects are being mooted

that will make East Africa potentially one

of the best investment destinations in the

world. One of them is The East African

Community (EAC) railway network whose

master plan has been fi nalised and is set to

cost a total of $US900 billion.

“The money for the project is expected to

be drawn from development partners and

regional banks, among others. The network

will include development of a standard

gauge railway line between Kampala in

Uganda and Mombasa in Kenya, Dar es

Salaam to Kigali and Bujumbura. It will

connect local towns and the region’s

major cities, passing through agricultural,

mining, tourist and trade routes.

“When (and not if) the project is

implemented, it will boost trade, tourism,

transport, production, investment and

subsequently development in the region.

Working under the aegis of regional

integration this railway and infrastructure

development will certainly stimulate the

region’s competitiveness and exploit

economies of scale through massive

production for the region’s 120 million

people.

“The railway system in East Africa is as

old as colonialism but has since gone to

the dogs because of mismanagement,

corruption and government ineffi ciency.

It is believed (and hopefully so) that the

new system will be run professionally

using modern best practices and effi cient

world class systems. But certainly, it will be

affordable and will mainly help transform

the rural communities who cannot afford

the dear and inaccessible road and air

transport system.

“The region needs to study two classic

world railway systems which are very near

to us: the South African railway network

Transnet (previously known as Spoornet)

and the Indian railway system. Therein lies

a system tried on effi ciency and numbers.”

[We doubt that Prasa’s Montana, who

called Transnet all sorts of names in a spat

last year, would go along with rating it as

“classic. - Editor]

“ The railway system in East Africa is as old as colonialism but has since gone to the dogs because of mismanagement, corruption and government ineffi ciency.”

“Transnet (previously known as Spoornet) ….. Therein lies a system

tried on effi ciency and numbers.” Photo: Jacque Wepener.


AFRICA UPDATE

ERITREARAIL TOUR TO ERITREAThe seventh LCGB Overseas Study Tour

to Eritrea (in October 2011) has been

announced. This operator’s 2008/9 tours

were sold out, so early reservation is

recommended.

The proposed programme includes a

Littorina railcar trip to Ghinda from

Massawa and return behind steam (0-4-4-

0 Mallet). A simlar trip is planned for the

following day, using Steam Mallets from

Massawa in this case, with return by road.

The next day’s excursion is to begin by

road, going as far as Ghinda, then by steam

“Egypt’s railways are old,” writes Islam

Soliman, assistant editor of OnIslam.net

“Their tracks are laid on relatively soft,

muddy soil that does not allow for speedy

movement with heavy loads. A modern

railway system is needed to serve present

and future development requirements.”

Soliman continues: “Dr Farouk El-Baz, one

of Egypt’s most prominent scientifi c minds,

has proposed a project that might be the

answer to many challenges that Egypt faces.

Successive governments have rejected his

project dubbed ‘The development corridor

in the west of the Nile valley’ but with the

winds of change blowing in Egypt, now

might be the best time to implement it.

“The project’s proposed railway, parallel to a

proposed superhighway, would satisfy that

purpose. If deemed necessary, connecting

tracks could be established along some of

the east-west road branches in the future.

Thuti’s Community for Egyptian Studies

(TCES), an Egyptian cultural and scientifi c

non-governmental organisation, backs El-

Baz on his project. They believe it is based

on outstanding scientifi c studies.”

According to one TCES member, “This

project, if it is carried out, would solve 70%

of Egypt’s problems, including problems

of overpopulation in the Nile valley,

traffi c and unemployment by establishing

these new communities in a new healthy

environment”.

Dr Ismael Serag El-Din, president of the

Alexandrina Bibliotheca and a former vice-

president of the World Bank, says few

similar projects have proved successful in

other countries. “Many of those projects

end up in a very different way than what

was planned for them in the beginning,”

he says, citing failures, like a World

Bank-funded project in Brazil which was

abandoned after 20 years of on-and-off

work. The Eurotunnel, a 50km tunnel

running from England to France across the

English Channel, was another. Planners

originally estimated a total cost of £2 billion

pounds sterling, but the fi nal cost was

about $US 20 billion, a great deal more.

