Railways Africa Issue 5 2011

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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

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

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Thoughts about “separating” Transnet

functions were in the news recently. The

thinking isn’t new, but the people currently

putting forward these ideas are concerned

that the need to do something meaningful

is steadily becoming more pressing.

In a nutshell, according to Business Day:

“poor service levels and declining usage

have become a self-reinforcing cycle.”

High-level resolutions to move freight off

the roads and back to rail, noble though

they are, become more diffi cult to achieve

by the day. Transnet doesn’t have the

capacity to carry more goods. It has new

electric locomotives certainly, but they’re

confi ned largely to the ore and coal lines.

The handful of new diesels doesn’t help

much, not when two-decades’ worth of

backlogs are taken into account. Until 2011,

no main-line diesels had been acquired for

close on thirty years and many older units

have been written off.

The passenger situation is dismal. Intercity

services are little more than skeletal, due

– Prasa explains - to a critical shortage of

motive power and coaches.

Metrorail’s position is tragic. Much of its

commuter fl eet is thirty years old - and more

- and of that, over a quarter is unusable and

out of use. There hasn’t been a single new

coach in twenty years. These unhappy facts

come not from imaginative newspaper

reporting but from the horse’s mouth, if

Lucky Montana will forgive the expression.

The thing to worry about is this: the same

story was in the news twelve years ago. The

only difference is that matters have got a

great deal worse.

Big fi gures are promised currently for new

rail investment - in locomotives, rolling

stock, signalling and other essentials. It’s

great news – but much of what is to come

will be taken up working off that formidable

backlog - so don’t expect visible impact any

time soon.

There’s an old saying that you can’t solve

problems by simply throwing money at

them – and in any case, Transnet concedes

there isn’t going to be nearly enough in

government sources to meet every need. So

one of the thoughts we’re hearing envisages

infrastructure staying with government but

operations being subcontracted to private

initiative.

The argument may make sense, but I

don’t see this happening. Ten years ago,

Spoornet spent millions on high-powered

international consultants who predictably

recommended private sector involvement

in the railway. Equally predictably, tooth-

and-nail trade union opposition put paid to

any implementation.

So where does this take us? For one thing,

there’s little point proposing things the

unions are going to veto. And nobody –

in Africa at any rate - cares to know that

the world’s most effi cient railways are in

America and run by private enterprise.

Nor that in Britain, initial hiccups following

privatisation of passenger operations have

given way to boom conditions, record

patronage and diffi culty in meeting growing

demand. As for this concept of state-owned

tracks run by private endeavour – it’s

been tried in Africa in recent times (Kenya

and Sénégal spring to mind), without

conspicuous success. There’re reasons

for this obviously, but nothing to suggest

that similarly unhappy results wouldn’t be

experienced here.

So we need other ideas, and we’d better

fi nd something soon.

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.

3July 2011 Railways Africa www.railwaysafrica.com

BARBARA SHEATPublisher / Railways Africa

PUBLISHERBarbara Sheat

EDITOR Rollo Dickson

DESIGN & LAYOUTGrazia Muto

ADVERTISINGKim Bevan

SUBSCRIPTIONS Kim Bevan

CONTRIBUTORSAnton van Schalkwyk

Dave van der Meulen

Eugene Armer

Geoff Cooke

John Batwell

Leon Zaayman

Roderick Smith

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

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4 Railways Africa July 2011 www.railwaysafrica.com

ContentsContents

TRANSNET FREIGHT RAIL The TFR National Command Centre Transnet Freight Rail’s trail-blazing African showpiece 6

PLASSERIAL The History of Tamping Machines 10

Features 20

Africa’s Turn 20

Industry Comment

TRANSNET FREIGHT RAILThe TFR National Command CentreTransnet Freight Rail’s Trail-blazing African Showpiece

Forty or so years back, one would have

expected to see Transnet Freight Rail’s

(TFR) semi-circular-shaped, multi-terraced,

24/7 operational control centre on a

black-and-white, visionary television

episode of Star Trek!

6

RAILWAYS AFRICA / CONTENTS

End of the LineInformation on Accident Sought 46

Not Much to Work On .... But How About This 46

ReviewZimbabwe Steam Journey 42

34

46

28

44

Trains to Menongue by December 26

RVR Performance Improves 30

Used Toronto Subway Cars for Lagos 34

Sudan-Chad Line Mooted 36

Africa Update

SANRASM Krugersdorp 44

Rovos Rail, Pretoria 44

Atlantic Rail, Cape Town 45

Welcome Home Ceremony for Dübs A Tank 45

Railway Heritage


Each “corridor team” of designated personnel is responsible for:

• Service planning

• An Integrated train plan

• A monitoring and deviation plan

• The provision of appropriate types of motive

power and rolling stock

• Locomotive distribution

• Availability of infrastructure

• Customer care

• Security on the ground

Based on CEO Siyabonga Gama’s visit to the United States last

decade, the R90m NCC, launched on 4 August 2008, is based on

observations gleaned from Burlington Northern and Union Pacifi c.

From a seamless managerial point of view, the control centre has

dovetailed into one physical complex the planning, operational

execution and day-to-day trouble-shooting of four principal,

geographically-oriented corridors – the Cape, Central, Natal and

Eastern regions. Altogether these comprise 8,441km of electrifi ed

railway and 11,606km of non-electrifi ed routing. The hardware

running along any of these four management corridors consists of

813 diesel locomotives, 1,161 electric units and 115 types of wagons.


TRANSNET FREIGHT RAIL

THE TFR NATIONAL COMMAND CENTRETransnet Freight Rail’s Trail-blazing African Showpiece

Forty or so years back, one would have expected to see Transnet Freight Rail’s (TFR) semi-circular-shaped, multi-terraced, 24/7 operational control centre on a black-and-white, visionary television episode of Star Trek! Just over three years ago, the imposing National Command Centre (NCC) in Transnet’s Parktown offi ce block opened - an umbilical cord in so many facets of a well-greased, integrated railway operation.

John Batwell reports on a recent visit……

by Thursday morning at 11:00, the “doability” has been determined.

Twenty-fi ve hours later, at midday Friday, the ITP is signed off.

Dealing with the UnexpectedThen there is the unexpected, expeditious think-on-one’s-feet

trouble-shooting that can colour any operational day at TFR.

Occurrences include derailments, cable theft, power failure,

weather conditions (last winter’s snow in parts of the country

was a case in point with stranded train crews helicoptered out!),

permanent way problems such as a cracked rail, and signalling

hiccups. In such situations, monitors are initially informed by staff

on the ground at the particular incident. Transnet Rail Engineering

and the infrastructure team are advised in the case of a derailment,

for instance. Each department involved issues a reference number

and the information trail passes to the particular corridor manager

and then the duty manager. The latter is in essence the “incident

commander” who follows up with who and what is to be deployed

to the scene. This is just one aspect of what is termed deviation

management. It is more broad-spectrum and in a 24, 48 and 72-

hour review, the source of any deviation from the planned train

movements is analysed. Deviations might be as mundane as the

customer failing to load his wagons timeously; wagons that are

not clean in time for loading; a customer who has had an

operational glitch preventing wagons being loaded as expected.

A customer experiencing sudden, unexpected technical problems

at a plant in KwaZulu-Vatal might require diversion of its loads at

short notice to one in Gauteng. The NCC has to review train

movements (wagon availability, types of motive power, crew

familiarisation with the motive power, et al) according to the

customer’s proposed crisis management solution.

