railways africa october 2011

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.

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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.

3October 2011 Railways Africa www.railwaysafrica.com

BARBARA SHEATPublisher / Railways Africa

PUBLISHERBarbara Sheat

EDITOR Rollo Dickson

DESIGN & LAYOUTGrazia Muto

ADVERTISINGKim Bevan

SUBSCRIPTIONS Kim Bevan

CONTRIBUTORSAntonio Teixeira

Bruno Martin

Hennie Heymans

Jacque Wepener

John Batwell

Peter Bagshawe

Roderick Smith

Stewart Currie

ISSN 1029 - 2756

Rail Link Communications ccPO Box 4794 Randburg 2125

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Railways Africa - the magazine - fell behind

hand datewise some months back. At the

time, our staff were heavily involved in

putting together the Railways and Harbours

conference. That’s a statement; it’s not

meant to be an excuse!

Once there’s a backlog, of course, it can

be the very devil catching up again - as

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know all too well.

Actually, that’s not a good analogy;

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Where news is concerned, there’s always

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disadvantage - one we have been making

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Want up-to-the-minute news instantly,

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railways in Africa, you’ll fi nd it at

www.railwaysafrica.com, at the click of a

mouse. Together with much more besides -

like our unique world roundup of rail-related

mishaps. True, this feature appeals to the

morbid-minded, but hopefully there’ll be

object lessons, ones that might just help

avoid the reprising of calamities in other

places. Plus a smattering of international

coverage - subjects with direct or not-so-

direct relevance to Africa, maybe items that

are just plain interesting (or funny).

The news on our webpage is instantly

accessible - no logging in, no complex site

to be navigated - and everything is updated

every week.

In short, the cover date on the mag itself

isn’t signifi cant at all. Some publications

date their issues a month in advance

(November coming out in October - that

sort of thing). We happen to be doing the

opposite, but it’s no big deal. After all,

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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

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One That Got Away: Explosion at PE Station 40

Passenger Head-down Between Platform & Train 46

Mishaps & Blunders

First Metro in Algeria Starts 20

Sierra Leone: 1st Ore Shipped by AML 27

Africa Update

RAILWAYS AFRICA / CONTENTS

ContentsContents

PLASSERAILThe Curve Tamping Process 6

Features 6

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www.railwaysafrica.com

Eastern Cape Transport Award 30

Doubling East of Pretoria 36

SA Rail News

Rovos Rail, Pretoria 48

Eritrea Tour in March 2012 49

Railway Heritage

2. Curve Parameters

A train travelling at a speed v in a curve with a radius R will experience a centrifugal

lateral acceleration of a=v2/R.

This lateral acceleration may have the effect of displacing wagon loads, risk the

overturning or derailment of wagons and have high lateral forces on the track, which

increases wear of the rails and wheel fl anges, lateral displacement of the whole track

etc.

It is therefore desirable to limit these effects without negatively impacting on the

track speed. Partial compensation for the lateral acceleration can be achieved

through the use of cant (superelevation) in the curve, the use of a maximum possible

curve radius and the use of a transition curve. Curves are therefore generally divided

into three sections, namely –

(i) A transition curve which allows the centrifugal force experienced by a train

travelling at a constant speed to increase uniformly from the end of the

tangent track to the maximum force in the curve. This is achieved by gradually

decreasing the curve radius from the tangent track to the radius of the circular

curve in the form of a spiral (the blue and red lines in Figure 1).Transition

curves are therefore also referred to as a spiral curve because that section of

the curve has an ever changing radius and offset in the form of a spiral.

(ii) The circular curve (the green line in Figure 1) which follows on the transition

curve has a constant radius and constant offset.

(iii) Another transition curve follows after the circular curve which gradually

increases the curve radius again to the tangent track.

These sections are denoted by fi xed points (see Figure 1):

• the beginning of the transition curve (BTC),

• the beginning of the circular curve (BCC),

1. IntroductionCurves connect two sections of tangent (straight) track to change direction or to go around man-made or topographic obstructions. Curves are therefore designed during the construction phase with specifi c parameters such as the radius, transition curve lengths etc, depending on the type of line and speed.

When a curve is tamped, the curve parameters are used to establish the offset and cant for the tamping machine. The original design parameters are not always available, resulting in all curves being measured before tamping commences. In addition, the measuring methods used in the past were not very accurate. Under train movement, the track may have shifted to a new position, especially in the case of curves at the bottom of steep grades. This results in curves adopting different parameters from those in the original design. Very often it is not possible or practical to move the curve back to its original design parameters.

It is therefore necessary to measure and establish the new curve data and establish a best fi t for the curve in that position before tamping commences. This will ensure that the curve is subjected to minimal stress, will be stable in its position and will be geometrically smooth.

Most curves in South Africa have been measured using the IM2000 Infrastructure Measuring Car and the curve parameters recorded for use by the tamping machines. In addition, available software allows the engineer to fi nd a best fi t for the curve, considering other fi xed structures such as tunnels, bridges, multiple lines and mast-poles. Also, the different fi xed points on the curves may be marked using curve markers.

The remainder, though a very small percentage of the curves, are still measured by hand, using a 10-metre string. The offsets are measured at 5-metre intervals and plotted on a graph (SHS6 form).This system however is time-consuming and has a cumulative error which often results in geometric errors behind the tamping machine.

Figure 1: Curve design.

6 Railways Africa October 2011 www.railwaysafrica.com

PLASSERAIL

THE CURVE TAMPING PROCESS

by Leon Zaayman

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

for AC, DC and diesel-electric units.

LOCOMOTIVE BUSINESS

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

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Figure 2: Measuring the offset distance between a 10-metre cord and the

rail crown.

The process is as follows:

• First the beginning of the transition curve (BTC) must be

established. Since few curves have signposting to indicate

this position, the beginning of the curve is at best an

estimate, and errors of several metres have been seen.

• A tape measure is used to measure the position of every

station from tangent to tangent at 5-metre intervals. Three

stations X, Y and Z are also measured before the beginning

of the transition curve. A chalk mark is made on the crown

(or on the foot of the rail) to indicate the position of the

station. The station number is written on the foot of the rail

with white chalk (see Figure 4).

• The mid-ordinate offset can now be measured using the

string held by two people at the chalk marks and a third

person to measure the offset in the middle of the 10-metre

string at each station using a special ruler (see Figure 3).

Readings are taken 14mm under the crown.

• The measured offset is written on the foot of the rail in white

chalk next to the station number.

• The form SHS6 or equivalent is used to write the offset under

the column “MO” (mid-ordinate) against the corresponding

station number. See Figure 5 for the Plasserail equivalent

of the SHS6 form. A dot is made on the graph paper at the

offset value.

• The string is moved on by 5 metres and the next station is

measured, the value is written on the foot of the rail and

recorded on the SHS6 form.

• This process continues until the whole curve has been

measured and recorded on the SHS6 form.

This data is then used to calculate the transition lengths, the

curve radius, the curve offset and the required cant. Accurate

information is required to ensure that the tamping machine places

the curve in the desired position.

• the end of the circular curve (ECC), and

• the end of the transition curve (ETC).

A curve is said to be to the ‘right’ or to the ‘left’ to indicate the

direction of curvature to the right or to the left-hand respectively

looking in the direction of increasing kilometres.

3. Hand Measuring The Curve To Establish The Existing Curve Data

3.1 Measuring MethodExplaining the hand method of measuring the curve to establish

the curve parameters will provide insight into curve design.

When a curve is “measured”, it is actually the offset from the

middle of a 10-metre cord to the rail crown that is measured at

5-metre intervals. The measuring position is called a station. The

measuring instrument (a versine) is a nylon string of 10 metres

which is used in conjunction with a ruler in the middle of the string

(see Figure 3) to establish the distance between the string (the

cord) and the rail.

Figure 3: Measuring the curve with the manual method and a 10m string.

Figure 4: Marking made on the rail.


PLASSERAIL

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3.2 Establishing the curve data from the measured information

The SHS6 form must now be presented to the railway representative

who will use the information on the form to plot the curve and to

establish the position and values of the curve data. The following

curve data is calculated:

3.2.1 Offset of the circular curveFirst the average offset for the circular curve must be established.

This is done basically in one of two ways –

(i) the average of the offsets that are clearly in the circular

curve are calculated and a line is drawn at that offset, or

(ii) the railway representative uses a transparent ruler and

draws a line where the average appears to be.

3.2.2 Offsets and length of transitionA line is drawn from station 0 (at the BTC) to where the line crosses

the circular curve offset line (at 17mm in the example). This line

represents the transition curve and shows the required offsets per

station. The same is done for the transition curve at the end of

the curve.

The transition lengths can be calculated by adding the number

of stations between the beginning of the transition curve and the

end of the transition curve and multiplying this number by

5 metres (the distance between stations).

3.2.3 Curve radiusThe radius of the curve can now be calculated from the average

offset using the Pythagorean formula and the right-angled triangle

shown in Figure 6:

Figure 5: Equivalent of the SHS6 form to dot down the measured offsets.

Figure 6: Calculating the curve radius.


PLASSERAIL

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

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ROLLING STOCK EQUIPMENT BUSINESS


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The IM2000 integrates inertial sensors (gyros and accelerometers)

with a global positioning system (GPS) receiver and a non-contact

optical gauge measuring system to provide precise measurement

of track geometry parameters under normal load conditions.

4.1 Locating the fi xed points of the curveThe measured parameter of “alignment” is further processed to

produce curve data based on a 10-metre cord. The accuracy for

a 10-metre mid-cord offset measurement is 1mm RMS or better.

When the machine enters a curve it will detect that the alignment

increases by more than an average of ±2mm over a 25-metre

distance, after which it will recognise it as a curve.