SAUDIARABIA

ASWAN DAM

JORDAN

ISR

AE

L

SUDAN

EGYPT

C AIRO

Abu Tarlour

El Kharga

Nag’Hammadi

El Korma

Isna

Aswan

Luxor

Oena

Sadd el Ali

Bur Sataga

Asyut

Beni Suef

El Wasta

Suez El Shatt

IsmailiaFerdan

RafahPort Said

EL’Alamein

To TobrukMersa Matru

h

SimilaSalum

Alexandria

El Faiyum

Railway outof use

Helwan

BahariaOasis

LIB

YA

N0 250 km

MEDITERR ANEAN

RE

D S

EA

EGYPTPROPOSAL FOR NILE RAIL CORRIDOR

train to Baresa and Nefasit, and on by road

to Asmara.

On the following day (Sunday) the party will

go to Ghinda by road, than back to Asmara

behind double-headed Mallets.

Monday involves another trip behind steam,

this time to Nefasit and return to Asmara.

There will be a shed visit in Asmara on the

Tuesday, with locos in steam.

A proposed pre-tour extension would

explore the remains of the old railway west

of Asmara. Road transport would cover the

route Asmara-Keren-Agordat.

Agordat

10050

kms

Keren

Baresa

ASSMARAEritrea Railway

MASSAWA

RED SEA

N

Tour participants must be current LCGB members.

Details and prices can be obtained from the LCGB website: http://www.lcgb.org.uk/

or by application to the organiser:Adrian K Palmer: [email protected]

Two modes of transport in Eritrea’s Massawa:

or is it a race? Photo: Richard Grönstedt.

44 Railways Africa April 2011

AFRICA UPDATE


Specialist producers of a range of cast products for the rail industry from locomotive, wagon and passenger

coach parts through to state-of-the-art permanent way components. We also serve the mining, automotive

and marine industries.

FOUNDRY BUSINESS


GM

52

1_

TR

E P

ress

lin

k

Guinea’s government is in the process of fi nalising a new mining

code. According to Conde, it aims to give the state an interest of at

least 33% in all the country’s mining projects -- up from the current

average of 15%.

KENYARIFT VALLEY INVESTMENTAccording to East African press reports, TransCentury has

announced plans to invest $US300 million into Rift Valley

Railways (RVR), in which it holds a 34% interest, over the next

fi ve years. The money – to be raised through debt and shareholder

contributions – is to be used to rehabilitate 100 locomotives

and the 3,500-strong freight wagon fl eet, as well as track

infrastructure between Kenya’s Mombasa and Kampala in Uganda.

Institutions fi nancing the RVR concession include the World

Bank’s lending arm IFC, the African Development Bank and

German development bank Kfw.

KENYA: RVR TICKETS GO ELECTRONICFrom 1 May, Rift Valley Railways (RVR) began introducing electronic

ticketing on all passenger train services, including Nairobi

commuter routes. Passenger service general manager James Siele

says the new system will be rolled out in phases; that in Nairobi is

on a pilot basis. Ticket selling on board trains is being discontinued.

RVR plans to issue prepaid travel cards. Registration for these

began on 18 April.

MALAWIORE LINE VIA MALAWI AGREEDThe Malawian government and the Brazilian mining company Vale

have signed a memorandum of understanding on the construction

GUINEAGUINEA CANCELS VALE AGREEMENT Newly appointed Guinea president Alpha Conde has cancelled

the railway upgrade agreement with Brazilian mining company

Vale, planning instead to open the contract to competitive bids.

Vale, which holds an interest in the giant Simandou iron ore

deposit in Guinea’s south, had offered to pay $US1 billion to

rebuild the existing run-down 640km railway connecting the

interior city of Kankan to the coastal capital Conakry.

Vale, which declined immediate comment, signed a $2.5 billion joint

venture agreement with the company BSGR, giving it a 51% stake in

two blocks of the Simandou deposit -- the rights to which are being

contested by Australian miner Rio Tinto in continuing talks.

Ministry offi cial Guillaume Curtis was quoted saying. “We are

going to review all of these joint ventures that were signed at the

expense of the Guinean state”.

SangarediTanene

Boke

KamsarFria

Dubreka

Kindia

Mamou

Tougue

DabolaKouroussa

Kankan

Conakry

GUINEA

MALI

SIERRA LEONE

SENEGAL

GUINEA BISSAU

ATLANTIC

OCEAN

0 30 60 90 120km

N

Guinea’s existing railway from Conakry to Kankan. Simandou is off the

map to the south-east, situated east of Liberia (which lies south of Sierra

Leone).