Teams of personnel run with the quirks, characteristics and

specifi c rail transport profi le of their individual corridors. In each,

pre-planning and budgeting in terms of the product movement

profi le is executed well in advance. The 2012/13 business plan,

for example, was expected to be in place by late August 2011.

The budgeting process running in Transnet’s fi nancial year (April-

March) embraces fi rm rail orders from customers. These are

reviewed quarterly and hand-in-hand with the prospective motive

power, wagons and crews required to fulfi l customers’ tonnage

expectations. This dovetails down to each customer with his

weekly orders. The customer service managers run with the

variable permutations within this operational component. Any

new business that eventuates is reviewed at a weekly planning

meeting. An Integrated Train Plan (ITP) is drawn up which

covers the entire country and focuses on issues such as empty

wagon distribution, types of wagons required, line occupation

management and locomotive maintenance with resultant

availability versus non-availability of relevant motive power. Varied

types of freight services are offered:

• MegaRail is made up of block load trains (all one

commodity) on fi xed days and times;

• FlexiRail is, as the name suggests, “fl exible” for things like

seasonal rail traffi c; and

• AccessRail is dictated by specifi c days and times.

Major Maintenance OccupationsWhen it comes to major railway maintenance occupations such as

the servicing of the coal and iron ore corridors and Natcor (the

Johannesburg-Durban high-volume line), this is built into train

movement planning a good 12 months or even longer in advance.

Other planned occupations of a particular rail section are in

place 21 days in advance. Regional Operational Executives (ROEs)

pull up the ITP to view the holistic situation applicable to their

respective regions.

A typical operational week at the NCC consists of seeing what

new weekly business is at hand by 12 noon on a Wednesday. Two

hours later, at 14:00, a “pre-doability” exercise is under way to

determine the ability to meet the customer’s transport request and

By the end of the current fi nancial year, Transnet Freight Rail hopes to have achieved 219 million tonnes embracing all types of traffi c.

Mr Pieter de Villiers, a NCC duty manager who is in essence the ‘Incident Commander’ following up on who and what needs to be deployed to the scene relative

to the specifi c rail problem. Photo: J Batwell.

7Railways Africa July 2011 www.railwaysafrica.com


In the case of a route closure, sometimes traffi c can be diverted

along other rail sections with careful, alternative planning, but TFR

acknowledges that there are also times when it has to bite the

bullet fi nancially, and write off lost custom.

The multitude of potential problems and problem solving by TFR

personnel is still handled manually. The coal export corridor has

computer intervention, but only to a limited degree that is not fi ne-

tuned.

Staff working at the four geographical corridor terminals - in the

lights-dimmed, eerie control centre - are on duty for twelve hours

at a time. Huge, wall-mounted screens rotate images of things

happening there and then on the rail system. Sobering visuals of a

recent head-on collision were displayed on one of the panels as a

psychological reminder to the fl oor staff “to keep one’s act sharp”!

Hand-over Briefi ngPrior to each shift change, a hand-over period of one hour is built

in. The hand-over briefi ng includes a monitoring report, ie the

current situation in the fi eld, a recovery plan to return traffi c

movements to the initial operations’ plan and a co-ordination of

any line incidents.

One comes away refl ecting that TFR’s hub in Parktown is

impressive, manned by passionate, professional staff who overtly

love what they contribute to the effi cacy of the centre and its

round-the-clock function nationally. Senior management seeks to

achieve 219 million tonnes in the 2011-12 fi nancial year – general

freight business 89mt, export coal 74mt, and export iron ore

56mt. This aim represents at least a 17% increase in volumes

from the previous fi nancial year. Personnel were noticed wearing

motivational “219”endorsed shirts!

Seeing the NCC fi rst-hand did trigger a daunting thought – in the

light of pressure on government to vertically separate Transnet

Freight Rail into infrastructure on one side and allow private

The operational hub at Transnet Freight Rail’s offi ces in Parktown, Johannesburg. Photo: J Batwell.

Winter snowfalls impact on operational procedures and readjustment.

Photo: Transnet.

From left to right: Mr Solly Rampheng (Executive Manager) Train and Network,

Ms Kathy Jaftha, (Manager) Communications and Media, Mr Reginald

Ntshingila (Senior Manager Service Design), Ms Arthee Govender (Senior

Manager) Management Information Systems, Mr Stevens Tjabadi (Senior

Manager) Resource Management were the presentation team on the author’s

visit to the NCC. Photo: J Batwell.

operators onto TFR’s lines on the other, one does just wonder what

a huge challenge – a nightmarish paradigm shift - would be imposed

on the management and staff of this very specialised, well-honed,

in-house “railway nerve centre”.



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

for AC, DC and diesel-electric units.

LOCOMOTIVE BUSINESS


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The most important patent for modern

tamping machines was fi led in Switzerland

in 1933 by a Mr Scheuchzer. See Figure 2

for the US patent drawing. His mechanism

comprised two motions. Firstly, vibration of

the tool (the tamping tine) was created by

an eccentric shaft, which penetrated into

the ballast. Secondly, by closing the tools

via two spindles, ballast was squeezed

underneath the sleeper

For the penetration of the tamping tines

into the ballast bed, the mechanism as a

whole was lifted and lowered. Except for

the electric drive it was a totally mechanical

arrangement. With this mechanism using

spindles it was only possible to close one

tool for exactly the same displacement as

the other tool. This is called “synchronous”

tamping mode.

No information was found by the author

with regard to the extent to which the

above inventions were used but they were

certainly not produced in great numbers.

In 1945 the fi rst tamping machine to be

produced in reasonable numbers was

the Matisa-standard which initiated the

mechanisation of ballast tamping. The

Matisa-standard however only replaced

the manual tamping operation, but not the

lining and levelling work.

In 1950 a Mr Hursh invented a mechanism

in the USA which for the fi rst time also

included the levelling operation. This

machine gripped the rail and lifted itself

and the track structure to a height defi ned

by surveying instruments. Moveable

tamping units within the machine then

tamped a number of sleepers before the

whole mechanism moved forward to a new

position.

In 1953, Plasser & Theurer of Austria fi led

patents (Figure 3) for an improved tamping

machine, the Plasser VKR01 (Figure 4).

This followed the basis of the Scheuchzer

mechanism. For the fi rst time, hydraulic

Even though the concept of a track skeleton of rails attached to cross sleepers on loose

ballast has been unchanged over centuries, the process of ballast tamping has seen

remarkable technological changes, especially in the last 50 years.

In the past century and up to the 1950s, ballast tamping was done manually by gangs of

labourers with forks, shovels and tamping picks. Achieving a uniform vertical alignment,

each sleeper had to be lifted to a predetermined height and ballast packed underneath the

sleeper bearing area (the area directly underneath the rail).

This process was extremely strenuous, time and labour-consuming, and of limited accuracy.

In times when economical considerations were not so decisive as today, many inventors

suggested mechanisms to replace manual labour by machines.

The fi rst patented invention was by a Mr Evans in 1893. It comprised a rail-bound mechanism

with a number of tools pushing the ballast under the sleepers, whereby the total bottom

of the sleeper was tamped. This mechanism was manually driven. See Figure 1 for the

patent drawing.

A patent that was fi led in the USA in 1897 by a Mr Smedeman was driven by a steam engine.

In 1912, a Mr Ohman tried for the fi rst time to tamp more than one sleeper simultaneously.

