railways africa issue 4 2012

RAILWAYS AFRICA / FOREWORD

Foreword

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3Issue 4 // 2012 Railways Africa www.railwaysafrica.com

A high-speed line is very much on the cards

in Morocco (real high-speed, almost twice

the 160km/h to O R Tambo).

Coal is big news in Mozambique; one 550km

railway already running from Moatize, two

more coming.

Meanwhile China is really making tracks in

Ethiopia, with several new lines on the go.

All three of Angola’s railway systems, out of

action for some twenty years thanks to the

civil war, are running again this year. This

too is largely thanks to China which has put

up a whole stack of really great stations.

One way or another, that’s quite a list of

what you might call: Trains for Africa!

BARBARA SHEATPublisher / Railways Africa

PUBLISHERBarbara Sheat

EDITOR Rollo Dickson

DESIGN & LAYOUTGrazia Muto

WEBSITEShaun Loureiro

ADVERTISINGKim Bevan

SUBSCRIPTIONS Kim Bevan

Jill Lubbe

CONTRIBUTORSAndre Kritzinger

Anton van Schalkwyk

Charles Baker

John Batwell

Leon Zaayman

Pierre-Noël Rietsch

ISSN 1029 - 2756

Rail Link Communications ccPO Box 4794 Randburg 2125

Tel: +27 76 984 3696

E-mail: [email protected]

Twitter: railwaysafrica

Website: www.railwaysafrica.com


ISS

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4 // 2

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“Always something new out of Africa:

we’d no sooner heard that the length of

manganese trains to Port Elizabeth is being

doubled to 208 wagons behind distributed

power than China announced it is to supply

dual-voltage locos to South Africa.

In West Africa, the ambitious scheme to

build brand-new, double-track, standard-

gauge lines from Lagos in Nigeria – the

multi-billion dollar project halted mid-

stream in 2008 – is back on stream. This

is incredible – they’ve only just fi nished

rebuilding the original Cape-gauge track on

the same main-line route.

Further to the south, Zambia’s new

government didn’t much like the idea of

a concessioned railway, so ZR is back on

what you might call home ground.

Next door, we hear that Zimbabwe’s

railways – which have certainly had their

share of troubles - are to have a high-speed

line from Bulawayo to Harare.


Railways Africa is proud to announce, due to popular demand,

we are once again printing the magazine! If you would like

to receive copies of the magazine please fi ll in and return the

Subscription Form at the back of our magazine or you can

download a copy from our website.

Please Fax/Email the completed form to us at:

Fax: +27 86 665 5330

Email: [email protected]


ContentsContents

TRANSNET FREIGHT RAIL

Transnet Freight Rail CEO Siyabonga Gama

discusses TFR’s impressive investment

programme and how his new Market

Demand Strategy (MDS) impacts on

the future of the South African railway

system. He touches on the Swaziland link,

the movement of manganese, increased

general freight business aims, how

crime affects the railway and many other

important aspects.

6

TRANSNET FREIGHT RAIL Transnet Freight Rail’s Siyabonga Gama Elaborates on The Market Demand Strategy (MDS) as it Impacts on The Future of The South African Railway System 6

ALSTOM Country Specifi c Transport Solutions 10

MOZAMBIQUE: NEW LINEWalking on Coal - A Proposed New Heavy-haul Rail Corridor for Export Coal in Mozambique 12

THE WESTLANDERLetter from Australia: A Trip On The Westlander – Brisbane To Charleville 16

PLASSERAIL SOUTH AFRICA MFS Material Conveyor Systems 20

Features10

12

4 Railways Africa Issue 4 // 2012 www.railwaysafrica.com

Transnet Rail Engineering Germiston. Photo: Shaun Loureiro of Railways Africa.