GM

531_AP Presslink

“ You focus on your business, we will focus on your gas supply”


AFRICA UPDATE

New Tubular Modular Track installation at Kwa Mashu Station, Durban.

The first of its kind in South Africa on 1070mm platform to rail height.

World Class track meeting World Class Safety Standards.

Step offnot down.

Tel: +27 12 803 4201 Fax: +27 12 803 5192 Email: [email protected] www.tubulartrack.co.za

In the stations of Semecuesa and Berundi,

55km north of Beira, misaligned rails

were noted, with humps in the track

due to uneven ballasting. CFM director

of communications Antonio Lebombo

explained that “the problem of a lack of

drainage means there is no guarantee that

the route will be secure and passable in

times of heavy rain. The absence of clean

ballast in the correct amount can stop

rainwater from seeping through. Given the

large volume of coal to be transported,

these factors could create serious

operational problems”.

Of the stations situated between Beira

and Sena, only Muaza and Ihamitanga have

been fi nished. In the opinion of Lebombo,

this - along with other shortcomings –

demonstrates that the Sena line is not fi t

for traffi c.

According to CFM chairman Rosario

Mualeia, his experience of working with

Ricon over the last six years led him to

doubt that rebuilding of the Sena line

would be completed in the time stipulated.

He recommended that the responsibility

should be taken over by CFM. Ricon

originally undertook to deliver the Sena

line, fully rehabilitated, by September

2009. When the line was still not ready

by December 2010, the government set in

motion procedures to cancel the contract.

Ricon then promised to fi nish all major

work on the line by 31 January 2010, but

the government issued notifi cation on

24 December that it intends to terminate

the lease.

The contract included reconstruction of 17

railway stations, as well as building and/

or refurbishment of houses for operational

staff. This work has been concluded at

only two stations. In Caia, for example,

construction work on the new station

building began in August 2010, but up to

February 2011, only the foundations had

been laid.

“My greatest sadness at the end of the

visit is at not having seen a single kilometre

of line in a condition that meets the

standards set out in the contract,” Rosário

Mualeia says.

CFM TREBLES PROFITCaminhos de ferro do Moçambique (CFM

– the state railway & harbours) last year

almost tripled its profi ts compared with

2009. CFM chairman Rosario Mualeia

says pre-tax profi ts in 2010 amounted to

some $US48 million (1.49 billion meticais

compared with 553 million in 2009).

of a new 100km railway. This is to run from a point on the Sena line east of the Moatize

coalfi elds in Mozambique to Blantyre in Malawi, to provide a through route to the northern

Mozambiquan port of Nacala.

The new link is needed because the Sena line to the port of Beira will be unable to handle the

vast amount of export traffi c planned by Vale and other mining companies. Nacala has the

advantage of a natural deep water harbour which, unlike Beira or Maputo, does not require

dredging. Ships of any size can dock at Nacala, which lies about 900km from the mines.

SENA LINE NOT FINISHEDContradicting earlier reports saying the Sena line was ready to start operating, Caminhos de

ferro do Moçambique (CFM – the state railway & harbours) has distinctly different views on

the situation.

In 2004, the Indian consortium of Rites and Ircon (Ricon) won an international tender to

manage the Beira rail system, which comprises both the Machipanda line from Beira to

Zimbabwe, and the Sena line from Beira to Moatize. The Beira Railroad Company, Caminhos

de ferro do Beira (CCFB), was created. Ricon is the major shareholder with 51%. The major

responsibility of Ricon was to rehabilitate the 575km Sena line, totally out of action since

the start of the civil war.

In early February 2011, CFM invited journalists on an inspection of the Sena line. They

were shown building work at stations that had not been completed, as well as problems

including poor drainage. Sections of track were seen that lacked ballast. Equipment generally

appeared “in a very poor state”, according to the newspaper O Pais.