In 1929 a Mr Jackson fi led a patent in the USA that used a vibrating plate to guide and

compact the ballast under the sleeper. For the fi rst time it concentrated the tamping only at

the sleeper bearing area.

Figure 1: 1893 patent by Evans. Figure 2: 1933 patent by Scheuchzer.


PLASSERAIL

THE HISTORY OF TAMPING MACHINES

by Leon Zaayman

In the fourth article (Railways Africa June 2011) in this track maintenance series, the science behind Plasser tamping machines was examined. This, the fi fth article, looks into the history of tamping machine development.

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]

In 1962, Plasser & Theurer designed the switch tamping machine

(Figure 6) which needed additional features to tamp the restricted

track associated with rail turnouts. A solution was found using

tiltable tines which could be swivelled out of the way individually.

The whole tamping unit was able to move laterally, to reach the

long sleepers on the turnout section.

In 1964, Plasser & Theurer invented the two-sleeper tamping

machine (Figure 7) which was an immediate success. Matisa very

quickly combined two tamping mechanisms into one, thus also

producing a two-sleeper tamping machine. At the time Matisa still

retained the synchronous tamping mode.

With the introduction of the Plasser 06 series tamping machine in

the late 1960s, the lifting and aligning was no longer performed

manually ahead of the machines but carried out using the

work units installed in the machine. In place of the previous

cantilever layout in front of the machine, the tamping units were

located between the machine’s axles. The 06 series increased

production to a staggering 16 sleepers per minute and must

have been considered a marvel of modern technology.

pressure was used for the vibration of the tines as well as the

squeezing motion of the tools, replacing the spindles previously

used. With this concept it was possible to produce the same level

of force at the tamping tools, which were not forced to move

the same distance. This was the beginning of the asynchronous

tamping mode which produced a more homogeneous compaction

under the sleepers. Today all tamping machines in operation use

the asynchronous tamping mode.

In 1957 the South African Railways imported their fi rst VKR03

machine from Plasser & Theurer. This machine was such a success

that 19 of the more advanced VKR04 machines were ordered in

June 1959 (Figure 5). The VKR series were capable of tamping at

a rate of eight sleepers per minute, a huge production and

effi ciency improvement in those years. With this order, Plasserail

became established in South Africa.

Figure 3: 1953 patent by Plasser & Theurer.

Figure 4: VKR01 tamping machine by Plasser & Theurer - 1953

Figure 5: VKR04 levelling and tamping machine in South Africa – 1959.

Figure 6: The fi rst turnout tamping machine by Plasser & Theurer in 1962.

Figure 7: The fi rst two-sleeper (duomatic) tamping machine in South

Africa, 1966.


PLASSERAIL

When “between-wheel track lifting” was introduced, the wheelbase

had to be increased (up to 14 metres today). This optimised the

allowable track lift without over-stressing the rail and fastenings.

Before incorporating lifting and aligning on the machines, the

wheelbases were generally less than three metres.

In the 1960s, other patents for tamping ballast were fi led, for

example those using ploughs, vertical pressure etc, but none of

these were able to replace the non-synchronous tamping units

for effi ciency and reliability.

From the 1970s onward, bogies became commonplace in tamping

machines, enabling them to run on the track, either in train-

formation or under their own power at reasonable speed. In the

mid-1970s, a large number of regulations were published to

develop machines into some sort of locomotive with proper

brakes, noise limitations, illumination, warning devices, etc.

In 1971, Plasser & Theurer brought the 07 series onto the market,

a modern machine concept for the growing number of high-speed

lines and the shrinking number and length of track occupations.

The 07 duomatic with its two-sleeper tamping units could reach

a production of up to 28 sleepers per minute, a popular machine

for very busy lines. Plasserail produced 22 of this series, some of

which are still working today.

In 1978, the then British Rail fi led a patent for a mechanism

which would blow stone chippings under the lifted sleepers. The

principle was that the necessary lift at any one sleeper was pre-

measured and an amount of stone chippings according to this

lift was blown under the sleeper. This process was based on

the shovel-packing principle used in the past. Pandrol Jackson

produces machines operating on this principle, and a number are

working on the British rail network.

From the 1980s onward, Plasser & Theurer produced new concepts

and added new technology to their machines on an annual basis.

They invested very considerably in research and development, a

policy which saw them leading the international market for high

technology, high-production, durability and reliability.

The introduction of specialised turnout tamping units and true

universal tamping machines capable of high-speed, specialised

turnout tamping and reasonable speed open-line tamping changed

the way railway engineers planned and executed their tamping

cycle. In 1981, Plasserail produced the fi rst of their universal

tamping machines with tilting tines (Figure 10) which are still

working today as the TOS series (Figure 11).

Higher tamping production than that achieved with the 07 series

was still required. This led to the development of the 08 series

main-line tamping machines where a production of up to 33

sleepers per minute was achieved by increasing the acceleration

from sleeper to sleeper (index tamping). The speed made matters

very uncomfortable for the operators and caused a number of

mechanical problems.

In 1983, Plasser & Theurer developed the 09 series continuous-

action tamping machine. This was the fi rst machine to move

continuously at a constant speed, while a much lighter satellite

frame containing the tamping units - running on its own axle -

accelerated from sleeper to sleeper. With this technology it was

possible to produce up to 30% higher production than before and

that at a reduced fuel consumption. Tamping rates improved to

a maximum of 40 sleepers per minute on the 09-32. Plasserail

produced two of these high-production machines [the 09-32

(1986) and 09-16 (1991)] and used them where their high

production capabilities were required most - on South Africa’s

two heavy-haul lines.

Figure 8: The 06 lifting, aligning and tamping machine.

Figure 9: The 07 lifting, aligning and tamping machine.

Figure 11: The TOS series of universal tamping machines with tilting tines.

Figure 10: Tilting tine concept to avoid hitting obstructions in turnouts.


PLASSERAIL

The BWOM introduced the use of the hydraulically-operated

third-rail lifting device (Figure 15) which was synchronised with

the combined lifting and aligning unit to lift the long sleepers in

the turnout without overstressing the fastenings (Figure 16).

In 1991, the BWOM series (Figure 13) was developed with a long

wheelbase, the use of two bogies and - most important - the

introduction of split tamping units (Figure 14) which took turnout

tamping into a new era of high production, reach and versatility.

Split tamping units are divided in two - fi eld-side and gauge-side

-and can be operated individually. The tines that are likely to hit

an obstruction can be kept in the raised position while the other

half can enter the ballast to perform the tamping operation.

These units are able to split horizontally, in order to fi nd the best

position in the track for entering the ballast.

Think Coogar®

GM532_AP Presslink

Figure 12: The 09-32 continuous action tamping machine.

Figure 14: Split tamping unit concept, to avoid hitting obstructions in

turnouts.

Figure 13: BWOM universal tamping machine equipped with split

tamping units.


PLASSERAIL

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


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accurate and reliable. Specifi c mention should be made of the

ALC automatic guiding computer. This replaced the laborious

measuring and marking of curves (to take just one example), with

a computer system that can measure, fi t and set the tamping

offsets - all automatically.

In 1999, Plasserail imported the Unimat 08-475 4S universal

tamping machine which used all the latest technology available

for the ultimate in high-production turnout tamping. This machine

has the longest wheelbase in the Plasserail stable - 14 metres -

and is ideally suited for tamping heavy concrete-sleeper turnouts

in only one pass.