Locating the fi xed points of a curve is very accurate. The

IM2000 measures the geometry parameters at 250mm

intervals while travelling at 80 km/h. The computer system

uses the measurements of the previous 40 metres to calculate

a running mean for the average alignment of the left and

right rail. The running mean is then used to establish the

exact point at which the offset exceeds the running mean by

3.2.4 Desired cantOnce the curve radius has been established, the radius and

the section speed are used to establish the maximum cant for

the circular curve from the table in Annexure 9, Sheet 4 of 4,

“Superelevation and maximum permissible speed on curves” in

the Manual for track maintenance (2000). Refer also to section

4.1.4 in the manual for further specifi cations that must be

adhered to.

The specifi ed cant applies only to the circular curve and will

remain constant through the circular curve.

The rate of cant increases in millimetre per sleeper must be

calculated over the transition curve. The cant starts at 0mm and

will reach the required value at the point where the transition

curve joins the circular curve.

All the information is now available for tamping.

4. Establishing Curve Data Using The IM2000 Infrastructure Measuring Vehicle

The hand measuring of curves explained above is time-consuming

and has a cumulative error which, when used for establishing the

curve parameters for the tamping machine settings in the curve,

often results in geometric errors behind the machine.

Curve data is a function of the track geometry parameters that are

measured by the IM2000 infrastructure measuring vehicle. The

measurements are accurate and eradicate the cumulative errors

associated with hand measurements.

Figure 7: The parameter of alignment is used to produce curve data.


PLASSERAIL

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a set fi gure. This is the beginning of the transition curve. The

other fi xed points are similarly located.

4.2 Locating the fi xed points in spaceThe IM2000 uses a GPS receiver to continuously locate and

record the position of the machine on the track. This is of utmost

importance in locating the position of track defects and also for

the accurate location of the curve fi xed points on the track.

Standard GPS coordinates are, however, only accurate to

approximately 5 metres due to, for example, climatic or atmospheric

conditions. For locating track defects and the fi xed points of a

curve, 5 metres is not accurate enough. The IM2000 therefore

uses a system called Differential GPS (DGPS).

DGPS relies on the concept that the errors in the position at one

location of a GPS receiver are similar to those for all locations

within a given area due, for example, to the ruling climatic

conditions.

If the exact position of a point in the given area is known (such

as a fi xed beacon), a GPS position reading at that beacon can be

compared with its actual known position to calculate an error in

the GPS reading.This error is valid for the position of the beacon,

and also for positions of all other GPS readings in the given area

around the beacon.

The error-information within that area can be sent to DGPS

subscribers to apply a correction adjustment to their GPS

readings to improve accuracy of GPS position locations to less

than 0.4 metres.

The IM2000 receives the error information constantly and makes

error adjustments to ensure that the locations of, for example, the

fi xed points of a curve are always within 0.4 metre accuracy.

4.3 The curve listIn 2005, a project was launched to record all the curves in

South Africa on a curve list from the curve data provided by the

IM2000. The curve data was processed to fi nd the best fi t for

every curve. The curve list provides all the necessary information

required for the tamping machine, including the position of all the

curve fi xed points, the length of the curve parameters, the curve

radius, curve number and kilometre location etc.

The only problem is that the report provides the location of the

curve fi xed points as longitude and latitude coordinates. Unless

the tamping machine is equipped with a differential GPS, it still

does not know exactly where the curve’s fi xed points are.

Figure 8: Using a 40-metre running mean to establish the curve fi xed points.

PLASSERAIL

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

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sleeper spacing is entered into a computer software programme

which calculates the offsets per sleeper for the specifi c machine

type. A printout is made of the offsets.

Specifi c mention is made of the calculated offsets per machine

type because the cord distance between the front and rear

measuring trolleys of a tamping machine is usually longer than

10 metres and differs from machine type to machine type. The

distance between the centre measuring trolley and the front and

rear measuring trolleys is also not in the middle of the cord. Refer

to Figure 9.

4.4 Locating the fi xed points on the trackAs part of the project launched in 2005,the IM2000 curve list was

used together with a handheld DGPS instrument to locate the fi xed

points (BTC, BCC, ECC and ETC) of all the curves. These points

were identifi ed by painting the sleeper nearest to the fi xed point

with green paint to within 1 metre accuracy.

5. Tamping of A CurveThe curve data must be available before the tamping machine

arrives on site.The curve radius, the transition lengths and the

Figure 9: The tamping machine’s cord is not 10m long and does not

measure in the centre of the cord.Figure 10: Curve data written on the rail.


PLASSERAIL

On the latest Plasserail tamping machines, such as the 09-3X,

Unimat and DYNA-CAT, a computer system eliminates the need

to write the offsets on the sleeper. The curve data is entered

into the ALC computer system which calculates the offsets and

makes the necessary adjustments automatically without any

further input from the operator. This allows for the most accurate

positioning of the curve possible and is the most effi cient in terms

of time and resources.

All the information must now be written on the sleeper and rail

in a chalk colour and position according to a set procedure the

day before or on the day of tamping. Other information such as

the radius of the curve and the desired cant per sleeper is also

written on the sleepers in yellow. Refer to Figure 10.

During tamping, from his position in the cab the operator can see

the written cant and tamper offset information on the sleeper

and make the necessary adjustments manually on the tamping

machine to obtain the required results per sleeper. The information

written on the rail is not visible to and not used by the operator

and is purely for quality control purposes.

Behind the tamping machine the offset, cant, overhead stagger

and height and track to mastpole clearance is measured. The

results are also written on the rail and sleepers before it is

recorded on a form for quality control purposes.

REFERENCES

1. COENRAAD ESVELD. Modern Railway Track (second edition).

2. VENTER C. The Little Green Book

3. SPOORNET. Manual For Track Maintenance (2000)

4. Plasserail Specifi cations and Procedures

5. Old South African Railways Specifi cations – (no references available)

PLASSERAIL

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 |

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

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AUXILIARY BUSINESS

Tel: +27 (0)12 391 1304 Fax: +27 (0)12 391 1371 Email: [email protected] ShareCall: 0860 111 345

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Republic of Congo (DRC), 1,348km from the Atlantic coast, before

the end of 2012. Test runs are to be run in January 2012 as far as in

Cuito in Bié province.

BOTSWANACOAL AT SESEFollowing the concept study in September that confi rmed the

viability of Botswana’s Sese coal project, African Energy Resources

has begun bulk sampling work. According to the earlier fi ndings,

extraction of up to 1 million tonnes per annum (mtpa) in a fi rst-

stage initial operation could generate cash fl ow with effect from

2013 through selling washed coal into domestic and regional

markets. Production is foreseen to reach output of 5mtpa in a

second project stage, possibly without needing to use rail, but rail

facilities would be indispensable thereafter.

The Sese deposit is said to be ideally suited to low-cost, open-cut

mining, being noteworthy for:

• A large continuous coal seam with a strike-length of some

35km;

• A main seam averaging 14m thickness;

• Full seam strip ratios of 1.6:1.

CAMEROONEnvironmental approval for the Mbalam mine, railway and Lolabe

port project in Cameroon was granted in 2010. The government

has now declared the extent of land along the rail corridor which

it intends to acquire so that the line can be built. No further

property transactions or construction will be permitted in this strip.

ALGERIAFIRST METRO IN ALGERIA STARTSOn 31 October, Algerian president Abdelaziz Boutefl ika inaugurated

the fi rst metro line in the capital Algiers (population 3 million).

Siemens, as the consortium leader, delivered the complete rail

system as a turnkey project. The Siemens scope of supply comprised

the automatic train control system Trainguard MT CBTC, the radio

communication system Airlink and the train location system

Digiloc. Siemens also installed the telecommunication system, the

traction power supply, trackwork and the ticket vending system.

In addition, the operations control centre was equipped with

technology from Siemens. The company was responsible for the

project management and the entire project planning. Consortium

partners were Construcciones y Auxiliar de Ferrocarriles S.A. (CAF)

and Vinci Construction.

Algiers transport operator Entreprise Métro d’Alger (EMA) awarded

the contract to build the fi rst section of Line 1. The line comprises

ten stations and runs from the south to the north and along the

coast in a westerly direction into the city centre.

In the medium term, EMA plans to expand the line by 3.5km. The

fi rst section is operated by RATP El Djazaïr, a subsidiary of the

Paris public transport operator. EMA expects around 300,000

passengers per day on the entire metro line. A further expansion

of the metro network in Algiers to a total of three lines is planned.

ANGOLAGARRATTS CUT AT HUAMBOFrom a sar-L correspondent:“Scrappers started cutting up the Garratt locomotives in the works

at Huambo on 30 October. They began on three locomotives

(including one non-Garratt) at the extreme western end, and

presumably will be working their way east.”

BENGUELA RAILWAYTrains of Caminhos de ferro de Benguela (CFB) are now operating

regularly between Lobito on the Atlantic coast and Huambo

(380km), eastbound on Tuesdays, returning on Thursdays. Angolan

transport minister Aquiles de Carvalho told news agency Angop

that the railway will be opened to the border with the Democratic

Map courtesy Railway Gazette International.

In steam days: wood-burning Garratt 4-8-2+2-8-4 class 10D no 362 on the

Benguela Railway.


AFRICA UPDATEAFRICA UPDATE

AFRICA UPDATE

“Eritrea’s history and its phenomenal railway not only attract

railway enthusiasts, they also create dreams for fi lm producers.

An innovative, young fi lm producer has developed an interesting

concept for a documentary in which Eritrea’s railway will play a

major part. She has already produced an award-winning fi lm in

which an African train was the recurrent theme. This tour was

created to support her. She’ll defi nitely not spoil our programme

nor occupy a photo position.

“As we’ve encouraged them to overhaul several two-axle freight

cars over the last two years, it’s now possible to offer a large variety

of genuinely authentic-looking trains.