ZIMBABWE

SOUTHAFRICA

SWAZILAND

MOZAMBIQUEMALA

WI

ZAMBIA

Beira

Dondo

150 300 450

Km

Inhamitanga

Manica

Mutare

To Harare

To Bulawayo

To Johannesburg

Inhambane

Inharrime

Xai - Xai

Ungub

ana

Mo

amb

a

Ressano Garcia

Boane

Goba

Manhica

Xinavane

MAPUTO

ManjacazeChicome

Marao

Ch

okw

e

Caia

Vila de Sena

Marromeu

Mocuba

Nacala

Pemba

Monapo

LumboNampula

Cuamba

Entre LagosNkaya

Moatize

Chiromo

Blantyre

Tete

Lichinga

Lilongwe

Chipata

Quelimane

Indian Ocean

Cabora Bassa Dam

Zambesi River

TANZANIA

Lake

Ma

law

i


AFRICA UPDATE

LAGOS LIGHT RAILThe new light rail mass transit (LRMT)

system in Lagos, Nigeria’s commercial

capital, is aimed at alleviating chronic

traffi c problems in a city with over 18

million inhabitants. By 2015, the population

is projected to reach about 25 million,

a fi gure that will make it the third largest

mega-city in the world.

The Lagos Metropolitan Area Transport

Authority (Lamata) has developed a network

of seven light rail lines, two to be developed

as a matter of priority. The Blue line will

run 27km from Okokomaiko to Marina,

one of the most densely travelled corridors

in Lagos. The rail infrastructure is being

developed in conjunction with the Badagry

Expressway project, a proposed toll road

running from Lagos to Badagry. The Red

line will run from Agbado to Marina with a

link to the domestic and international wings

of the Murtala Muhammed Airport in Ikeja.

According to Lamata, the LRMT is to be

implemented as a joint public-private

partnership (PPP). The infrastructure would

be provided under a design/build contract

and the actual railway operations funded

and managed by the private sector under

a concession agreement. It was reported

during March that work has started on the

Blue line.

ABUJA LIGHT RAIL STALLEDThe China Civil Engineering Construction

Company says about N357.6 billion is

required this year for the multi-billion naira

Abuja light rail mass transit project, which

is expected to be complete by 2013. Project

manager Chang Weijin says lack of funds is

slowing down the project. “Since February

2010, this project has had no budget. The

Federal Capital Territory Administration

(FCTA) owes the company about $US145

million. We also have the issue of affected

embassy properties, including the European

Union and United Nation embassies,

and the Nigerian National Petroleum

Corporation mega station”, Weijin explains.

Transport secretariat deputy director Alex

Ezumah, quoted by The Nation, says the

FCTA is thinking of partnering the private

sector on the project.

RWANDANO MONEY TO REBUILD LINE FROM DARAccording to Tanzanian President Jakaya

Kikwete, quoted in the press, “fi nancing for

the proposed new railway to Rwanda and

Burundi from Isaka in Tanzania is available”,

but it is a “struggle” fi nding money for

rebuilding Tanzania’s existing metre-gauge

Central Line from Isaka to Dar-es-Salaam.

This was mainly the result of a 79% increase in rail traffi c revenue, a 57% increase in port

handling revenue, and a 55% increase in income from the leasing of rail lines and port

terminals to private sector-led consortia.

On the railways, CFM transported 5.3 million tonnes of goods compared with 4.6 million

tonnes in 2009 – a rise of 15%. Most of this was moved in the southern rail system,

particularly along the Ressano Garcia line from Maputo to South Africa. Here there was a

slight decline in goods traffi c, from 2.68 million tonnes in 2009 to 2.64 million in 2010 (a

fall of 1.5%). Freight traffi c on the Goba line to Swaziland increased 21.7% from 576,900

to 701,900 tonnes, and on the Limpopo line to Zimbabwe it rose 27.4%, from 504,100 to

642,400 tonnes.

Goods traffi c on the Beira rail system increased by 87.6% - from 553,800 tonnes to slightly

more than a million. However, freight carried on the northern line from Nacala to Malawi

declined from 296,400 to 272,400 tonnes.

CFM rail passenger fi gures improved by 41.6%, from 2.6 million passengers carried in 2009

to 3.7 million in 2010.

NIGERIANIGERIA’S ABUJA-KADUNA RAIL PROJECT The building of Nigeria’s new Abuja-Kaduna railway, to be undertaken by the China Civil and

Engineering Construction Company (CCECC) has begun.

It will be recalled that former President Olusegun Obasanjo awarded a $8.3 billion contract

for the construction of a Lagos-Kano standard gauge rail system to CCECC in 2006, but

that this was aborted due to problems with fi nancing. The project has been rescoped in six

stand-alone segments.