In line with Plasser & Theurer”s drive to develop high-production

machinery for the ever increasing traffi c density and reduced

Computer technology had a major effect on the development

of tamping machines. More and more machine functions were

taken over by processors, making the machines so much more

Figure 15: Third rail lifting device.

Figure 16: Load distribution with third rail lifting.

Figure 17: The Unimat 08-475 4S universal tamping machine.

PLASSERAIL

production on turnouts and can reach up to 38 sleepers per

minute on main lines.

Also in 2005, Plasser & Theurer broke new records with the latest

in high-production main-line tamping by introducing the Dynamic

Tamping Express 09-4X continuous action tamping machine

which tamps 4 sleepers with every cycle (Figure 19). This machine

is not available in South Africa yet, but who knows …

The next in this series will deal with the tamping of curves.

maintenance time on European rail networks, they introduced

the three-sleeper, 48-tine, 09-3X continuous action tamping

machine in 1996 which can achieve a tamping rate of

up to 60 sleepers per minute. The 09-3X was introduced into

the South African market in 2004 and is still the fastest tamping

machine in Africa.

Dynamic track stabilisation has become such a part of tamping

that it is used behind most tamping machines today and due to

the 09’s continuous motion, it may even be towed behind the

machine.

In 2005, Plasserail addressed the age-old compromise between

high-production main-line tamping and specialised high-production

turnout tamping by introducing the Plasser & Theurer 09-24

DYNA-CAT series (Figure 18). This combines continuous action

tamping and specialised turnout tamping with two-sleeper, 24-

tine split tamping units, third-rail lifting and integral dynamic

track stabilising, all in one machine. It produces unsurpassed

Figure 18: The 09-3X three-sleeper, continuous-action tamping machine

with integrated, tow-behind dynamic track stabilising machine.

Figure 19: Dynamic Tamping Express 09-4X.

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

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


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Who develops next?Railway Corporate Strategy cc is currently preparing a paper for

Transport Research Arena 2012 in Athens, with the title European

and global urban guided transit: Green and socio-economic fi t.

Using a database representing 330 cities in 68 countries plus

sophisticated statistical techniques, it examines how urban

railways (and competitive rubber-tyred modes such as automated

guided transit, monorail and bus rapid transit) fi t into their

settings. The fi ndings will only be published at TRA 2012, but while

assembling the data, it was interesting to mull over the context from

which the data had been extracted—much like doing an Internet

search, and following many of the interesting links along the way.

As an interesting aside, Railway Corporate Strategy found it

necessary to include the rubber-tyred modes mentioned above,

because one cannot understand the fi t of urban rail in its setting

without due regard for its close competitors. No surprise to South

Africans, commuter rail equipment is aging (not so gracefully)

while Bus Rapid Transit (BRT) schemes roll out. South Africa is not

unique in this regard. But do we understand why? Hopefully more

of that in a future article, but now back to the drift of this article.

One question that bears thought by railway stakeholders in South

Africa is its position, with respect to railways of course, vis-à-vis

the last developing regions within the global economy. For this

purpose the author has selected regions rather than countries,

because countries in a region tend to develop by domino effect,

if not concurrently. The selected continents or countries that

follow, and their associated socio-economic data, include only the

respective mainlands, but exclude islands. The latter are generally

unsuitable for line-haul railways, although in some instances

they may support urban railways and even high-speed intercity

railways, eg Japan and Taiwan.

These three regions are, in descending order of 2010 gross national

income (GNI) per capita per annum:

• South America, subsuming Argentina, Bolivia, Brazil, Chile,

Colombia, Ecuador, French Guiana, Guyana, Paraguay, Peru,

Suriname, Uruguay, and Venezuela, with a weighted average

GNI of $US8,173 per capita per annum;

• The former Soviet Union minus the present Russian

Federation, subsuming Belarus, Moldova and Ukraine in

Europe; and Armenia, Azerbaijan, Georgia, Kazakhstan,

Kyrgyzstan, Tajikistan, Turkmenistan, and Uzbekistan in Asia,

with a weighted average GNI of $US3,342 per capita per

annum; and

• Africa, subsuming Algeria, Angola, Benin, Botswana, Burkina

Faso, Burundi, Cameroon, Central African Republic, Chad,

Côte d’Ivoire, Democratic Republic of Congo, Djibouti, Egypt,

Equatorial Guinea, Eritrea, Ethiopia, Gabon, Gambia, Ghana,

Guinea, Guinea-Bissau, Kenya, Lesotho, Liberia, Libya,

Malawi, Mali, Mauritania, Morocco, Mozambique, Namibia,

Niger, Nigeria, Republic of the Congo, Rwanda, Senegal,

Sierra Leone, Somalia, South Africa, Sudan, Swaziland,

Tanzania, Togo, Tunisia, Uganda, Western Sahara, Zambia, and

Zimbabwe, with a weighted average GNI $US1,667 per capita

per annum.

All the above were formerly

vassal states of some sort, but

having been liberated are now

developing themselves to make

their way in the global socio-

economic milieu. Of course,

there are many other developing

countries as well. However, they

do not form contiguous blocs

in which railways can network

naturally, and some are too

small for railways. Those in Asia

SA commuter equipment aging not so gracefully.

New BRT systems being rolled out.

Trains crossing in Mozambique, 2011.

Photo: Roderick Smith.


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

INDUSTRY COMMENT

Africa’s Turn

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What expectations might the continent have of a leader, again

with respect to railways of course? Its railways should lead, and

in some respects they do, in particular regarding the size of

the network. However, all is not well by customers’ and other

stakeholders’ perceptions of overall performance, and there is

reason to question sustainability in their present gestalt.

The University of Loughborough has undertaken research in

the theme of globalisation and world cities, and among others

published a ranking of world cities. Those in Africa are - with

their ranking in parentheses - Johannesburg (beta+), Cairo (beta),

Nairobi and Cape Town (gamma+), Lagos (gamma), Accra (high-

suffi ciency), and Dar-es-Salaam, Durban, Gaborone, and Libreville

(suffi ciency).

The aforementioned research for TRA 2012 has revealed an

association between world cities’ ranking and the presence

of heavy metro rail systems. Note the distinction between

heavy metro rail on a dedicated network and suburban rail on a

network shared to some extent with other operators - they are

not the same thing. It appears that Africa’s leading cities should

have heavy metro systems, but to date only Cairo and Algiers are in

that league. Have the rest missed something?

Now consider the example of Walmart’s recent acquisition of

Massmart. During Walmart’s exploratory foray into South Africa

to weigh up potential targets, Massmart CEO Grant Pattison is

on record as seeing Walmart to have been conducting a “beauty

parade” of South Africa’s retailers. Is South Africa leveraging its

economic assets, staging a beauty parade as it were, to attract

foreign investment? Is it allowing willing investors to invest in rail?

Or is it perceived to be unfriendly toward them? The foregoing are

simply two manifestations of unresolved underlying issues.

In terms of economic development and growth, countries with the

potential to lift those around them by domino effect should get

up and go. Noting the skewed distribution of GNI in Africa, and

recognising its position of leadership, arguably South Africa alone

has the economic wherewithal to set Africa on a trajectory that

could advance it beyond last in the global development queue.

As a potential locomotive of African development, South

Africa’s railways seem to

be approaching a tipping

point. The winds of change

are blowing with increasing

intensity. A rapid, robust

intervention that sets

railways on course to a

competitive and sustainable

future could stimulate

profound development in

South Africa and beyond.