“The tour will be good for Eritrean ‘newcomers’ as well as regular

visitors who want to use their remaining leave for 2011. Our

programme is very compact and offers only the ‘cherry on the cake’

of the Eritrean’s railway, but we’ll use all three different types of

locomotive and will probably see the ‘new’ 442 56 in steam. This

loco has been under overhaul for many years, as we’ve reported.

It should be able to haul trains over the stiff gradients by the time

we’re there.

More details are available here: Arbaroba Special

http://www.farrail.com/pages/touren-engl/eritrea-steam-

arbaroba-2012.php

Newsletter: www.FarRail.com/newsletter: [email protected]

CONGO (DRC)NARROW-GAUGE CONGO GARRATTS Notes from Peter Bagshawe:“Construction of the CF Vicinaux du Mayumbe commenced in 1898,

believed to be a 615mm gauge, although also quoted at 610mm.

“It initially purchased 0-4-0T locos, and around 1905 there was a

project to permanently couple some or all of these locos back to

back, but there are confl icting reports as to whether this project

was realised.

“In 1911 they purchased their fi rst Garratts and eventually had a

fl eet of 20. They were all unsuperheated 0-4-0+0-4-0T with 200mm

x 300mm cylinders, 600mm dia driving wheels and weighed

between 23 and 27 tonnes in working Order:

• Type MA, 1A-4A, St Leonard 1708-1709/1715-1716 of 1911

• Type 3MA, 1B-11B, St Leonard 1899-1900 of 1919/1953-1956

of 1921/2021-2025 of 1924

• Type 4MA, 1C-4C, St Leonard 2056-2059 of 1926

• Type 4MA2, 1E, St Leonard 2096/1927

“By the end of the 1950s the line had been dieselised and, as far as

I am aware, none of the Garratts were preserved.”

ERITREASTEAM TOURFarRail Tours, based in Germany, has arranged a tour to Eritrea,

starting on 28 January 2012 and ending on 2 February. Organiser

Bernd Seiler explains:

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

AFRICA UPDATE

screened from the line (which will have a 60 metre reserve) by

walls either side some nine metres high and extending for more

than 12km. The World Bank is fi nancing the project.

MOZAMBIQUECOAL VIA MOZAMBIQUE’S QUELIMANE PORT? Until recently, Mozambique export coal was envisaged as

reaching the sea via the nearly completed Sena line to Beira (in

the short term) and by way of Malawi and the port of Nacala as

soon as a 100km gap in this route could be fi lled . Both have upper-

limit loading implications. Doubling the 3.67km bridge over the

Zambezi for instance would be formidably costly, not to mention

constraints at the port of Beira. With the demand for coal rising

inexorably however, a third option looks to be on the cards in

future planning.

Specifi cally, planners are eyeing Quelimane, a little port 300km

north of Beira and about 550km south of Nacala.

Quelimane has – or used to have – a railway, but it extended only

145km inland, to Mocuba, and it hasn’t operated for years. Exactly

what somebody has in mind is far from clear. Obviously there is

no point in connecting Quelimane to Beira. To help move coal

from Moatize implies a completely new railway directly from the

coalfi elds – that’s about 550km.

[A better idea might be to build a line from Quelimane to Mutarara, on

the north bank of the Zambezi (roughly 200km), and double the Sena

line to Moatize from there. – Editor: Railways Africa]

ZIMBABW

E

MOZAMBIQUEMALA

WI

ZAMBIA

Beira

Dondo

Inhamitanga

Manica

Mutare

To Harare

Caia

Vila de Sena

Marromeu

Mocuba

Nacala

Monapo

LumboNampula

Cuamba

Entre LagosNkaya

Moatize

Chiromo

Mutarara

Blantyre

Tete

Lichinga

Lilongwe

Chipata

Quelimane

Indian Ocean

Cabora Bassa Dam

Zambesi River

Lake

Ma

law

i

1500 300 450

Km

Morrumbala

ETHIOPIACHINA TO BUILD NEW LINE TO DJIBOUTIAfter several years of contradictory announcements and false

starts on repairing the existing railway from Addis Ababa to

Djibouti, Ethiopia has unveiled plans to build an entirely new line.

The fi rst phase will take three years to build and cost $US1.2 billion.

A Chinese company is to handle the construction and the Chinese

government will fund it.

EAST AFRICA$US900BN NEEDEDThe crucial role played by railways in the economy of a well

functioning country is being recognised at last in African states.

Unfortunately, most allowed their rail systems to deteriorate –

even fall apart - following the withdrawal of colonial infl uence. It

was widely held that the colonialists only built lines for their own

benefi t, mostly to facilitate the export of indigenous minerals.

Ironically, rail lines being upgraded in Africa today – for instance in

Liberia, Sierra Leone, Ghana, Cameroon and elsewhere – prioritise

exactly the same thing. Even the much vaunted Tanzania-Zambia

“Uhuru” freedom railway was built with the specifi c object of

getting Zambian copper to the sea. At present, global trade is very

much in fashion and the shortcomings of African railways mean

that many countries are being left behind.

Realisation of these home truths has dawned only lately, but the

latest fi gure quoted for implementing the East African Community

(EAC) railway master plan - prepared by Canadian consultancy

CPCS Transcom - is a startling $US900 billion. Without it, the

member countries (Kenya, Uganda, Tanzania, Rwanda and Burundi)

see little hope of meaningfully enhanced economic growth. True,

pinning their faith on the perceived magic of “standard gauge”

may prove over- optimistic. The budget may need trimming to get

nearer to affordability – after all, many railways in the world

manage on less than standard gauge.

The master plan, together with its implications, objectives and cost,

is to be tabled at a heads of state summit in December.

Footnote: The EAC is home to about 130 million people.

KENYASLUMS TO MAKE WAY IN NAIROBIIntegral to planned commuter rail provision in Kenya, the clearance

of slum dwellings within the rail reserve through Nairobi’s Kibera

is being tackled determinedly. It is a daunting project that will

see some 9,000 entities displaced – both dwellings and a large

number of small business activities. Two-storey alternative

accommodation with electricity and piped water is to be provided,

NAIROBI

Voi

Mombasa

Lamu

Nakuru

Kampala Malaba

EntebbeKisumu

Mwanza

100 200 400km

TANZANIA

UGANDA

SUDAN ETHIOPIA

KENYA

SOM

ALI

A


AFRICA UPDATE

XILUVO: FUTURE MOZAMBIQUE RAIL CUSTOMERSouthern Crown Resources’ rare earth element Xiluvo project

covers part of the Monte Xiluvo carbonatite complex in the Sofala

Province of Mozambique, 110km from the port of Beira. The main-

line from Harare via Mutare in Zimbabwe runs along the southern

boundary. According to a company statement: “The resource

contains a balance between light and heavy rare earth elements,

containing oxides of neodymium, europium, terbium, dysprosium

and yttrium - which are widely known to be critically undersupplied

to the global market in the next decade.”

SENA LINE UPGRADE DELAYEDCaminhos de ferro do Moçambique (CFM – the state railway

& harbours) expects to complete refurbishment of the Sena

line linking the port of Beira with coal mines in Tete province by

early 2013. CFM took over the project after the government

cancelled the contract with India’s Rites and Ircon, due to failure

to complete the work after a series of delays. Until the upgrade

is fi nished, the line will not be able to carry the planned six million

tonnes of coal per annum. In a later stage of upgrading, it is

hoped to raise capacity to about 19 million tonnes. Brazil’s Vale

mining company has begun using the Sena line to move its coal

to Beira, but at much slower speed than that required for

meaningful traffi c volumes.

NAMIBIALUDERITZ LINEDuring 2001, TransNamib began complete reconstruction of the

railway that extends some 310km from Luderitz on the Atlantic

coast to the junction (at Seeheim North) with the main north-south

line running down from Windhoek and beyond. For more than ten

years, the route has remained inoperable. The rebuilding project

includes a section where the patented tubular track has been

laid, being especially suited to desert conditions and blown sand.

This activity has been reported extensively in Railways Africa.

In recent years, progress came to a virtual standstill. It is

understood that material to complete the work has been received

but has yet to be moved on site. There is talk of a hoped-for new

completion date of 2013. The inoperable railway severely hampers

the effi ciency of the port at Luderitz.

GM

531_AP Presslink

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

Tubular track: ideally suited to desert conditions.


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

in the 65km Abuja light rail project, due to insuffi cient funding.

Minister in the Federal Capital Territory Senator Bala Mohammed

has now asked CCECC to assist in sourcing the $US500 million

loan promised from China to help fi nance the work. The minister

was represented at a recent site meeting with the CCECC by his

senior special assistant on project monitoring and evaluation, the

honourable Ahmed Wadada.

ORE FROM AGBARA The Agbaja Iron Ore Exploration Project being developed in

Nigeria by Proactive Investors Energio is said to have resource

potential of 1 to 2 billion tonnes. Agbaja lies about 300km south-

west of the Nigerian capital Abuja. Reportedly the existing railway

through Ajaokuta, less than 70km to the south, has the capacity

to move 10 million tons of ore annually to the coast (300km

further to the south, once the outstanding 27km extension to the

port of Warri is completed).

Construction of the Itakpe-Ajaokuta line – the fi rst standard

gauge railway in Nigeria – was started in 1987. The extension to

Warri was not begun until 1996 but was then suspended due to

funding problems. Eventually the federal government revived the

project in 2009, awarding N36 billion contracts to Julius Berger

plc for the completion of the remaining section and the

rehabilitation of the previously built 254km. In November 2010,

then Nigerian transport minister Alhaji Yusuf Suleiman promised

passenger service on the line in 2011, but this has yet to eventuate.

SÉNÉGALSÉNÉGAL-MALI LINE UPGRADE NEEDEDThe 1,233km metre-gauge railway from Dakar in Sénégal to

Bamako in adjoining Mali was completed in 1924, though portions

of the line were in operation 20 years previously. An extension

to Koilikoro, a further 53km, was completed later but is out of

use. There was little further investment in the line itself until some

three years after operations were privatised in 2003, by which

time the track was in poor condition.