In December 2010, the Nigerian government negotiated a loan of $500 million from the

Chinese government at an interest rate of under 3%, repayable in 15 years. Work is to

begin with the Abuja -Kaduna line, to be followed by the Lagos-Ibadan route, Leadership

(published in Abuja) reports. The paper quoted deputy director (press and public relations)

in the ministry of transport Kinsley Agha announcing “an offi cial ground-breaking ceremony

of the three-year, standard gauge (single track) project at Rigasa in Kaduna on 10 February.”

Nigerian President Goodluck Jonathan was to do the honours.

[The statement that the new line is to be standard gauge is improbable. We do not doubt the

Leadership story, but they were quoting the ministry of transport, which may have got it wrong

– Editor]

AFRICA UPDATE


cargo, save on transportation time and thereby reduce costs

of doing business, and boost Dar es Salaam port as the major

gateway for exports and imports. With a successful rail link to Kigali

and Bujumbura, the planned line [can be extended] to Masaka and

Kampala (Uganda), the Central African Republic, Gabon, Congo

Brazzaville, Cameroon and Nigeria.

“What is now needed is for the EAC Secretariat and the EAC

member states to move with speed to mobilise funds to construct

the infrastructure when the mood is right.”

[Like the man said, all that is needed now is money. But we wonder

if he realises how far it is to Nigeria and what several thousand

kilometres of new railway might cost. – Editor]

PPP FOR DAR-RWANDA Tanzania President Jakaya Kikwete says Burundi, Rwanda and

Tanzania are ready to partner with private companies to fund

construction of the Dar es Salaam-Isaka-Kigali/Keza-Gitega-

Musongati railway, currently estimated to cost between $US3.54

and 5.1 billion. “We are ready to do this on the basis of Build

Operate and Transfer (BOT) or joint ventures in ownership and

management,” Kikwete told an investors’ conference in Dar es

Salaam.

He said Burundi, Rwanda and Tanzania had embraced Public

Private Partnership (PPP) principles in business and investment

and had in place both policies and legislation for PPP. “So, there

is a conducive environment for a Public Private Partnership,” he

explained.

Kikwete noted that the fi rst option for the Dar es Salaam-Isaka

section in Tanzania is to upgrade the existing line to dual gauge,

and the second to convert to standard gauge. The third option is

to construct a new parallel standard gauge line via the planned

Bagamoyo Port. The three countries involved in the project are

poor, he pointed out, and not able to fund the heavy construction

costs – hence the need to solicit funds from other sources.

Transport minister Omary Nundu said phase I of the project,

which involved a feasibility study, was conducted and completed

by DB International of Germany in December 2008. “According to

the feasibility study, the project is fi nancially viable, though in the

fi rst four years it will require additional borrowing,” he explained.

TANZANIA’S TANGA-MUSOMA PROJECT – COSTSThe proposed new transport corridor from the port of Tanga

to Musoma on Lake Victoria has been costed provisionally at

$US2.7 billion. Of this, $1.9 billion will account for about 800km of

railway (rebuilding the existing Tanga-Arusha line as well as about

the same length of additional new construction), $695.5 million

for a deepwater harbour at Tanga’s Mwambani Bay and $72.6

million for the development of the Musoma docks. From Musoma,

inbound freight would continue by lake ferry to Port Bell in Uganda.

Tanzania transport minister Omar Nundu says the project’s

Uganda-Tanzania partnership plan includes rehabilitation and

upgrading of the Port Bell pier, as well as construction of a new

inland port at Kampala in Uganda.

According to Nundu, the plan envisages Tanga and Musoma being

dedicated to handling cargo destined for Uganda and Southern

Sudan. From Port Bell, an existing railway runs some 735km via

Tororo northwards and then west to Pakwach on the Nile. From

TANZANIAEAST AFRICA’S RAIL PLANS: ALL NEEDED NOW IS MONEYFrom East African Business Week (Kampala):

“Recently East Africans have been told of the determined resolve

by the East African Community to build a new railway line that

would inter-connect Tanzania, Rwanda and Burundi. The EAC

Secretariat and individual countries have spoken out loudly and

positively about it, thus raising the desire of its citizenry that an

important people’s infrastructure would be built sooner than later

to ease transportation, boost trade and commerce and enhance

the people’s welfare.

“One evident thing is that there is political goodwill across the

region. What remains is to hasten the modalities of fi nding the

necessary funds to construct it as soon as possible for the 126

million East Africans to benefi t from the infrastructure.