The alternative should be

too ghastly to contemplate.

that could constitute a bloc or blocs, but within reach of China,

are already spoken for and therefore not considered here.

Some elementary statisticsLet us examine some essential attributes of these regions.

First, consider the distribution of their incomes, shown on the

accompanying histogram of GNI in thousands of $US per capita

per annum. The distributions in all three regions are skewed

toward lower GNI, i.e. lower GNI is more prevalent than higher GNI,

which is what one might expect in regionally-grouped developing

countries. However, they are not equally skewed. Africa is strongly

skewed toward lower GNI, ie most countries have low GNI, although

a few, including South Africa, have comparatively high GNI.

The former Soviet Republics minus Russia are less skewed than

Africa, and have a higher average GNI per capita. South America

approaches a normal distribution and has the highest average

GNI per capita of the three regions.

Their weighted average economic growths follow a similar

pattern, respectively 4.2%, 5.4% and 5.3% for Africa, the former

Soviet republics minus Russia, and South America. The economies

of the latter two regions are growing faster than Africa, and off

a higher base at that. All things considered, Africa might well be

last in line on this planet for economic development and the

poverty alleviation that comes with it. Its weighted average GNI

per capita, not the only development indicator, but nevertheless

an important one, trails that of both South America and the

former Soviet republics minus Russia. It is therefore losing, rather

than gaining, ground.

Must this be?Consider the following country rankings in Africa. The top decile

by GNI per capita per annum includes Equatorial Guinea, Libya,

Gabon, Botswana, and South Africa. The top decile by GNI per

country per annum includes South Africa, Egypt, Nigeria, Algeria,

and Morocco. The top decile by population includes Nigeria,

Ethiopia, Egypt, Democratic Republic of Congo and South Africa.

One way or another, South Africa is the only country that consistently

achieves Africa’s top decile. The underlying numbers thus bear out

its recognised position as leader in Africa.

“South Africa’s railways seem to be

approaching a tipping point.” Photo:

Eugene Armer.


INDUSTRY COMMENT

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quipment and machine specialist

ANGOLATRAINS TO MENONGUE BY DECEMBERAfter 31 years, the cities of Menongue in the province of Kuando-

Kubango, and Lubango, Huíla, are shortly to see rail service

returned. Test running was expected to start during August.

Speaking in the city of Menongue, board chairman of the

Moçâmedes Railway (CFM) Daniel Quipaxe said public service

will begin in December 2011. Rehabilitation of the line is almost

fi nished, including the bridge over the River Giraúl. Altogether,

56 stations are being provided, and all will be complete by

November. In Menongue, a siding is to be constructed to serve a

central fuel and gas depot, currently under construction.

ANGOLA ORDERS FROM CHINA FOR CFBAngolan transport minister Augusto Tomás says reconstruction is

complete on 74 CFB (Caminhos de ferro de Benguela) stations,

the largest being at Lobito, Benguela, Huambo, Cunje (Bie)

and Luena. New locomotives, carriages and wagons have been

ordered from the People’s Republic of China. The orders were

placed in 2010 and delivery is expected in 2012. In the meantime,

20 refi tted coaches including two 650kVA generator vans have

been acquired from South Africa.

[These coaches were originally ordered for the Kei Rail project by

South Africa’s Eastern Cape government, which was unable to fi nd

the necessary funding. – Editor]

CAMINHOS DE FERRO DE LUANDA (CFL)From Anton van Schalkwyk quoting Jornal de Angola: Commercial

rail services were reinaugurated by Caminhos de ferro de Luanda

(CFL) on 13 January 2011, 18 years after they ceased due to armed

confl ict. In the fi rst half of 2011, CFL carried 1,554,303 passengers

on the sections Luanda/Viana/Kwanza-Norte/Malange and vice

versa, earning revenue exceeding 90m kwanzas. Altogether 411

tons of freight was moved, bringing in approximately 2.9 million

kwanzas.

Recent work in progress included the provision of station waiting

rooms at Textang, Viana and Musseque Baia, and two platforms

were constructed at Malanje. Fibre- optic cable has been installed

for communication purposes along the line and CCTV monitoring

is being introduced at selected stations.

CONGO-BRAZZAVILLE

EX SA LOCOS ON CONGO-OCEAN RAILWAYDouglas Anderson reporting on sar-L:“I am currently in Pointe-Noire (Congo-Brazzaville) and on my

way back to my house came across two diesels just outside the

station, each a red-brick colour with a green sash and the Spoornet

logo on the sides. They looked like class 34 diesels. I am so sorry I

did not have my camera with me.”

EGYPTLOCO ON SEABEDA locomotive originally destined for the Egyptian railways is one

of an impressive collection of large artefacts to be found on the

Menongue station. Photo: Anton van Schalkwyk.

Giraúl River bridge, CFM (Angola). Photo: Anton van Schalkwyk.

RRL Grindrod’s workshops in Pretoria recently supplied four diesel locos to Chemin de fer Congo-Océan (CFCO) in Congo-Brazzaville. The units have EMD 645-E3B engines and frames to meet an 18.5 ton axle load. Travelling to Durban under their own power for shipping, they were photographed at Boughton near Pietermaritzburg by Charles Baker. The 1 067mm gauge CFCO line extends 510km from the deep water Atlantic port of Pointe-Noire to Brazzaville.

NEW LOCOS FOR CONGO-OCEAN


AFRICA UPDATEAFRICA UPDATE

AFRICA UPDATE

And according to a Reuters report datelined in Nairobi, “The

operator of the Kenya-Uganda railway received a $164 million

long-term loan fi nancing from six international fi nanciers ….

The investment, which is one of the largest in East Africa rail, is

aimed at refurbishing the track, buying new wagons and

locomotives and replacing information technology systems.

“The six fi nanciers in the project include International Finance

Corporation (IFC), KfW of Germany and Equity Bank -- Kenya’s

biggest bank in customer terms, a statement from IFC said.

Egypt-based investment fi rm Citadel Capital, with a 51% holding

in RVR, said in February it was to raise $287 million for a

fi ve-year upgrading project. Karim Sadek, Citadel’s managing

director, said an additional $80 million will be raised from

shareholders and the rest from internally generated funds.

“Other shareholders in RVR include Kenyan-based infrastructure

investment company TransCentury with a 34% and Bomi Holdings

of Uganda with 15%.”

seabed off the coast of Egypt. They formed the cargo on board

the SS Thistlegorm, a 4,898 ton, 126m ship built in 1940 which

was sunk by German aircraft.

She was one of a number of “Thistle” ships owned and operated

by the Albyn Line, each carrying the emblem of Scotland, the

thistle. When built she was used by the navy in World War II,

completing three voyages to America, Argentina and the Dutch

Antilles. Her fi nal voyage started in Glasgow on 2 June 1941,

where she was loaded with rifl es, wellington boots, trucks and

motor bikes for the Eighth Army in North Africa, and also at least

one steam locomotive.

At Aden she bunkered for two days and was then escorted up

the Red Sea to the anchorage in Sha’ab Ali, Egypt, where she

was delayed for 10 days, but sunk after being bombed on 6

October 1941.

According to an account in the Daily Mail, “the remains of

motorbikes ravaged by the ocean fi ll rooms inside the ship as

well as jeeps decorated with hundreds of pairs of unclaimed

wellington boots. A locomotive destined for the Egyptian Railways

which was blown out of the ship by the explosion lies discarded

on the seabed.