In 2006, partial improvement took place, funded by an

International Development Agency loan of $US48.7 million for

“transport corridor improvements”.

Today however things are not looking good. Although additional

rolling stock has been acquired, Transrail - which holds a 25-year

operating concession - reported 136 derailments in the fi rst 10

months of 2011, also 291 instances of broken rail between Dakar

and Thies (70km), part of which carries a commuter service.

Repair work is in progress along some 44km of this section at

present, scheduled for completion in 2014.

In 2010, Thomas Cook’s Overseas Timetable listed a once-weekly

“express” passenger train linking the two capitals, remarking

that “the trains are life-expired, fi lth has accumulated for years,

bedroom doors often don’t lock and lack hinges, lights don’t work

and toilets have no water. The available mattresses and linen

haven’t been washed for years. Never mind what the timetable

says, the train will take anything from 44 to over 80 hours to make

the trip”. Transrail says 400,000 tons of freight were conveyed in

2010. Loads are constrained by a 15 ton axle load.

Currently the two countries, keen to upgrade the railway to

carry minerals like iron ore and phosphates, are seeking

funding for upgrading from sources such as the European Union,

SARA PROTOCOL FRAMEWORKThe Southern African Railway Association (SARA) draws its

mandate from the Southern African Development Community

(SADC) and in terms of that is calling for integration of services,

with member railways able to offer seamless, effi cient and cost-

effective services. A media statement issued by TransNamib, the

state railway of Namibia, says that the protocol provides a clear

framework through which the regional railway industry can be

developed.

NIGERIAMONORAIL PLANSThe Enugu State government in Nigeria, in conjunction with its

technical partner, Globim Trans International of Canada, has

announced plans to build a 117km monorail line, estimated to

cost $US1.6 billion. Describing the monorail system as “safe,

self-sustaining and economically viable”, state governor Sullivan

Chime says the project will create 4,000 new jobs.

It is to be carried out in six phases. The fi rst is to be completed

between 20 to 24 months from the date of fi nancing.

ILORIN SERVICE BEGINSOn 31 October, the Nigerian Railway Corporation (NRC) restored

passenger train service from Lagos via Ibadan to Ilorin (391km),

the Kwara state capital, following completion of track rehabilitation

by the China Civil Engineering and Construction Company

(CCECC). The inaugural train departed from Iddo Station in Lagos

at about 09:00 and arrived in Ibadan, the Oyo state capital

(193km), at 14:00. According to NRC western district manager

Folorunso Rasheed Gbadamosi, north-south express rail services

will be fully restored within the fi rst quarter of 2012, on completion

of rehabilitation at the Akere Bridge in Niger State. Gbadamosi s

ays the Iddo-Ilorin six-coach train will run every Friday, returning

on the Sunday.

NRC has commenced weekly haulage of 600 metric tons of

cement to Osogbo, the Osun state capital. This is to be followed

by haulage of a similar amount to Ilorin.

ABUJA LIGHT RAIL FUNDS HOLD-UPThe China Civil Engineering and Construction Company (CCECC),

has completed only 26 culverts out of 96 and only 35km of line


AFRICA UPDATE

Africa, and Phuzumayo in Swaziland is completed.

The objective is to provide an alternative route for general freight

headed to Richards Bay, thereby releasing badly needed extra

capacity on South Africa’s coal line. Swaziland Railway’s director

for operations and marketing Stephenson Ngubane says a

feasibility study is nearing completion, though technical aspects

such as determining the specifi c route are still outstanding.

Transnet CEO Siyabonga Gama points out that an environmental

impact assessment has still to be undertaken, once the feasibility

study is complete.

Earlier in 2011, Gama estimated that as much as 15 million tons

of general freight currently transported on Transnet’s coal export

line could be moved to the new railway.

The coal line has a capacity of 68 million tons a year and the

Richards Bay Coal Terminal is able to handle 91 million.

TUNISIASTRIKE HALTS TRAINSPassenger service between the Tunisian cities of Sfax, Gafsa

and Gabes came to a sudden halt when employees of Société

Nationale des Chemins de Fer Tunisiens (SNCFT - the Tunisian

National Railways) went on strike. According to law, 10 days

notice must be given of the intention to down tools, but this was

not done.

the World Bank, the African Development Bank and the French

Development Agency. A fi gure of about $US1.6 billion has

been mentioned for strengthening the track.

SIERRA LEONESIERRA LEONE: 1ST ORE SHIPPED BY AMLAfrican Minerals Limited (AML) has loaded the fi rst iron ore

shipment from its Tonkolili project, the fi rst such shipment from

Sierra Leone in more than 30 years. This is a test cargo consigned

to the Shandong Iron and Steel Group in China, prior to fi nalisation

of investment totalling some $US1.5 billion.

AML built the fully integrated mine, rail and port infrastructure

within 14 months of receiving the mining lease and the

environmental impact assessment licence. Final commissioning

of the port and railway are continuing, with completion expected

before the end of 2011. It is planned to export 15 million tons

in 2012.

To support present and future work on expanding infrastructure

capacity, additional civil works and equipment will be needed,

including additional passing loops, more locomotives and

ore wagons, also a second wagon dump facility at the port.

These requirements are currently in the design stage or are

being procured. It is expected that the bulk of the costs of this

additional infrastructure will be funded by vendor fi nance, the

balance from 2012 cash-fl ow.

Production at a rate of 20 million tons per annum is foreseen with

effect from 2013.

SWAZILANDNEW LINE Four to fi ve years may elapse before the planned 165km of new

railway between Lothair east of Ermelo in Mpumalanga, South

MO

ZAM

BIQ

UEREPUBLIC OF

SOUTH AFRICA

PIGGS PEAK

MANANGA

TSHANENI

MHLUME MHLUME

SIMUNYE

MILL

MLAWULA

SITEKI

MANZINI

LUBHUKU

PHUZUMOYA

SIDVOKODVO

MATSAPHA

SIPHOCO

MALOYO

MGWILI

KADAKE Hhohho

Lubombo

Shiselweni

HLATIKULUBIG BEND

NTSOKO

LAVUMISA

to Lothair

MPAKA

EHLANEMBABANE

SWAZILAND

Kilometres

0 10 20 30 40 50

N

Menzel Bourguiba

Metlaoui

gaugegauge


AFRICA UPDATE

ZIMBABWESTRIKE COSTS NRZ $US5MThe National Railways of Zimbabwe says it lost close to $US 5

million in one week due to strike action that cost about $1 million

per day, general manager Air Commodore (retired) Mike Karakadzai

told the Zimbabwe Standard.

NRZ workers went on strike on 27 September, pressing for

better pay, allowances and outstanding salaries dating back to

2009. The strike action drew the whole NRZ workforce affi liated

to the Zimbabwe Amalgamated Railway Workers’ Union, Railway

Association of Yard Operating Staff, Zimbabwe Railways Artisans’

Union and Railways Association of Engineering. Karakadzai said

the strike was holding back over 15,000 tonnes of unmoved

cargo daily.

“In terms of tonnage, we are losing about 33,000 tonnes of

traffi c that should have been moved and that translates to about

$2 million in two days since workers went on strike on Tuesday,”

Karakadzai said after a crisis meeting held at the NRZ headquarters.

Much as the company would like to make up outstanding pay and

meet salary demands, je explained, NRZ could not afford to do so.

“On average per day, NRZ makes about $225,000, translating

to about US$7million in a month against monthly expenditure of

about $10.5 million for fuel, salaries and spare parts,” he said.

Considerable inconvenience to passengers was caused, as

people’s Eid plans were disrupted, with many prevented from

reaching home in time for religious activities. SNCFT arranged

buses which went some way to alleviating the problems.

ZAMBIALUSAKA’S NJANJI COMMUTER RAIL SERVICEWriting in the Times of Zambia, Humphrey Nkonde urges the revival

of the Njanji commuter rail service, which connected Lusaka to

the townships of Chilenje and George. Opened in 1991, the line

was a money-spinner, Nkonde says, earning K458 million revenue

in 1995 - a typical year - when 2,700,000 passengers were carried.

The service came to an abrupt stop on 10 October 1998 when

two trains collided. Both locomotives and 12 passenger coaches

were badly damaged and service on the line never resumed.

Nkonde attributes the collision to primitive operational control,

which relied on walkie-talkie radio.

Subsequently the line itself and station at George have not been

maintained and are in dilapidated condition. Another obstacle in

the way of restarting the trains is the extent to which squatters

have encroached on the rail reserve

Restoring the line and the train service would help reduce Lusaka’s

appalling road traffi c congestion, Nkonde argues, and the concept

could be extended by introducing commuter trains to Chilanga

and Ngwerere, using some 25km of the Zambia Railways main-

line. This is concessioned to Railway Systems of Zambia (RSZ),

which could manage the suggested commuter service.

Commenting on informal public transport on Zambian roads,

Nkonde points out that at least the railway used a proper ticket

system.

Turning to the question of fi nancing, Nkonde says South African

experts who looked around the world prior to building Gautrain

found that very few urban railways cover both capital and

operating cost out of revenue. But Hong Kong for instance is

able to erect high-rise building complexes above stations.

Infrastructure costs, Nkonde thinks, are best met by government,

while private investors can be relied upon to deal with operating

expenses and the acquiring of rolling stock, “which they can obtain

cheaply on lease.”

[Nkonde is described as an international freelance journalist and

a logistics and transport professional.]

ZIMBABWE

Victoria Falls station, National Railways of Zimbabwe, 1 August 2011.

Photo: Jean Dulez.