“Tanzania minister for infrastructure Dr Shukuru Kawambwa told

the National Assembly sitting in Dodoma about the resolve to

build a new, wide gauge railway line from Dar es Salaam to Kigali

and Bujumbura. He said preliminary feasibility studies had been

conducted, and what was being awaited was to go the next step of

looking for funds by engaging a private and public partnership (PPP)

to undertake the multi-billion dollar project.

“The minister told the National Assembly that the new inter-

regional railway would involve building a new wide gauge railway

(1,435mm) to run parallel to the century-old small gauge (1,000mm)

Tanzania Railways from Dar es Salaam to Isaka, and then link it to

the new international standard width track from Isaka to Kigali and

onward to Keza-Gitega in Burundi.

“Minister Kawambwa said the new rolling stock would be larger,

carry heavier loads and passengers and go faster.

“Unlike the ancient small gauge TRL line that moves at 35km per

hour, the planned trains will travel at 120km per hour. It will be

serviced by double-deck passenger couches.

“The new rail project, if well implemented, is a win-win proposition

for all because it will carry more domestic and inter-regional

Bujumbura

TangaMuheza

KilosaManyoni

SingidaKaliua

Mpanda

Moshi


AFRICA UPDATE

clearing and forwarding (CF) to effect savings of more than

$US70, 000 in annual expenses on CF agency fees. The railway

will now be fully responsible for clearance of all Tazara imports. It

is anticipated that by 2012, the CF unit would extend its services

to the railway’s external import and export clients.

Tazara is to enhance its effi ciency by offering a complete logistics

package, including the arranging of customs clearance, providing

wagons, loading cargo and transporting it to any destination in

the region.

ZAMBIAZAMBIAN LINK TO BENGUELA LINEThe African Development Bank (AfDB) is to consider funding

rail improvements to reconnect Zambia to the Port of Lobito in

Angola. This would facilitate regional and international trade

especially for bulk cargo such as copper whose production is

projected to rise to more than a million tonnes by 2015. For many

decades during the twentieth century an important route to and

from Zambia and what is now the Democratic Republic of Congo

(DRC), the railway has been out of use for a long time. Rehabilitation

of the line on the Angolan side of the border is currently

approaching completion.

ZIMBABWERAIL REGULATOR FOR NRZZimbabwe transport, communications and infrastructure

development minister Nicholas Goche told an investor conference

recently that the rail transport industry would soon be

“liberalised.” Operations of the National Railways of Zimbabwe

Gulu, about 100km east of Pakwach, a new line of roughly 250km

would have to be constructed to Juba, and a further 550km from

there to reach the Wåw railhead in Southern Sudan.

Tanzanian President Jakaya Kikwete envisages the proposed

new railway linking eventually with the port of Kisangani in the

Democratic Republic of Congo.

[Kisangani, well over 1,000km to the west from the western shore

of Lake Victoria, functions as a port by virtue of its location on the

Congo River. – Editor]

TAZARAIN-HOUSE CLEARING AT TAZARAThe Tanzania Zambia Revenue Authority (TRA) has agreed to the

Tanzania-Zambia Railway Authority (Tazara) reviving in-house

Chingola

Lumbo

DODOMA

Copperbelt

Lake Tanganyika

Lake

Mal

awi

Cabora BassaZambezi RiverKafue River


quoted by the Gazette, with $59.9 million

needed to remove speed restrictions, $284

million to rehabilitate tracks, $23.3 million

to re-electrify the Dabuka-Harare section

and $83.9 million to purchase signalling

and telecommunications equipment.

(NRZ) are to be refocused with new

regulatory bodies and private players.

“The NRZ is both operator and regulator.

My ministry will separate the operations

of the company from that of the regulator.

We need a regulator to ensure a level

playing fi eld for all companies who want to

participate in the rail transport system,” the

minister explained.

NRZ TARGETS 6MTAThe National Railways of Zimbabwe (NRZ)

says freight tonnage carried is expected

to rise by 58% to 6.4 million tonnes this

year, driven by growth in industrial output

and new business anticipated following

resurgence in the mining and petroleum

industries. Passenger train patronage is

forecast to increase to 2.5 million (2.2

million in 2010).