33

26New Stations Inaugurated 26

Turkish and Indian Help For Ethiopia-Djibouti Railway 27

$1.49bn Nigerian Standard Gauge Contract 28

Line Construction Through Swaziland to Start 29

Tunisia Gets Six New Locos 30

Africa Update

Hilton Steam Heritage Association, KwaZulu-Natal 32

Winter Steam Safari - Zimbabwe 32

Wall Calendar 2013 Railways South Africa 33

Reefsteamers’ Sunrise Photo Shoot 33

Railway Heritage

Proposed Chad Railway 34

End of the Line

30

32


The MDS means signifi cant additional

capacity will be required on the Sishen-

Saldanha iron-ore line, while the newly-

announced Swazi-link project will relieve

the congested Richards Bay coal corridor

by providing an alternative route for general

freight between Ermelo and the port, which

is expanding rapidly to meet demand. In

addition, Gama said, it would be useful as

a bypass route in the event of derailments

on the coal line. Currently, he explained,

every third movement on the corridor is a

non-coal train. Considerable mineral traffi c

emanating from the Steelpoort area also

endorses the need for another rail artery to

Richards Bay.

Commenting on Mozambique’s concern

at the extent of export volumes moving

by road from South Africa to Maputo (as

opposed to far greater rail usage), Gama

pointed to the constraints of the Maputo

A R300bn Market Demand Strategy (MDS)

aims to expand South Africa’s rail, port and

pipeline capacity to generate a signifi cant

increase in freight volumes (see Railways

Africa issue 2/2012). In July, Transnet

announced that it had representatives

going to London. For example, an extended

locomotive procurement programme

planned by TFR could benefi t from low

interest rates from distressed overseas

manufacturers desperate for growth.

Transnet Freight Rail (TFR) CEO Siyabonga Gama told me during an interface session in his Parktown offi ce suite in early July that he is really upbeat about “the rebirth” of South Africa’s railway system. This has been brought about by TFR unveiling its plans earlier this year to invest R206 billion in rail projects over the next seven years as part of a drive to treble revenues and support booming mineral exports. Of the R206bn, TFR will utilise R201bn, with engineering subsidiary Transnet Rail Engineering (TRE) taking up R5bn.

The 143 General Electric class 43 diesel-

electric locomotives - of the model

C30ACi - are currently under

assembly in Pretoria.

Photo: C Baker.



JOHN BATWELL catches up with TFR’s CEO face-to-face…

Transnet Freight Rail’s Siyabonga Gama Elaborates on The Market Demand Strategy (MDS) as it Impacts on The Future of The South African Railway System

R140bn capex, the GFB - says Gama - has

the greatest opportunity for growth and

market share. It is planned to grow this

business from 13% to 30% over the next

seven years. This is a turnaround from

Maria Ramos’s era in Transnet when the

mineral corridors ruled the day. Agricultural

products, chrome and granite are just

three commodities that Gama identifi es as

defi nitely needing to be moved by rail. He

reiterates that rail costs are 60% cheaper

than those by road. As far as getting product

out of railway yards to the customers’ door

expeditiously, he says a number of trucking

companies are now customers of Transnet

and are striving for what he calls “terminal

effi ciency” – the movement of goods over

“the last mile” to their destination. Specifi c

commodity business units have been

created within TFR (see Railways Africa

Issue 3/2012) to replace a regions-based

operating business model.

A dramatic success story for TFR is its

Johannesburg-Durban route, known as

Natcor (Natal Corridor). TFR has 34% of

the market share on Natcor where it once

held as little as 15%. There are now

22 container trains out of a total of 55

consists daily, and all Toyota’s motor

vehicles are now moved by rail.

Asked about volumes on the Johannesburg-

Cape Town corridor, Gama mentioned

problems caused by serious fl ooding in the

Kamfersdam area near Kimberley which

required specialist technical attention.

Otherwise, this route lends itself well to

harbour, as well as safety aspects along the

route. Some 15-20 million tonnes of traffi c

do use this eastbound corridor to the Indian

Ocean. Also, customer requests dictate the

use of particular destinations and there

are user-friendly considerations in the

conditions at the various ports.

With reference to manganese, Gama was

emphatic that this export traffi c is to

continue using the Eastern Cape port of

Ngqura, and will not be routed to Saldanha.