Mutare

N

ZIMBABWEBlantyre

Moatize

Beira

MOZAMBIQUE

Masvingo

Rutenga

SOUTH AFRICA

Beitbridge

Lusaka

ZAMBIA

VictoriaFalls

Livingstone

BOTSWANA

Francistown

GweruBulawayo

Kwekwe

HARARE

WestNicholson


AFRICA UPDATE

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

OCTOBER – SA TRANSPORT MONTHInaugurated by South Africa’s national Department of Transport

(DoT), “Transport Month” is observed every year in October. It

highlights the achievements of the transport sector in the provision

of a safe, effi cient, affordable and sustainable transport system.

The 2011 campaign focused on job creation and service with the

theme: “Year of job creation and service delivery in the transport

sector, moving South Africa to a better tomorrow.”

The campaign objectives were to:

• Highlight transport initiatives, which have a positive impact in

all modes of transport

• Highlight investment made to create jobs and expand services

and infrastructure, especially in rural areas

• Raise awareness on the important role that transport plays in

the economy of the country

• Raise awareness on measures taken to improve the safety of

transport users, particularly road users.

INTERIM RAIL ECONOMIC REGULATOR From offi cial Transnet published results, 26 Oct 2011:“The Department of Transport has embarked on initiatives to

introduce rail reform through, amongst others, the establishment

of an Interim Rail Economic Regulator.”

EASTERN CAPE TRANSPORT AWARDThe Eastern Cape Department of Transport recently received a

Southern African Institute of Government Auditors (SAIGA) Public

Sector Reporting Award after winning the category for government

departments in the Eastern Cape province by scoring 92.57%.

The award was unveiled by MEC for transport, roads and public

works Thandiswa Marawu during the offi cial opening of a new

driving licence testing centre at Wilsonia in East London on 4

October 2011.

The award, she said, clearly shows that despite the negative

publicity that the department continues to receive, “we remain

on course in our efforts to improve our administration and

management of our human and fi nancial resources as we

endeavour to provide our people with a safe, effi cient, affordable

and sustainable transportation system. I would like to salute all

the departmental offi cials for this achievement,” Marawu said.

TRANSNET INTERIM RESULTSOffi cial Transnet published results, 26 Oct 2011:Group operating performance – continuing operations

“Revenue for the period increased by 20.3% to R22.4 billion

(2010: R18.7 billion). This increase was mainly due to a 7.1%

weighted average growth as a result of strong increases in iron

ore and container volumes. In line with customer contractual

commitments, export coal and iron ore tariff adjustments also

contributed to the increase. In addition, pipeline tariffs were

increased due to commissioning of new assets as part of the

New Multi-Product Pipeline (NMPP). These tariff increases enabled

the company to achieve a fair return on invested capital.

“Despite numerous cost-reduction initiatives implemented

throughout the company, operating costs increased by 15.9% to

R13.0 billion (2010: R11.2 billion) mainly due to higher material

costs of 26.5% to address aging assets and in support of volume

growth. Personnel costs increased by 14.0% due to salaries and

wages being lower in the prior period as a result of the three- week

industrial strike action and an 8.0% average wage increase in the

current period. In addition, energy costs were adversely impacted

by the electricity tariff increase of 25.0% and an increase in the

price of Brent crude oil.

“Consequently, earnings before interest, taxation, depreciation and

amortisation (EBITDA) increased by 27.0% to R9.4 billion (2010:

R7.4 billion) resulting in an EBITDA margin of 42.0% (2010: 39.8%).

Late in September, it emerged that Gautrain could be in hot water with the Consumer Protection Commission by allowing its frequent user discount passes to lapse within seven days (weekly tickets) and 35 days (monthlies). The Consumer Protection Act states that vouchers, coupons and other prepaid devices only expire after three years. Gautrain Management Agency (GMA) CEO Jack van der Merwe said an appeal is to be lodged in conjunction with other transport operators, who are similarly affected. Gautrain ticket-issuing equipment.

GAUTRAIN TICKETS & THE CONSUMER ACT

Photo: Jacque Wepener (class

6E1 locos in the lead).


RAIL NEWSSOUTH AFRICAN

SA RAIL NEWS

“Depreciation and amortisation of assets for the period increased

by 12.9% to R3.9 billion. This increase is attributable to the roll-out

of the capital investment programme and the depreciation of

revalued port facilities and pipelines. This trend is expected to

continue in line with the execution of the capital investment

programme over the next fi ve years.

“Profi t from operations after depreciation and amortisation

increased by 39.5% to R5.5 billion (2010: R3.9 billion). Impairment

of assets, amounting to R335 million (2010: R430 million), arose

primarily from impairments of trade and other receivables.

“The fair value adjustment results mainly from the capital loss

as a result of the early redemption of a portion of the T018

bonds, offset by an investment property revaluation gain of R200

million recognised for the period in terms of IAS 40: Investment

Property. The early redemption of the T018 bonds was completed

during the fi rst quarter of the fi nancial year to positively impact the

weighted average cost of debt. The ‘mark to market’ of derivative

fi nancial instruments resulted in a loss of R1 million for the period.

More specifi cally, the loss arose from the ’mark to market’ of

foreign exchange hedges that Transnet executed to eliminate

foreign currency risk, some of which were not hedge accounted for

in terms of IAS 39: Financial Instruments.

“Accordingly, net profi t from operations before net fi nance costs

of R5.1 billion (2010: R3.8 billion) refl ected an increase of 33.7%

when compared to the prior period.

“Finance costs increased by 26.9% to R2.2 billion (2010: R1.7

billion) due to increased borrowings to fund the capital investment

programme, and are in line with expectations. Capitalised

borrowing costs amounted to R811 million (2010: R751 million)

and are expected to increase in line with the capital expenditure

programme over the next fi ve years.

“The taxation charge for the period amounted to R917 million

(2010: R652 million), comprising a deferred taxation charge of

R917 million (2010: R230 million). A current taxation charge

was not raised due to taxation allowances claimed for new

locomotives and the NMPP. At 28.2% (2010: 27.0%) the effective

taxation rate for the group is marginally higher than the corporate

taxation rate of 28.0%.

“Profi t for the period from continuing operations amounted to

R2.3 billion (2010: R1.8 billion), an increase of 32.7%.”

MOLTENO STATION AWARDThe Eastern Cape Department of Transport (Chris Hani District)

recently won the Centre of Public Sector Innovation Award for

innovative partnership in service delivery for the Molteno railway

station re-opening project. Molteno lies 300km from East London

on the electrifi ed main-line to the interior. It was formerly the

junction for a 67km branch-line to Jamestown, closed in 1984.

The award was received during a ceremony hosted by the

Department of Public Services and Administration at the

Emperor’s Palace in Gauteng. The department’s Chris Hani District

had partnered with Nkwankca Municipality, Shosholoza Meyl

and Transnet to revive and re-open the station, closed during the

90s when both the passenger and goods services shut down.

The station was re-opened in 2007, in line with government’s “back

to rail” initiatives.


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InnoTrans 2012

arrivals improved signifi cantly and increased capacity as a result of

the capital expenditure programme.

“The marginal improvement in export coal volumes of 2.6% to

31.3mt (2010: 30.5mt) is mainly due to the extended period

TRANSNET INTERIM RESULTS [2]Offi cial Transnet published results, 26 Oct 2011:Operating division performanceTransnet Freight Rail (TFR) Revenue increased by 22.7% to R13.2 billion (2010: R10.8

billion) compared to the prior period. The increase in revenue is

attributable to an increase in general freight volumes of 6.3% to

39.1mt (2010: 36.8mt) and effective ‘yield management strategies’

that optimised the cargo mix on general freight business traffi c

and an increase in containers on rail of 23.5% to 361 606 twenty-

foot equivalent units (TEUs), evidencing a market share increase.

On-time arrivals and departures for the general freight and export

coal business remain a focus area for TFR, as planned performance

was not achieved.

“Export iron ore volumes increased by 21.5% to 24.9mt (2010:

20.5mt), due to improved effi ciencies which on the departures and

The class 6E and 6E1 are “straight” electrics …no

diesel in sight. Photo: Jacque Wepener.MEDIA FICTIONBeeld 7 October…A photo showed

a “before and after“ class 6E unit

after refurbishing at TRE [Transnet

Rail Engineering] with the caption

– “this Diesel Locomotive has

recently been refurbished by TRE.”

South African transport minister S

Ndebele is quoted claiming TRE is

the only one of its kind in Africa.

A freight headed by 3kV DC loco 18-125.

Photo: Jacque Wepener.

SA RAIL NEWS

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

Gautrain Turnout Assembly

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and a 12.8% increase in material costs as a result of increased

production.

Consequently, EBITDA increased by 9.7% to R600 million (2010:

R547 million) compared to the prior period.

DIESELS ARRIVE ON SOUTH COASTAs previously reported, TFR freight trains on the KZN north and

south coasts were due to change from electric to 100% diesel

traction during October, using class 34 and 37 locos displaced by

new class 43 diesels elsewhere in the country.

Observers report the arrival of diesels on the south coast line

with three class 37 locos seen at Sunwich Port on 19 October,

hauling clinker empties for Simuma.

TRANSNET ORE LINE PROGRESSFrom offi cial Transnet published results, 26 Oct 2011:Iron ore line expansions up to 60mtThe iron ore line is the main export channel for iron ore from the

mines in the Northern Cape to the Port of Saldanha. Plans are

in place to increase rail capacity to 60mtpa and port capacity

to 58mtpa over the quay wall. The expansion of the line is

almost complete. The acquisition of two batches of class 15E

locomotive will facilitate the increase in iron ore capacity to beyond

that the line was shut down for maintenance due to derailments

that occurred. However the coal line set record weekly volume

tonnages of 1.62mt per week during the month of September 2011.

The challenge will be to sustain this performance over the medium

to long term.

“Net operating expenses increased by 17.5% during the period

to R8.3 billion compared to R7.1 billion in the prior period. This

increase is due to an increase in personnel costs of 10.9%, an

increase in electricity tariffs of 26% as well as a 31.2% increase

in maintenance costs to improve infrastructure and rolling stock.