“The wreck was discovered by French explorer Jacques Cousteau

in the early fi fties. On leaving, Cousteau had the mast cut off to

hide it from would-be thieves.”

KENYARIFT VALLEY RAILWAYSThe African Development Bank (AfDB) has approved a $US 40

million loan to Rift Valley Railways (RVR). RVR in action; Kenya 2011. Photo: Geoff Cooke.


AFRICA UPDATE

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Meanwhile, the Kenya and Uganda governments have told Rift

Valley Railways’shareholders that they have to transfer their

interests to a new entity , the Kenya-Uganda Railway Holdings

(KURH), in which each partner’s stake will depend upon its

capacity to contribute part of the fi nancial outlay needed for a

turn-around. According to media reports, $US164 million was

loaned to RVR by a consortium of lenders.

The funds, to be disbursed in the next fi ve years, will be spent

on modernising the Kenya-Uganda railway. RVR consortium

members, including Egypt’s Citadel Capital and TransCentury,

are set to inject an additional $82 million. The money is to be

used to revamp 100 locomotives and 3,500 wagons, as well as

the track.

COMMUTER RAIL FOR 3 KENYAN CITIESKenya Railways has announced plans to develop commuter rail

services in Kenya’s three cities - Nairobi, Mombasa and Kisumu.

The Nairobi development is being implemented while that in

Mombasa and Kisumu is at concept stage. Phase one of the

Nairobi system will cover 100km, providing modern commuter

rail services between Nairobi’s main station and Ruiru, Embakasi

Village, Jomo Kenyatta Airport and Kikuyu. This phase will cost

Sh16 billion, according to managing director Nduva Muli.

Phase two will extend the services to Thika, Lukenya and Limuru

while phase three will provide services on new lines to be built

to Ngong, Kiserian and Ongata Rongai to the south, Kiambu to

the north and Ruai to the north-east of Nairobi. “The project is

aimed at providing fast, reliable, safe and affordable commuter

rail services within the Nairobi metropolitan area,” Muli explained

to a team of government offi cials during a site tour of Syokimau

RVR FARES UPRift Valley Railways (RVR) recently increased the fares paid by

both peri-urban commuters and long-distance travellers. The

new fares were justifi ed by RVR chief executive Brown Ondego

on the grounds of increasing maintenance and fuel costs and

improved frequency of services.

Commuters on the Nairobi-Ruirui route now pay Sh60 (previously

Sh40); Kahawa Sh50 (up from Sh35); Kikuyu Sh50 (up from Sh

40); Embakasi, Dagoretti and Dandora Sh40 (previously Sh25);

Kibera Sh35 (up from Sh20); while Athi River remains at Sh50.

Travellers to Mombasa from Nairobi now pay Sh680 (up from

Sh460), Kisumu Sh500 (up from Sh330), Voi Sh450 (previously)

Sh325 and Nakuru Sh230 (up from Sh165).

The new fares, approved by the ministry of transport, are still

cost less than road transport charges along similar routes,

Ondego points out: “Our tariffs per kilometre are lower than road

transport and we will continue to improve our commuter and

main-line products to remain competitive”.

RVR PERFORMANCE IMPROVESKenya railway concessionaire Rift Valley Railways (RVR) has

recorded improved performance in both freight and passenger

volumes. In its 2011 second quarter, it posted an 8.6% increase in

freight business in Kenya and 8.5% in Uganda, compared to the

same period in 2010. Uganda recorded a 4.3% increase in net-

tonne kilometres in the quarter under review. Tonnage transported

in Kenya increased by 12% to 394,375 tonnes, up from 366,788

tonnes, while the net-tonne kilometres increased by 8.6%.

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


AFRICA UPDATE

globally and prices have surged over the past year to record

highs due in part to supply disruptions and burgeoning demand

from emerging economies such as China which are undergoing

fast urbanisation and industrialisation.

The Tete basin, which doesn’t currently export coking coal, is

expected to account for 18% of the global total sea-borne coking

coal trade by 2025, making it the world’s second largest source

of sea-borne coking coal after Australia’s Queensland basin, according

to a Riversdale presentation in July. Queensland accounted for

about two-thirds of the world’s sea-borne coking coal trade in

2010 (110 million tons).

Vale, which has been present in Mozambique since 2004, started

implementing the Moatize project in 2008 and employed more

than 7,500 people during construction. About 90% of its pre-

operations team were Mozambicans, trained in both Mozambique

and Brazil,

station, currently under construction. “The whole project is due to

be completed by the end of 2014.”

MOROCCOKUWAIT FUNDING FOR MOROCCO HIGH-SPEED RAIL The Kuwait Fund for Arab and Economic Development (KFAED) has

loaned Morocco $US89.2 million as part of the fi rst phase of its

funding of the High-Speed Train (HST) project linking Tangier and

Casablanca. According to the Global Arab Network, the project forms

part of the country’s development programme aimed at meeting

“the growing demand for environment-friendly transport” and to

support the development of Morocco’s transport infrastructure.

MOZAMBIQUESENA LINE – COAL REACHES BEIRABrazilian mining giant Vale SA has delivered its fi rst coal by train

from Moatize via the Sena line to the port of Beira. The fi rst train

carried 2,200 metric tons of coal for export.

Vale is the fi rst of the major mining companies to start producing

thermal and metallurgical coal from the Tete basin. The Moatize

project will be able to produce up to 11 million tons annually, 8.5

million tons of metallurgical coal and 2.5 million tons thermal.

Rio Tinto Plc, which completed its $US4 billion purchase of

Mozambique-focused mining company Riversdale Mining Ltd on

1 August, expects to produce its fi rst coal from the adjacent

Benga coal project by the end of 2011. It plans to produce 2.4

million tons of coal annually from 2012. Of this, 1.6 million tons

will be metallurgical coal and 0.8 million tons, thermal.

High-quality coking coal is a key ingredient in steelmaking.

Metallurgical or coking coal is only produced in a few regions

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

Two of mining giant Vale’s GT26CU-2 locomotives in use hauling export

coal along the Sena Line in Mozambique. Photo: M Ribeiro.

AFRICA UPDATE

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


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The cost of the Lagos light rail project, currently under

construction, has soared from $US1 billion to $30 billion and

there seems little chance that new rolling stock will be affordable.

According to information provided, “The infrastructure will

consist of 27km of double track, 13 passenger stations, and a

1,250-metre bridge spanning the Osa lagoon and connecting

Lagos Island to the mainland. The Blue line is to be the fi rst of

seven light rail lines comprising the Lagos urban network.”

NIGERIAUSED TORONTO SUBWAY CARS FOR LAGOSFollowing a recent visit to Toronto by Lagos state governor

Babatunde Fashola, it is reported that 15-year-old decommissioned

Canadian underground railway coaches may be acquired for

service in Lagos. Fashola reportedly inspected the vehicles on

offer at fi rst hand.

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One of the six EMD GT26CW diesel locomotives (to be used by Rio

Tinto’s Riversdale Mining for moving export coal in Mozambique) under

construction at TZV Gredelj, the offshore Croatian manufacturer of motive

power for America’s National Railway Equipment Company (NREC).

Riversdale has an option on a further fi ve locos. Photo: TZV Gredelj.

Lagos may be getting castoffs from the Toronto subway. Some regauging

is indicated. The Toronto underground – like Gautrain (and Bart in San

Francisco) – uses a different gauge to the whole of the rest of the country.

Toronto uses an unusual 1,495mm gauge.

AFRICA UPDATE

SCAW METALSGROUP

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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.