Manganese export volumes are envisaged

to catapult from the current 5.5m tonnes a

year to 12mtpa by 2016/7. Of the R300bn

MDS, R33bn was earmarked for the

expansion and improvement of Transnet

Port Terminals’ (TPT) bulk and container

terminals.

On the issue of General Freight Business

(GFB) Transnet foresees overall rail freight

volumes increasing from 200 to 350 million

tons by 2019. In addition to substantial

growth in mineral traffi c, TFR projects the

market share of intermodal rising from

79% to 92% by the end of the decade. With

“ A R300bn Market Demand Strategy (MDS) aims to expand South Africa’s rail, port and pipeline capacity to generate a signifi cant increase in freight volumes.”

A run-on order of class 15E electric units is in situ for hauling TFR’s

projected export tonnages on the iron ore corridor.

Photo: A. Kritzinger.



fast-moving consumer goods, a market that

still needs attention for corridor growth.

The MDS allocates TFR R78bn over the

next seven years for new locomotives.

Around half of this amount is to be spent

with local suppliers. Besides the current

manufacturing of the environment-friendly

General Electric class 43 locomotives in

TRE’s workshops in Koedoespoort, Pretoria,

tenders are imminent for 600 new electric

units, 102 coal corridor-specifi c locos and

an additional 465 diesels. “Six to seven”

manufacturers have expressed interest in

the electric units’ tender and the diesel

procurement programme had interested

the overseas faithfuls, General Electric

and EMD. Such tender awards take

cognisance of local supplier contributions.

The General Electric C30ACi model

locos on the assembly fl oor at TRE have

37% local content. Furthermore, this

latest batch of diesel locomotives is

technically designed to reduce emissions

by 1,500 tonnes of carbon dioxide per

annum.

Regarding the issue of branch line

concessioning, Gama acknowledges that

little has been said publicly since the

initial Expressions of Interest (EOIs). Three

branches have been fi rmed up, but one

has to tread very carefully, he says, with

such concessions. Transnet Freight Rail

does not want to be party to what he calls

“30-day wonders”, with concessionaires

coming in blazing but quickly going under.

He agrees that such concessions could

precipitate job creation and opportunities

for people in the relevant areas. TFR

expertise would still be required of course

and there are aspects like motive power

and rolling stock refurbishment to consider.

Asked about other rail operators being

allowed to move product off a branch line

to a destination that involved running on

TFR tracks, Gama says this issue of “access”

is on the cards but stringent requirements

by the Rail Safety Regulator (RSR) would

have to be met.

Through the implementation of the MDS,

Transnet expects revenues to increase

from R46bn to R128bn by 2019. Besides

the “bells and whistles” of new hardware

and growing markets, Gama acknowledges

that a huge challenge existed on the human

resources front. With 34,000 employees, it

has not been easy to change the mindset

of people with the “nine-to-fi ve” mentality

that characterises so many government-

oriented businesses, in order to buy into

the MDS. Gama is happy however that

mental attitudes are already far better than

they were fi ve years back. In his words, the

organisation is witnessing “a new snake”

moving from its old skin. And a talent

nurturing programme is also in place.

Crime is a massive problem affl icting TFR.

According to Transnet security head Rodney

Toka, there were 6,917 incidents of cable

theft on the railway in the past three years.

The nominal value of the stolen wire was

some R95.5m but it cost R239m to replace.

These fi gures take no account of the cost

of train delays caused by the “theft plague”.

“ Transnet foresees overall rail freight volumes increasing from 200 to 350 million tons by 2019.”

The Natal Corridor (Natcor) – TFR now has 34% market share where it once

had as little as 15% on the Johannesburg-Durban route. Photo: C Baker.



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Media Partners:

In the early years of its existence, most of Alstom’s products were

manufactured in Europe. Over the years, the company has shifted

its manufacturing from Europe to other parts of the world and today

Alstom has established global manufacturing centres of excellence

which involve strategic partnerships with local companies for

the supply of products and services. With this evolution in its

manufacturing base, Alstom has gained vast experience in assisting

local companies to increase their manufacturing capabilities and

bring about the changes necessary to meet the exacting demands

of Alstom’s high quality standards.