According to offi cial statistics made

available to the Financial Gazette, NRZ

“failed to move 0.6 million tonnes out of

4.3mt booked in 2010”. At least $US750

million is required to rebuild the NRZ,

according to ministry of fi nance statistics

IS SHUNTING AND TRACK SWITCHING A PROBLEM?Surtees Railways Supplies, has the solutionTrackmobile Railcar, bi-model, road and rail movers have all the required

safety features to conform to your Railway Safety needs:

>> Up to 19250 kg tractive effort

>> Tier 3 electronic diesel engine

>> Hydraulic rail & road brakes

>> Vacuum train brake controls

>> 16 CFM engine drive train air brakes - optional to 100 CFM

>> Power steering / Automatic 4 speed transmission

>> Air operated coupler release

>> Fully enclosed cab with controls integrated into the driver’s seat

>> Excellent entry level costs with low operational costs

SURTEES RAIL GROUP - HEAD OFFICEP.O Box 40178, Cleveland, 2022, Republic of South Africa

93 Whitworth Road, Heriotdale, Johannesburg, Gauteng, Republic of South Africa

Tel: +27 11 626-3516 Fax: +27 11 626-1171/28 [email protected]

www.surtees.co.za

SERVICING THE RAILROAD INDUSTRY IN SOUTHERN AFRICA

CD46

4_SU

RTEE

S_Pr

essl

ink

NRZ class DE6 diesel-electric loco (GE U20C). Photo: G Churcher.

AFRICA UPDATE

We offer proven rail products with strong after sales service and support in the key markets of:

Our locally manufactured and assembled product offerings are further enhanced by reliably engineered

products supplied through strategic alliances with leading international and locally based Original G

M59

2_Pr

essl

ink

RAILWAY HERITAGE


Preservation is A Preservation is A Vital Part of The Picture Vital Part of The Picture

By John BatwellBy John Batwell

Atlantic Rail, Cape TownThis group has expressed interest in caretaking the one-off class

26 4-8-4 no 3450, Red Devil. Whether the Transnet Heritage

Foundation will buy into the envisaged arrangement remains

to be seen. This year sees the 30th anniversary of this former

class 25NC entering service in rebuilt form at Salt River, marking

David Wardale’s ground-breaking contribution to modern steam

technology. In comparative dynamometer tests, standard class

25NC no 3428 produced 3,037ihp at 75km/h; and the modifi ed

no 3450, a remarkable 4,492ihp.

Meanwhile, Atlantic Rail has seen very pleasing loadings on its

passenger trains to Simon’s Town behind North British-built

class 24 2-8-4 no 3655. The operators enjoy a good working

relationship with management of the local Metrorail system, over

whose lines they run. Elsewhere in South Africa, clubs dependent

on Metrorail and/or TFR goodwill have been less fortunate.

Sandstone’s Garratt extravaganzaOn 10 April, Sandstone succeeded in steaming four Garratts

together on a 35-wagon train. The loco drivers came from

Australia, Britain, and South Africa. In fact, without overseas

drivers the event would not have been possible. The three class

NGG16s and one class NGG13 represented four manufacturers -

Cockerill, Henschel, Hunslet and Beyer Peacock. The achievement

was probably a record in the fi eld of railway preservation.

Reefsteamers, GermistonThe commissioning of a new boiler for the magnifi cent 60t

Cowans Sheldon crane - owned by Sandstone Heritage Trust - is

under way in the 15M workshop. With the cooperation of Reclam,

the crane together with many spares was rescued from cutting up

for scrap and brought to Reefsteamers for safe storage.

Friends of The Rail (FoTR), PretoriaFoTR’s 17 March train to Cullinan arrived there almost four hours

late, due to operating shortcomings on the main-line. Passengers

enjoyed little time in the diamond town (normally there is a four-

hour layover), a planned TV shoot had to be abandoned and

lunch bookings were turned upside down. The resultant poor

publicity was the last thing the club needed in terms of marketing

its operations during the rest of 2011.

Over the last weekend in February, FoTR’s class 19D no 2650

fetched one of two GMAM Garratts dumped at Reefsteamers’

Germiston depot, for safe-keeping at Hermanstad. In blue and

black REGM livery, no 4135 belongs to Ian Welch of the Mainline

Steam Trust in New Zealand. FoTR has removed and stored all

brass fi ttings. In the course of the return run from Germiston,

the opportunity was taken to bring back a replacement cab and

smoke-defl ector plates for class 15F no 3117, damaged in the

derailment near Cullinan on 30 June 2010, following sleeper theft.