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SUDANSUDAN-CHAD LINE MOOTEDIn terms of a tripartite agreement between Sudan, Chad and the

Export Import Bank of China, funding is to be secured for a US$2

billion new railway to Chad’s capital N’Damena from Nyala in

West Sudan, from where the existing line runs via Sudan’s capital

Khartoum to Port Sudan on the Red Sea. Construction of the new

line, nearly 800km in length, is expected to start in October 2011.

TURKEY”S ESER TO RENOVATE IN NIGERIAN SOUTH-EASTOffi cials of Eser West Africa Ltd, the Turkish fi rm that won the

contract for the rehabilitation of over 300km of railway in the

Nigerian south and south-east, arrived in Enugu recently.

Nigerian Railway Corporation (NRC) eastern railways district

manager Paul Ndibe said Eser was awarded a 10-month contract

for rehabilitation of Lot 3 – the Port Harcourt to Makurdi

section. He explained to newsmen that the inability of the

corporation to commence rail transport in the two zones was

due to the “bad shape” of the tracks. He appealed to retirees

of the corporation to vacate quarters allocated to them while

in employment, “to pave the way for their successors.” On the

refusal of some retirees to vacate, he said illegal structures had

been added to the company-owned buildings and then rented

out to students.

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Twenty EMD 645 E3B-engined, 126 ton

diesel-electric locomotives are being

supplied by RRL (South Africa) to AML

(African Minerals) for ore haulage in

Sierra Leone. The National Railway

Equipment Company (NREC) has

shipped four GT26 type units to Sierra

Leone, built by Gredelj, the Croatian

EMD rebuilder that has also supplied

motive power to Riversdale Mining in

Mozambique this year, for coal haulage

from Moatize.

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AFRICA UPDATE

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headquarters, Banda, Kireka and Bweyogerere. About a month

later, Owollo told the paper, trains will serve the Jinja areas over

weekends.

He said that fi ve commuter coaches, each with a capacity of 80

passengers, are ready for service and that a further three are to

be acquired from the RVR Nairobi headquarters. A fl at fare of

sh1,500 will apply in respect of any distance between Kampala

and Namanve. When the weekend service to Jinja commences,

the fare will be sh5,000.

RVR general manager James Nyambari says that services would

have begun long before this, had squatters and informal traders

not settled in the rail reserve.

ZIMBABWENRZ STAFF MISS TWO MONTHS’ PAYAccording to Zimbabwe’s Financial Gazette, the 9,000 employees

at the national railway did not receive their pay for June or July.

The administration is reportedly struggling with the effects of

the country adopting the American dollar and South African

Rand as offi cial currencies in the country. National Railways of

Zimbabwe (NRZ) public relations manager Fanuel Masikati was

quoted saying that management is confi dent the situation “would

soon normalise”. He discounted the likelihood of strike action

and allayed fears of retrenchments: “The bottom line is that the

liquidity crunch really affected most organisations, not only

the NRZ. We want to assure our workers that we will not be

retrenching anyone and as things improve we will try to maintain

our wage bill”.

TANZANIARITES LEAVES TANZANIAOn 27 July, the local management of Rail India Technical and

Economic Services Ltd (Rites), the concessionaire that has run

the railways of Tanzania as Tanzania Railways Limited (TRL) since

2007, left for India. The Tanzanian government has cancelled the

concession and resumed control of the railway.

UGANDAKAMPALA SHUTTLESRift Valley Railways (RVR) is soon to start a commuter train service

to link the Ugandan capital Kampala with its satellite towns.

Operations manager Peter Owollo told New Vision that initially

daily services will run from Mondays to Fridays from Kampala to

Namanve, via Makerere Business school, Meat packers, interfreight

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

Tanzania Railways Ltd (TRL) class 88 diesel-electric locomotive built by

Montreal Locomotive Works. Photo: V Lines.


AFRICA UPDATE

Gautrain Turnout Assembly

GM

620_

VAE_

Pres

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www.voestalpine.com/vaesa

South African photographer Dennis Moore has put out a 120-

page, 33cm x 28cm coffee table publication on of the steam

locomotives of Zimbabwe. Entitled Zimbabwe Journey, his book is

a photographically nostalgic refl ection - in both colour and black-

and-white - of the Garratts that were instrumental in operating

services out of the railway headquarters city, Bulawayo.

The book is based on a 1982 visit to Zimbabwe - exciting times

for the steam loco fraternity as private industry had been assisting

the fl edgling National Railways of Zimbabwe (NRZ) in rehabilitating

nearly 90 Beyer Peacock-built Garratts embracing classes 14A, 15,

16A and 20. Moore arrived in the country to photograph some of

these locomotives under refurbishment and in pristine condition

ex-workshops. Steam traction was still in use - just - out of Gwelo

to Fort Victoria and Selukwe, as they were still known, and Moore

was able to capture these quaint branch line operations. Gwelo’s

steam shed was the second to shut down after Salisbury (today’s

Harare). Moore also photographed Garratts on the West Nicholson

branch. This is also history now. The line was subsequently rebuilt

into an arterial route with South Africa in the late nineties, under a

build, operate and transfer (BOT) arrangement.

The Bulawayo-Victoria Falls line, still used today by tour operators,

completes the sections covered by Moore. He was in the country in

time to include the class 14Rs, loaned by the South African system,

in his photographic run-around. There is a dip into Wankie Colliery

to record its 4-8-2s at work.

The photographs embrace both daylight and very effective, moody

night shots on shed in both Bulawayo and Thomson Junction, as

well as in Bulawayo station.

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]

>>>>

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SURTEES RAIL GROUP

This is a highly recommended piece of nostalgia in hard cover and

jacket. The publication can be previewed at:

http://www.blurb.com/bookstore/detail/2443962?utm_

source=TellAFriend&utm_medium=email&utm_content=2443962

and the author is contactable at: [email protected]

Dennis Moore’s book on Zimbabwean steam recounts a time when Garratts of class 20 (left) and class 15 (right) were given a further 15 years of working life, following refurbishing, on the National Railways of Zimbabwe. Photo: J Batwell.

BOOK REVIEW

Reviewed by John BatwellZIMBABWE STEAM JOURNEY

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

were invited to the depot early in the morning for sunrise

photography ahead of the day’s proceedings. The Garratt

locomotive worked to Boksburg East and back, as it did during

the previous Open Day last summer. A fortnight earlier,

Reefsteamers ran a fully-booked steam run to Springs and

return using the working class 15F. The regular line workings on

the Mahikeng section involve either the class 12AR or 15F.

Friends of The Rail, PretoriaA few small tubes and one large one are being replaced on the

class 19D no 2650, currently out of service for three-year

recertifi cation. The elements are all out. Ultrasonic-tests revealed

that three fall below minimum standards and that two others

have holes. The tender has had much of the brake gear repaired

and the vacuum cylinders have been tested. The drawbar has

been straightened and the tender drag box is receiving attention.

Meanwhile, class 24 no 3664 has needed valve rings.

It is understood that the Cullinan branch is to be relaid with

concrete sleepers. The club has fallen victim on more than one

occasion to the theft of wooden sleepers along this line, resulting

in shortened workings and also – notably – to the derailment of

and damage to class 15F no 3117 on 20 June 2010.

Aloe Festival Steam Workings, KwaZulu NatalDuring the Aloe Festival between 15-17 July, daily trips were run

between Creighton and Riverside with class 19D 4-8-2 no 2669.