The lessons learned have been applied in South Africa where

Alstom is active in the supply of key equipment to Eskom power

stations. Alstom is now able to supply products which have a 50%

local content, something which has been achieved by identifying

suitable local partners and assisting them to grow and manage

large contracts.

Although identifying local partner companies with the requisite

manufacturing capability might sound like a straightforward task,

many of the companies identifi ed needed to be developed for

example in the required quality and safety standards.

A large part in this process was the transfer of skills from Alstom

to local companies. Alstom is also funding a Chair in Clean Energy

Systems Technology at the University of the Witwatersrand, to

ensure that the group’s technology is transferred to South Africa’s

engineers of the future.

Under the auspices of its Foundation, Alstom has invested in various

schools in South Africa where it contributes towards developing the

youth, especially in the fi elds of environment, maths and science.

This initiative gives these young people the opportunity to apply for

bursaries and gain entry to universities.

In these initiatives in the electrical power industry, the experience

the company has gained has been positive. With the opportunities

now being presented in the rail industry for the supply of new

rolling stock, Alstom believes it is in a strong position to leverage

their experience gained in the power industry to delivering optimum

solutions for rail.

Imagine the Future...


COUNTRY SPECIFIC TRANSPORT SOLUTIONSAlstom has been part of the South African landscape for many years. While the name is synonymous with power generation, the company has also been involved in the country’s rail industry in the past.

Alstom Transport is currently present in 60 countries and employs

25,500 people. The company focuses on manufacturing rolling

stock, signalling, services and infrastructure equipment, all fi elds in

which it is able to offer its clients a turnkey solution.

Trains Designed for Sustainable DevelopmentThe threats to world climate today demand that the company be

acutely aware of its impact on the environment. As a consequence,

it is actively seeking ways to reduce its carbon footprint in all its

activities.

Research and improvements are being made in different areas :

• More environmentally-friendly materials: An important

consideration is the life-cycle of these materials, the ultimate

aim being that 98% can be recycled.

• Effi cient use of energy: This is a key performance indicator for

any railway. Here Alstom, with its vast knowledge in the power

industry, has a clear understanding of the importance of both

conserving energy and feeding this back into the grid. This can

be done through regenerative braking or specially-designed

sub-stations.

• Acoustic comfort: The amount of noise pollution its trains

create is being reduced by the application of advanced

aerodynamics and improved design of the railway track. Inside

the trains, this will reduce noise and vibration.

• Hybrid traction: Alstom is carrying out research into trains

powered by a combination of a small diesel engine and a

battery (hybrid). It has been calculated that a hybrid shunting

locomotive could have a 40% lower energy consumption.

In a country such as South Africa, where electrical power is at a

premium, any savings in electrical energy is welcome. Hence,

the provision of energy-conserving rail transport is increasingly

becoming a national priority. A reliable inter-city and urban rail

system would not only save energy and take some of the burden

off South Africa’s over-taxed road network, but would be far

safer than the current city and long-distance passenger transport

options.

Finally, the provision of passenger rail services involves more

than providing people with the wherewithal to travel affordably

and safely. It also empowers a country to create and manage a

sustainable passenger transport industry, and stimulate economic

development.

A

2

s

Alstom cares about the communities in which it operates.

(Photo from Eco-Schools Project in Western Cape).

19879 TGV Duplex at a station with passengers

boarding. Avignon, France, September 2006.


ALSTOM

ENRC, General Manager Paul Craven explains, is one of the leading

diversifi ed natural resources groups with integrated mining,

processing, energy, logistical and marketing operations. It operates

in Kazakhstan, China, Russia, Brazil and Africa - specifi cally the

Democratic Republic of Congo (DRC), Zambia, Mozambique and

South Africa. ENRC’s strategy aims to bridge its current position,

largely based in Kazakhstan, to future opportunities more broadly

based in international mining.