The second class GMAM, no 4148, previously reported in this

column as set for relocating, has since been cut up.

Class GMAM Garratt no 4148 undergoing

cutting at Germiston. Photo: D Knott.

Dübs class A tank no 196 being loaded at Richards Bay harbour.

Photo: Ken Livermore.

Umgeni Steam Railway, KwaZulu-NatalA “sundowner” return run between Kloof and

Inchanga - similar to the successful concept

followed by Friends of The Rail in Gauteng - has

been introduced. During 2011, major work is to

be undertaken on both 3BR no 1486 and 19D

4-8-2 no 2685, as well as on a number of coaches.

At the beginning of April, class A Dübs tank

locomotive no 196 was loaded at Richards Bay

harbour for relocation to Britain. In readiness

for its arrival, North British preservation group

members have made good progress at the Mizens

Railway near Woking, clearing the ground for

laying 1,067mm gauge track.

Specialists and leading supplier of maintenance, repair, upgrade and manufacturing services in Southern Africa

for AC, DC and diesel-electric units.

LOCOMOTIVE BUSINESS


GM

51

4_

TR

E P

ress

lin

k

FOLLOW US AT@railwaysafrica

Khami - in summer sunshine - while no 395 moved the veteran

van to the other end of the train.

On the return - as there is no turning facility at Khami – the Garratt

worked in reverse. After arrival at Bulawayo station at 18:30, the

train was shunted into the railway museum in Raylton, for dinner

in the main hall.

Steamnet 2000 prepares Garratt for NZIn March, former National Railways of Zimbabwe (NRZ) 4-6-4

+ 4-6-4 class 15 Garratt no 398 was prepared for relocation to

New Zealand. Originally Beyer Peacock Works no 7340/1950,

the loco was refurbished by Zeco in Bulawayo in the 1980s. The

owners - Steam Incorporated, represented by Russell Gibbard -

tasked preservation group Steamnet 2000 with dismantling and

on-site preparatory work prior to shipping. Mike Du Plooy

Consultants were appointed to manage the loading and all

aspects of the move throughout - from Beaconsfi eld depot (in

Kimberley where Steamnet 2000 is based) to Paekakariki in North

Island. The loco duly sailed from Durban, its expected arrival

date in Wellington being circa 16 May.

Valentine’s Day steam specialOn 13 February, the National Railways of Zimbabwe (NRZ) ran a

successful outing to Khami on the Plumtree section, to mark

Valentine’s Day. The train left Bulawayo station at 16:00, behind

class 15 no 395.

Class 15 no 416 and class 16A no 611 were in steam on standby.

The consist was twin diner nos 666/667 Zambezi (just ex-shops),

museum 1st class coach no 1045; museum diner no 646 Kariba;

diner no 660 and museum guard’s van no 2602. The train made

a pretty, yesteryear picture with all stock in old Rhodesia

Railways’ livery. The 60-plus passengers enjoyed afternoon tea,

coffee or other refreshments from the bar. Most detrained at

National Railways of Zimbabwe class 15 Garratt no 395 at Khami with the

Valentine’s Day special. Photo: C Rickwood.

RAILWAY HERITAGE

The moment of trust. From the efficient transport of its freight to the safe arrival of their loved ones, South Africa trusts the railroads. And the railroads put trust in Timken.

Since 1932 Timken has played an integral role in the development of the

South African railroad industry, delivering more than 900,000 locally made

bearings for the most challenging environments and applications—from

locomotives to rolling stock, freight to passenger service, trams to high-speed

rail. With innovations ranging from the nation’s first Mobile Rail Service (MRS)

units to the first Black Economically Empowered (BEE) agreement in the

bearing industry, Timken is where South Africa turns for quality products,

service and business leadership—today and tomorrow. Visit Timken.com/rail

or call +27 11 741-3800 for more information.

© 2010 The Timken CompanyTimken® and Where You Turn® are registered trademarks of The Timken Company.www.timken.com

Specialist supplier of repair, refurbishing, upgrade and manufacturing services for suburban electric train sets

and mainline coaches.

COACH BUSINESS


GM

51

6_

TR

E P

ress

lin

k

Documents

Railways Africa April 2011