This resulted in an EBITDA of R4.9 billion (2010: R3.7 billion) an

increase of 32.6% compared to the prior period.

GAUTRAINS IN CAPE TOWN & DURBAN? According to Alec Hogg, speaking on Moneyweb on 27 October,

Errol Braithwaite of the Bombela consortium told him he was part

of “a whole commission” that is considering [a system similar to

Gautrain], both in Cape Town from the City Bowl to the airport and

in KZN, which would link Pietermaritzburg to the Durban city centre

and King Shaka Airport.”

[According to Cape Talk Radio’s John Maytham, interviewing Cape

Town city PRO Kylie Hatton, the municipality’s 15-month-old airport-

CBD air-conditioned buses only seem to be carrying “one or two”

passengers. Hatton replied evasively: “the service is picking up

nicely”. That could mean as many as four passengers in a bus (ie,

a 100% increase). Hardly enough to make a Gautrain viable. – Editor

Railways Africa]

TRANSNET INTERIM RESULTS [3]Offi cial Transnet published results, 26 Oct 2011:Operating division performanceTransnet Rail Engineering (TRE)“Transnet Rail Engineering’s internal revenue increased by 10.8%

to R4.5 billion (2010: R4.1 billion) compared to the prior period.

The increase is due to increased maintenance demand from TFR.

Maintenance programmes for locomotives and wagons are on

track to support volume growth. Availability and reliability of rolling

stock continues to improve and impact positively on the service

delivery to TFR.

“TRE’s external revenue increased by 96.3% to R524 million (2010:

R267 million) mainly due to the higher volume of Prasa coach

upgrades performed.

“Operating expenses increased by 17.0% to R4.4 billion (2010:

R3.9 billion) mainly due to a 15.2% increase in personnel costs

Class 18Es on air-braked consist at

Welgeleë. Photo: Jacque Wepener.

TFR TO APPROVE BRANCH CONCESSIONSAccording to Transnet Freight Rail (TFR) chief executive Siyabonga

Gama, 50 bids were received from entities interested in the

concessioning of various South African branchlines, totalling some

3,350km of route altogether. It is expected that three successful

candidates will be announced by December.

Gama declined to name the lines involved, saying this will be

announced by the minister of transport at a later stage.

Branchline station – Photo: Jacque Wepener.

Brand-new class 15E (50V AC) ore line locos at Saldanha.

Photo: Andre Kritzinger.


SA RAIL NEWS

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Murray & Roberts said its liquidity remained under pressure, with

the group to return to a net debt position by December, owing

to ongoing funding requirements to complete the Gautrain and

GPMOF projects.

“ELITIST” GAUTRAIN – SACP“Our focus going forward is to infl uence and ensure that future

infrastructure programmes mainly benefi t the working class. We

have noted with concern that most of the recent projects such

as Gautrain have elitist elements and do not benefi t the working

class and their communities.”

- Statement by the Gauteng Provincial Executive Committee of

the South African Communist Party (SACP).

It is noteworthy that the Deputy Secretary-general of the SACP is

also South Africa’s deputy minister of transport.

DOUBLING EAST OF PRETORIAThe Mamelodi – Pretoria corridor is one of the more dense

commuter corridors in Gauteng with 91,000 passengers being

moved daily. Currently, Metrorail only runs a single train in and

out of the section between Eerste Fabrieke and Pienaarspoort

via Mamelodi Gardens. This precludes the planning of additional

trains in peak periods to move the current 31,000 daily peak hour

commuters on the corridor. The peak passenger fl ows on the

corridor will increase to 60,000 in future according to projections

by the Passenger Rail Agency of South Africa (Prasa).

“With the fi nalisation of the current track doubling project and

the introduction of bi-directional signalling, we will be able to

almost double the number of daily trains on the corridor,

necessitating increasing the combined capacity of these three

key stations from handling approximately 39,000 people per day

to 58,000 people per day in future“ says Prasa CEO Lucky

Montana. “Our aim is to improve running times in the corridor so

that the current 30-minute waiting period is reduced to fi ve or

seven minutes.”

The approximately 4.5km of track doubling currently under way

between Eerste Fabrieke and Greenview at a cost of R373 million

includes a number of additional works:

• Upgrading the Mamelodi Gardens station with concourse and

two island platforms, both 50 metres longer than the existing

single platform.

• A new station with two island platforms and four platform faces

is being constructed in Greenview.

• At Pienaarspoort station, a contractor is to be appointed for

building work including platforms.

The civil works on the contract commenced on 26 July 2010 with

an estimated end date of 30 November 2011. The current phase

of the project has created a total of 268 jobs of which 181 have

been reserved for unskilled, semi-skilled and local community

employees/sub-contractors. The next phases of the project will

create a further 130 jobs, bringing the total number created by

the project to 398. Once the new and expanded stations become

operational, permanent positions will be created for personnel to

man, operate and maintain the stations.

ENCROACHERS REHOUSEDHouses that were identifi ed as built too close to the rail reserve

between Eerste Fabrieke and Greenview, where track doubling

60mtpa. The fi rst batch of 44 has already been delivered and

accepted to date. Of the second batch of 32 locomotives, 15 are

planned to be delivered in 2012/13 and 17 are planned for delivery

in 2013/14. The new link line to Kumba’s mine near Postmasburg

is completed and the mine has commenced hot commissioning

of its load out station.

“During the year, R950 million was invested in the iron ore

expansion projects and locomotive acquisitions.”

TRANSNET COAL LINE PROGRESSFrom offi cial Transnet published results, 26 Oct 2011:“The coal line is the main export channel for coal. It starts from

the mines in Mpumalanga and ends at the port of Richards Bay.

Plans are in place to increase capacity to 81mt and together with

sustaining capital, investment is estimated to be R37 billion over

the next 10 years.

“The acquisition of 110 class 19E dual-voltage locomotives

will facilitate the planned expansion of the coal line to 81mt.

The locomotives in combination with wagons and upgraded

infrastructure are expected to result in the increased throughput

of export coal on the Richards Bay corridor. Of the 110 class 19E

locomotives, 80 had been delivered by 30 September 2011. A total

of 71 locomotives have been accepted into operations with the

remaining nine undergoing acceptance testing.

“When the proposed new line from Ermelo through Lothair and

then Swaziland to Richards Bay is completed, capacity will be

expanded to 90mtpa.”

M & R ON GAUTRAIN TUNNEL LEAKSConstruction group Murray & Roberts (M&R) said in a 21 October

business update that water ingress rectifi cation on the Gautrain

tunnel between Rosebank and Park stations is “progressing in line

with the assumptions used to calculate the costs to completion as

accounted for in June”. It is expected that work will be “substantially

complete” by the end of December 2011. “M&R noted in its year-

end results that the value of still-to-be-decided contract claims,

which include the Gautrain project, come to around R2 billion.”

Murray & Roberts’ Construction Africa and Middle East division,

which houses both the Gautrain and the Australian Gorgon

Pioneer Materials Offl oading Facility (GPMOF) projects, reported

a R1.4 billion loss in the previous fi nancial year. Within this

number, Gautrain claims and penalties, as well as Competition

Commission penalties, were provided for as a R1.15 billion loss.

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Transnet Freight Rail’s heavy-haul coal line to Richards Bay.


SA RAIL NEWS

33 locomotive sets are planned to be delivered in 2011/12 and 65

are planned for delivery in 2012/13.

“During the period the accelerated acquisition of 43 diesel

locomotives for the GFB was approved.”

and station enlargement is in progress, have been reallocated. The

owners were allowed to negotiate the terms of purchase and to

choose houses and preferred locations. Prasa is overseeing the

relocation process and is to assist with attorneys, registration and

conveyancing.

“We want to ensure that the upgrading of the stations does not

interfere with the stability of the communities located close to our

tracks but to treat them with the upmost dignity and respect during

their relocation,” Montana explains.

NEW SIGNALLING: LENZ-MIDWAY The Passenger Rail Agency of South Africa (Prasa) has invested

approximately R1.9 billion for the introduction of new rail signalling

during phase one of the project currently under way on the Lenz-

Midway section of the Langlaagte-Vereeniging line. The signalling

upgrades and the introduction of new technology will enhance

operational effi ciency, increase capacity and improve reliability.

“We handle higher than normal passenger numbers on this section

and have prioritised this order to deliver quality passenger rail

service” says Prasa CEO Lucky Montana.

TRANSNET GENERAL FREIGHT From offi cial Transnet published results, 26 Oct 2011:“An amount of R3.7 billion was invested in the General Freight

Business (GFB) and relates to the upgrade and maintenance of

infrastructure and rolling stock.

100 new class 43 diesel-electric main-line locomotives:

“17 locomotives have been delivered with 13 having been accepted

into operations and deployed to the Phalaborwa region. A total of

TFR general freight hauled by 34 499. Photo: Jacque Wepener.

One of 100 new class 43 diesel-electric locos for Transnet Freight Rail’s

general freight business (GFB). Photo: Stewart Currie.


SA RAIL NEWS

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hundreds of commuters stranded. Long queues formed for buses,

with Centurion reportedly the hardest hit. According to Bombela

spokesman Errol Braithwaite, the airport service was not affected.

“Trains are running on time between Sandton and the airport,” he

told the press. Marlboro-Hatfi eld services were back to normal in

the morning of 12 October.

TRAIN DERAILMENT CLOSES TWO SCHOOLSOn 18 October, freight trains of the Union Pacifi c (UP) and Burlington

Northern Santa Fe (BNSF) collided at 02:30 under a freeway at

Colton near Los Angeles. Six wagons of the UP train derailed. Two

were carrying ferrous chloride, a hazardous chemical used in the

treatment of wastewater. As a result of this, the Wilson Elementary

School and the Colton High School were closed, and traffi c in both

directions was diverted off a section of the 10 Freeway for three

hours while Hazmat crews searched for spills, and again later

while the derailed vehicles were recovered.