On Sunday 17 July, a special cyclists’ train behind the same loco

was run from Creighton to Donnybrook.

On 15 July, an overnight sleeper train was operated from Creighton

to Riverside and back, with passengers sleeping in the gorge.

Class GMAM 4-8-2 + 2-8-4 no 4074 was used on the outward run.

Umgeni Steam Railway, KwaZulu NatalThis group’s class 19D 4-8-2 locomotive no 2685 is expected to

be ready to return to service during December. Meanwhile leaking

boiler elements have had to be addressed on the line’s only

locomotive currently in working order, class 3BR 4-8-2 no 1486.

SANRASM, KrugersdorpRepainting of some of the motive power at Sanrasm’s South site

has been undertaken, including Wardale-modifi ed class 19D no

2644, class 6 nos 454 and 473, class 16DA no 844 and class

14R no 1705. A number of bigger locos were cut up because -

owing either to the degree of damage by vandals or their overall

condition and state of the wheels – they would not be passed

for moving to a new base on Transnet Freight Rail lines. These

included class 15F no 3051, class GM Garratt no 2301 and GF

Garratts nos 2404 and 2425.

The North British-built class 15F, which arrived at Sanrasm in

good mechanical condition and was restorable, suffered at the

hands of intruders. Following the theft of fi ve axleboxes, the

museum was left with no choice other than scrapping. Fortunately,

representatives of the 15F and GF classes are preserved with

other organisations in the country. The loss of the GM Garratt

is particularly disappointing as no other member of this class –

which gave good service on the Krugersdorp-Mahikeng section -

remains in existence.

According to Sanrasm’s management, it has become increasingly

clear that the Randfontein site is no longer a viable option. The

cost of adequate security is prohibitive, running to about R30,000

a month. In addition to the appalling extent of vandalism, natural

hazards have taken their toll – fi res and the heavy rains last

summer caused damage to the site which was originally established

on a landfi ll, and the appearance of sinkholes has proved especially

problematic.

Rovos Rail, PretoriaWork has been progressing well on re-staying the class 19D no

3360 and this 4-8-2 was due to be steam tested in early August.

The other two 19D class locos at Rovos - nos 2701 and 2702 – are

not currently serviceable.

Reefsteamers, GermistonOn 23 July, the Germiston club held another successful Open

Day with four locos in steam – 12 AR no 1535, 15F no 3046, 25NC

no 3472 and Sandstone’s green GMAM no 4079. Photographers

One of Sanrasm’s repainted steam locomotives – class 14R no 1705.

Photo: D Walker.

Reefsteamers’ class 15F no 3046 prepares to leave for Springs with a full

train. Photo: J Batwell.

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 TownOn 31 July, during the run from Cape Town to Simon’s Town, the

opportunity was taken to rename class 24 no 3655 “Jenny”, in

honour of the late Jenny Pretorius who contributed so much to

rail preservation and rail touring in this country.

Welcome Home Ceremony for Dübs A TankOn 23 July, a “Welcome Home” reception was held in honour of

Dübs tank locomotive (SAR class A no 196) at the Mizens Railway in

Woking, Surrey. Mizens chairman Mike Smith and the preservation

group’s Ken Livermore addressed the visitors prior to unveiling

new number plates specially cast and fi tted to the old loco for

the occasion. The return of no 196 to the United Kingdom – via

Richards Bay - was reported in our April 2011 issue.

Class 15F Moves into MuseumThe Riverside Museum,

Glasgow’s new museum

of transport and travel,

has opened to the public.

The exhibits include North

British-built class 15F 4-8-2

locomotive no 3007 (NB

25546/1944) which was

identifi ed at the dump

in Bloemfontein some

time ago as suitable for

preservation, and shipped

back to Scotland.

Atlantic Rail’s class 24 no 3655 has been renamed “Jenny” after the late

Jenny Pretorius, also seen here. Photos: B Radloff & G White.

Former South African Railways’ class 15F no 3007 is now on display in Glasgow’s Riverside Museum. Photo: Riverside Museum.

www.railwaysafrica.com

INFORMATION ON ACCIDENT SOUGHTDear editor

I am looking for information on a train derailment in the 1960s in

the old Transvaal that took the lives of eleven people.

– Ronald Gorrie

NOT MUCH TO WORK ON …. BUT HOW ABOUT THIS:On 5 October 1962, eleven people died in an accident at Klington,

an unattended interloop 128km south-west of Johannesburg,

Outer-suburban multiple-unit electric commuter train 416 from

Johannesburg to Klerksdorp collided head-on with stationary freight

4119 hauled by 5E class no 301 at 14:58 - in broad daylight.

The subsequent board of enquiry could not come to any defi nite

conclusion about the cause. It was suspected that somebody

other than the proper driver had been at the controls of the

passenger train, which unaccountably accelerated rapidly away

after stopping at Klington, and slammed into the goods train.

The two trains had been instructed to cross at Klington, but

inexplicably the passenger train made no attempt to do so.

Train 416 comprised two class 2M motor coaches sandwiching fi ve

timber-bodied plain trailers. The fi rst of these sustained severe

damage, riding up and over the steel-bodied leading motor coach.

This largely explained the 11 fatalities and 39 injury cases. The

rear motor coach and four preceding plain trailers remained on the

track and it was possible to move them away on rail. Virtually

undamaged, locomotive 301 and its train were taken back to

Safarcamp, the station immediately to the south of Klington.

Breakdown trains from both Kerksdorp and Krugersdorp attended

at the scene, clearing the line before midnight. Normal operations

resumed at 01:10 on 6 October.

Footnote: During the year following the accident, Klington was

eliminated as a stopping and crossing place.

The Klington collision on 5 October 1962.

Vereeniging

Klerksdorp

POTCHESTROOM

CachetSafarcamp

[Klington]

Boskop

Frederikstad

Gatsrand

ColignyRandfontein

Oberholzer

Welverdiend

10km

N

In a bizarre postscript to the Klington accident, the Johannesburg Star reminded readers that four people had been killed and 56 hurt on the same line only nine days previously. On 26 September 1962, a suburban passenger train had crashed into a fl our truck at a level crossing near Randfontein. Seven coaches derailed. The train driver – who died in the collision - had been due to receive a gold medal for 30 accident-free years on the footplate.

END OF THE LINE


CORRESP NDENCE

“Separation,” they cry “is the name of the game -“Divide all you see into two;

y y

Disentangle the running of trains from the track,yy

Do it now - without further ado.”

Molefe’s not keen - the concept’s been triedAll over the world without gains.

Job numbers, you see, may well be increased,g

But what’s the effect on the trains?y yy y

For examples near home you only need lookAt the Transnet/stroke/Prasa affair:

y yy

Splitting off passenger trains from the goodsMeans locos that cannot be shared.g p g

Now each has its own; at the end of a shift,A combi must bring home the crew.

As things were before, they simply transferred To a train of a different hue.

y yy

And then there are problems with planning, you know,When Operating does its own thing;

p p g yp p

And the line and the stations and signals and suchGo out on a separate fl ing.

g

Splitting up management complicates lifeIn apportioning blame for misdeeds.

Its so easy to say “It was his fault, not mine” -Contradicting all comers and leads.

y y

“Separation,” they cry “is the name of the game -Divide all you see into two;

y y

Disentangle the running of trains from the track,yy

Do it now - without further ado.”- LRD

NAME OF THE GAME

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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

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Railways Africa Issue 5 2011