TWELVE CARRY CAN FOR CHINESE METRO CRASHA dozen employees have been penalised since the metro crash

in Shanghai that injured nearly 300 people. The city’s safety

agency says the accident was the result of negligence, inadequate

training and faulty installation of backup power systems. Three

train operators were removed from their posts, the Shanghai

Administration of Work Safety says. Nine other subway system

managers and workers were also punished. A report into the

crash said Shanghai Shentong’s fi rst mistake was in authorising

repair work at a station without having a contingency plan in case

it disrupted the power supply. “Shanghai Shentong should be

people-oriented, put safety fi rst, and draw deep lessons from the

accident,” the report says. It adds that the metro operator is to face

“maximum fi nancial penalties for its lapses.”

OUTAGE HALTS GAUTRAIN Power problems halted Gautrain services north of Marlboro for

more than two hours on the afternoon of 11 October, leaving

ONE THAT GOT AWAY: EXPLOSION AT PE STATION Somehow we missed this story at the time. For what it’s worth, a gas explosion caused damage to the main building of Port Elizabeth

station during August. Reportedly, three people were injured. The tally is certain to have been higher, but a privately-owned bus parked

outside the building took much of the blast.

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Mishaps & BlundersMishaps & BlundersOne objective of our regular feature reporting and commenting on rail mishaps is to provide information and object lessons from Africa and abroad, in the hope that – in some cases at least - this might help avoid recurrences.

MISHAPS & BLUNDERS

research entitled Restrail, with the participation of the Spanish

Railways Foundation and Cidaut.

Restrail’s seventh framework programme research project

will analyse the causes of suicides and trespasses on railway

properties based on existing data, studies and research results.

The project will identify the most effi cient mitigation measures and

analyse the extent of their success in the rail environment.

Restrail aims to develop and try to implement pilot actions and test

measures, and develop indicators to evaluate their effectiveness.

The work performed will also propose a toolkit of effi cient and cost-

effective mitigation measures and recommendations at European

level, with the aim of not only reducing the occurrence of incidents

but also improve its management.

With the reduction of suicides and trespasses as the main

objective, the project will study their impact on rail service

disruption. State-of-the-art best practices and research fi ndings

(inside and outside Europe) will be identifi ed, combined with an

analysis of factors (internal to railways or external such as media

communication) infl uencing the occurrence of suicides and

trespasses and their consequences, based on offi cial data sources

and other collected data. This work will consider hotspots and

other high risk access points such as level crossings, station

platform ends and bridges.

Additionally, an assessment of existing measures (technical and

soft) for reducing suicides, preventing trespasses and mitigating

the consequences on rail operations will be performed. The research

will subsequently focus on the development of new approaches,

Footnote: Colton is a city in San Bernardino County, California,

United States. The population was 52,154 at the 2010 census.

Colton Crossing is one of the busiest at-grade railroad crossings

in the United States. The main transcontinental trunk lines of

Union Pacifi c and Burlington Northern Santa Fe cross at this

point. As traffi c on each line has soared since the mid-1990s,

fuelled largely by the vast increase in imports passing through the

ports of Los Angeles and Long Beach, the primitive crossing has

become a serious bottleneck. The crossing was installed in

August 1882 by the California Southern Railroad to cross the

Southern Pacifi c Railroad’s tracks while building northward from San

Diego. – from Wikipedia.

ROBBER SHOOTS RAILMANPolice in Shreveport, Louisiana, are on the lookout for a man who

shot a Union Pacifi c employee during an apparent robbery attempt

at about 22:15 on 10 October. Ricky Goldsmith was working on

the track when a man tried to rob him at gunpoint. There was a

struggle and Goldsmith was shot in the shoulder. The gunman

dropped the weapon, which was later recovered by the police, and

left the scene. Goldsmith was taken to hospital and treated.

The suspect was described as a black male wearing a red t-shirt,

with his face covered with what appeared to be a white t-shirt.

SUICIDES ON THE LINEAccording to European Rail Agency data, suicides represent 62%

of the victims, which together with trespasses (unauthorised

access to rail property) constitute 83% of the deaths that take place

on the railway. This is a growing cause for concern especially in

Europe, where the International Union of Railways (UIC) is leading

MISHAPS & BLUNDERS

41Railways Africa October 2011 www.railwaysafrica.com

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

particularly those involving soft measures, and the evaluating of

fi ndings. The end objective is to develop recommendations and

guidelines.

Though the project is essentially a rail-related topic, an essential

feature is the involvement of a wide range of relevant professional

expert knowledge in the areas of human science and health, law

enforcement, emergency services, education and social services,

media and communication, in the areas of both road and rail. This

will ensure the project output is of practical use to all who may be

involved with suicides and trespasses.

Seventeen partners from twelve countries make up the

multidisciplinary consortium, led by the International Union of

Railways (UIC). The project has the participation of organisations in

countries such as Germany, Belgium, Spain, Finland, France, Italy,

Israel, Netherlands, Poland, United Kingdom, Sweden and Turkey.

Seven UIC associate members are involved: German Railways

(DB AG), Spanish Railways Foundation, Institute Kolejnictwa from

Poland, Infrabel (Belgian Infrastructure Manager), Prorail (Dutch

Infrastructure Manager), Turkish Railways (TCDD) and Swedish

Railways (Trafi kverket). The Academy will be represented by three

universities: the German Research Centre for Environmental Health,

University Karlstads from Sweden and the University of Nottingham

in England.

RUNAWAY TROLLEY – DEFECTIVE DESIGNThe UK Rail Accident Investigation Branch (RAIB) is looking into an

incident between Haslemere and Witley stations on 10 September

2011. “The incident involved a trolley being used by a gang from

Network Rail’s track maintenance depot at Havant, to transport

tools and equipment. The loaded trolley was left standing on a

gradient of 1 in 80 shortly before 03:00 . When it was moved, the

brakes did not re-apply automatically, and the trolley ran unattended

for a distance of nearly 5km in the wrong direction towards Witley

station, before it reached an uphill gradient and stopped.

“An examination by the RAIB, Network Rail and the manufacturer

identifi ed defi ciencies in the design and condition of the trolley.

Network Rail has since arranged for all trolleys of this design to

be withdrawn from use, and the manufacturer has confi rmed that

no trolleys of this design have been supplied for use on any other

railway system.

“The RAIB investigation will include an examination of the design of

the trolley braking system, the effectiveness of the safety approval

processes and the maintenance regime. It will also consider the

roles of the key parties involved in the incident, the arrangements

for testing of trolley brakes before commencement of work and the

competence of staff involved in operating and maintaining the trolley.

The RAIB will publish a report, including any recommendations to

improve safety, at the conclusion of its investigation.”

4,500 TRAINS DELAYEDAccording to a 28 October item on PrimeMedia Eyewitness News,

Metrorail said 4,500 commuter trains were delayed by acts of

vandalism during the past six months.

FATAL TRAIN-PERSON ACCIDENTOn 24 October, Amtrak’s Pere Marquette express, Chicago to Grand

Rapids in Michigan (283km), was extensively delayed en route by

what an offi cial news release described as a “fatal train-person

accident”. An earlier CSX freight train had knocked down and killed

a college student in Holland, in the Grand Rapids area, about 30

minutes before the Amtrak train was due at the Holland station, at

21:21. CSX investigations to determine whether track damage had

occurred took some time.

Grand Rapids, Michigan, is located on the Grand River, 64km east of

Lake Michigan. In the 2010 census, the Grand Rapids metropolitan

area had a population of 774,160 and a combined statistical

area, Grand Rapids-Muskegon-Holland, population of 1,321,557. -

Wikipedia

FEWER ACCIDENTS IN EUROPE LAST YEARThe recently published European Union (EU) railway safety fi gures

for 2010 show this was the safest year since data were fi rst

collected in the EU in 2006. There were 10% fewer fatalities

compared to the previous year. In all, 1,256 people were killed and

a further 1,236 seriously injured on the railways of 27 EU countries.

Among the 1,256 fatalities reported, 60% (750) were “other

party” victims, i.e. unauthorised persons on railway premises.

Passenger and employee fatalities made up 5% of all persons

killed on European railways, excluding suicides.

A total of 2,743 suicides were recorded on EU railways in 2010,

down from 2,773 in 2009.

Overall, the 27 member states reported 2,401 “signifi cant” railway

accidents in 2010, though in all categories the total was down from

2009.

Level-crossing accidents represent one fourth of all railway

accidents in the EU, but their number has halved compared to the

period 2006-2007. Fatalities among the users of level crossings

totalled 359 in 2010. There are more than 120,000 level crossings

in the EU.

GAUTRAIN COMMUTERS LEFT STRANDEDAccording to Eyewitness News on 26 October, “Hundreds of

Gautrain commuters are frustrated after being stuck for over an

hour between Sandton and Marlboro. Angry commuters said the

delay was apparently caused by a technical glitch. One said he

missed his fl ight and other fl ights were fully booked.”

FATAL COLLISION IN VENEZUELAOne person died and about 30 were injured in a collision between

two commuter trains in a tunnel near Charallave, outside the

Venezuelan capital Caracas. According to witnesses, one train

suddenly braked due to an apparent malfunction and another

crashed into it from the rear, causing the fi rst to derail. Offi cials said

a packed train coming in the opposite direction was able to stop

before colliding with the others, averting a possible disaster. The

crash cut power in the tunnel between Caracas and the suburbs of

Los Valles del Tuy. The 41km line carries about 60,000 passengers

a day, Associated Press reported.

LIRR IN TROUBLELate in 2010, a $56 million computerised signal system was

installed at Jamaica junction in Queens, on New York’s Long Island

Railroad (LIRR). It replaced mechanical apparatus almost 100

years old which caught fi re earlier in the year. The new high-tech

microprocessors and fail-safe features were supposed to put an

end to problems caused by the older equipment.


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Unfortunately, on 29 September 2011, lightning struck and melted

the microchips. The backup system failed in the storm, as did

sophisticated diagnostic software that was designed to pinpoint

problems. To keep trains in the busy commuter service running,

points had to be set manually and spiked in position.

The failure came at the start of the Thursday evening peak, with

trains stopped between stations and passengers stranded for

hours. Service from Penn Station in Manhattan came to a full stop.

Technicians who struggled to restart the system were unable to

bypass a software programme, supplied by manufacturer Ansaldo,

that displayed false information. It proved possible to get a few

trains moving but then at 22:00 the signalling collapsed again and

the entire LIRR network was shut down.

PIGEON SHUTS DOWN BRISBANE TRAINSOn 23 September, the afternoon peak commuter train in Brisbane

was delayed by power problems after a pigeon collided with an

overhead traction wire. “It sounded like a car crash and when we

looked out the window we could see the overhead wires on the

railway smoking and sagging,” a witness told the Courier Mail. The

effect was dramatic and far-reaching, with Central and Fortitude

Valley stations forced to close, halting across-city train services

for more than three hours. A Queensland Rail spokesman said the

ensuing chaos affected all of 65,000 afternoon commuters.

TRACTOR DERAILS UK TRAINAt 10:13 on Sunday 25 September 2011, train 1T60, the 10:10

service from King’s Lynn to Ely, struck a tractor on the single line

at Hatson’s “user worked crossing”, approximately two miles from

King’s Lynn station. The tractor driver sustained serious injuries

and the train driver suffered from shock. One set of wheels on

the train derailed and debris damaged a stanchion supporting

overhead electrifi cation equipment. None of the 41 passengers

on board the train were injured, but it took almost three hours

for them to be evacuated because of concerns related to the

damaged electrifi cation.

The crossing is not equipped with a telephone, but a sign requires

drivers of long, wide, low, heavy or slow-moving vehicles to

contact the ‘crossing operator’ before use. At the time of the

accident, tractor drivers were obtaining permission to cross the

line from the railway signaller by cellphone. Despite this

arrangement, a tractor was driven onto the crossing in the path

of the approaching train. Although the train driver sounded the

warning horn and applied emergency brakes, there was insuffi cient

time for the brakes to have any effect and the train struck the

tractor.

- Information courtesy the UK Rail Accident Investigation

Branch (RAIB).

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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

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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

Illustrations courtesy RAIB.



CCTV monitor. Photo: Network Rail.

“At 23:42 on 28 January 2011, a passenger alighting from the last coach of a train at Brentwood station fell head-fi rst between the side of the train and the platform. Another passenger who had alighted from the same train saw her begin to fall and was able to hold on to one of her legs. The driver of the train did not see this happen and the train departed from the station with the passenger still in the gap between the train and the platform. The passenger sustained injuries to her leg and head.

“At Brentwood station train drivers are required to undertake a safety check after closing the train’s doors and before moving out of the platform. To do this, the driver needs to look out of his cab window at the fi rst six coaches of the train and look at a platform-mounted monitor to see the last two coaches of the train.

“The driver of the train involved in the accident had stopped beyond the monitor and in a position where it was only just possible to see the image. He performed the safety check as the train started to move and it is therefore unlikely that he was able to see the events happening at the last coach of the train before the image in the monitor was obscured. It is also possible that his view of the last coach was obstructed by a passenger walking along the platform.

“The investigation found that the passenger had tried to alight as the doors started to close and then fell as she squeezed between the leaves of the door. The investigation identifi ed weaknesses in the way that the train operator, National Express East Anglia, had trained, briefed and monitored its drivers who are required to dispatch trains from unstaffed platforms and in the way that it addressed the risk from driver-only operation of trains. There were also weaknesses in the way that key items of equipment (monitors and signage provided to indicate to a train driver where to stop) were confi gured on the platform where the accident occurred.”

PASSENGER HEAD-DOWN BETWEEN PLATFORM & TRAINFrom: Passenger accident at Brentwood station, a Crown copyright 2011 report by the Rail Accident Investigation Branch, UK Department for Transport:


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As the year drew to an end, a second potentially tragic day for this

club was narrowly averted, again on the short Cullinan branch. In

the previous incident class 15F 4-8-2 no 3117 toppled, as reported

in this column at the time. On the present occasion, the crew on

the footplate of class 24 2-8-4 no 3664, its corporate train in tow,

was able to pull up just ahead of a stretch of track from which

steel sleepers had been stolen (see photo). This was some 3km

from Cullinan. The Tshwane-based club has run out and back on

the branch safely since the theft, again using its North British-built

class 24.

Rovos Rail, PretoriaNorth British class 19D 4-8-2 no 3360 (works no 26080/1948) -

named “Shaun”- returned to service in the latter part of 2011 out

of this tour operator’s Capital Park hub. Today the only serviceable

loco of this class (see photo), it is being used on the popular dinner

runs. The previously working 19Ds that rendered admirable service

with this upmarket South African tour operator’s services were

1938 Borsig-built nos 2701 and 2702.

Atlantic Rail, Cape TownIn late October, Atlantic Rail scored a corporate train and ran with

the North British class 24 2-8-4 no 3655 out to Stellenbosch for

Woolworths’ staff. The regular trips to Simon’s Town are the group’s

“bread and butter” operations economically and have proved very

popular.

Friends of The Rail, PretoriaThis group’s class 19D domeless 4-8-2 locomotive no 2650 required

six tubes to be replaced. Ultrasonic testing was undertaken too -

the Dolly will not return to running order until the early months of

2012.

Progress, if slow, is nevertheless proving productive to a small

degree at this time on class 15CA 4-8-2 no 2850’s restoration. The

Friends are looking to put another tender - in superior condition to

the existing one - on what is a good set of tender wheels on this

particular veteran, North British-built 4-8-2 “Mountain” (works no

24018/1930).

Class 15F no 3046 pictured on the Cherry Festival run at night, Bethlehem.

Photo: A Guelpa.

Reefsteamers, GermistonThis club is trying to procure brake blocks for GMAM Garratt 4-8-2

+ 2-8-4 no 4079.

A new concept being investigated is an evening “around-

Johannesburg” steam working similar to Pretoria’s popular Tshwane

Xplorer and Rohan Vos’ dinner trains around the city. The club’s

New Year’s trip to the KwaZulu Natal South Coast (a far longer

distance than Ficksburg and at a reasonable quote) has been fully

subscribed, but the quotation by Transnet for the operation of the

Cherry Festival run to the Free State, embracing steam traction,

had been prohibitive in comparison.

Only one locomotive was used to the annual Cherry Festival, class

15F 4-8-2 no 3046 (see photo). Reduced bookings meant only one

meal sitting this year. Sandstone provided watering facilities at

Vailima. Class 25NC 4-8-4 no 3472 is now in need of new driving

wheels.

Friends of The Rail’s class 24 no 3664 stopped short of the sabotaged

section on the Cullinan line. Photo: P Odell.

Rovos Rail has returned North British-built class 19D no 3360 to service.

Photo: B Botha.

RAILWAY HERITAGE


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

By John BatwellBy John Batwell

Paton’s Country Railway, KwaZulu-NatalThis preservation organisation has inaugurated a Friday evening

run behind its ex-SAR class NGG 11 locomotive no 55 out of Ixopo

with pizzas being served to the travelling patrons, and the station

pub open for refreshments.

Umgeni Steam Railway, KwaZulu-NatalUmgeni’s class 19D 4-8-2 no 2685 is looking at requiring more

work than initially thought. The rivets that secure the bosses to

the fi rebox have corroded badly and will necessitate replacement.

As they cannot be replaced with the fi rebox in position, alternative

methods are being investigated.

Class NGG13 returns to operating order in SwitzerlandIn 1985, the club SchinznacherBaumschulBahn “SchBB” (a railway

based in a tree nursery in Schinznach, Switzerland) purchased

ex-SAR 1927, Hanomag-built class NGG13 2-6-2 + 2-6-2 Garratt

no 60 from South Africa and commenced restoring the engine to

perfection – the locomotive (works no 10551/1927) is now back in

steam in glorious condition (see photo, taken in September).

Eritrea tour in March 2012A steam tour with the Italian-built Mallet locomotives, working

hard on the steep gradients between Lessa, Arbaroba, Sheregeni,

and Asmarais, is scheduled for March. The safari embraces fi ne

mountain railroading on 950mm gauge. After its success in

September 2011, Tanago Tours will return to the most spectacular

sections of this unique Eritrean railway.

The tour focuses on the spectacular section from Lessa to

Arbaroba, followed by the steep climb into the small station of

Sheregeni. Here one will get to enjoy the breath-taking vistas at

the “Devil´s Gate”. Just above Sheregeni a marvellous stone-arched

bridge offers numerous photographic opportunities, followed

by the really steep section with a lot of twists and turns into

Asmara at 2,200 metres. There will be night shots at the depot,

staged shunting and photography at Asmara station as well as a

ride with the Krupp-built diesel locomotive and a set of authentic

Krupp freight wagons.

The operational classes of steam and diesel locomotives in Eritrea

comprise a sole class 202 (0-4-0 built by Breda), small Mallet no

440.008 (0-4-4-0 built 1915 by Ansaldo), class 442 Mallets (0-4-4-0

built 1938 by Ansaldo) and Krupp diesel no D27 (built 1957). By

March it is hoped that the Fiat railcars “Littorina” and “Littorinella”

will be in operation too.

Contact Geoff Cooke for more details at: [email protected]

In 1985, the club SchinznacherBaumschulBahn “SchBB” (a railway based

in a tree nursery in Schinznach, Switzerland) purchased ex-SAR 1927

vintage class NGG13 2-6-2 + 2-6-2 Garratt no 60 – it is now back in steam.

Photo: P Ackermann.


railways africa october 2011

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