The group currently employs over 70, 000 people, of which 65,000

are located in Kazakhstan. Although ENRC has expanded across

the globe and is quoted on the London stock exchange, its main

assets remain located in Kazakhstan. Its other commitments

on the African continent beside the Moatize project embrace

non-ferrous activities. These incorporate the copper and cobalt

assets of Boss Mining, SMKK, Chambishi Metals, a 50.5% stake in

Camrose Resources Limited, a 14.35% stake in Northam Platinum,

and a number of development projects in other metals across the

continent. Since early 2012 these have also come to include the

Frontier and Lonshi mines and related exploration interests in the

DRC’s Katanga Province which were previously owned by First

Quantum Minerals Ltd.

Thermal coal is the premium product out of Mozambique with a

huge demand from industrial behemoths India and China. The main

problem facing companies investing in the vast deposits in Tete

Province is moving the commodity to foreign markets. The existing

railway to the port of Beira, the Sena Line, can only handle six

million tonnes a year, with an outside possibility of doubling that

fi gure if substantial improvements are made.

The proposed ENRC railway in Mozambique, according to Craven

speaking in Cape Town, is planned to handle an initial 60 million

tonnes of coal a year. The 1,100km line will be additional to that

being created by the Brazilian mining company Vale, which is well

advanced in providing a continuous route from its open cast mine in

Moatize by way of southern Malawi to link with the existing Malawi-

Nacala railway. The estimated cost of this scheme is $US4bn and

Vale is looking to move 18m tonnes per annum along the corridor.

The new ENRC line, Craven says, will not involve Malawi as it will

run entirely through Mozambican territory. He claims this will

be both shorter and cheaper than the Vale route. It is hoped to

complete the new railway by 2015, though a detailed route has

still to be worked out and the required social and environmental

impact studies made.

Nacala is an attractive option, being generally regarded as the

best deepwater harbour on the east African coast. Unlike Beira,

Nacala does not require dredging, but existing rail lines provide no

connection to this port from Tete.

The ENRC, says Craven, will have port facilities at Nacala adjacent

to those of Vale. He expects these to have an initial capacity for

The forest cover and dry river bed in Zambezia. Photo: Mott MacDonald.


MOZAMBIQUE: NEW LINE

WALKING ON COAL A Proposed New Heavy-haul Rail Corridor for Export Coal in MozambiqueKazakhstan-based Eurasian Natural Resources Corporation (ENRC) is planning to build a railway from the western Mozambican province of Tete to the northern Port of Nacala.

By John Batwell

40 million tonnes of coal a year, rising to 60 million tonnes, with a

possibility for expansion to 100 million tonnes at a later stage.

ENRC has not mined any coal so far in Tete. It has 12 exploration

licenses in the province, and is currently working on one at Estima,

which is expected to produce 20 million tonnes of coal a year by

2015-16. Production is expected to rise to between 30 and 40

million tonnes a year by 2020.

ENRC commissioned Mott MacDonald (Pty) Ltd, the South African

division of the long-established British group, to undertake a

pre- feasibility study (as well as the subsequent full study) of the

proposed new railway across Mozambique. Mott MacDonald’s

involvement in Mozambique spans many years, with a portfolio

ranging from road projects to water supplies and storm-water

management. The company has a presence in no less than 39

African countries.

Pointing out that the Moatize basin is poised to become the

world’s main source of export coal. Mott MacDonald Project Leader

Graham Bishop comments that one can literally walk on the coal,

deposits being right on the surface in places.

Mining groups other than ENRC active in the area include Vale’s

Moatize, Rio Tinto’s Benga, the Zambeze and Tete East, the

Revuboe, the Ncondezi, Beacon Hill’s Minas Moatize and the Jindal

Steel & Power Songa sites.

Mott MacDonald has been looking at the possibility of an additional

arterial rail route to Nacala for some years. A cost analysis was

undertaken in 2008, when four options were identifi ed and

“ Thermal coal is the premium product out of Mozambique with a huge demand from industrial behemoths India and China.”

The hilly countryside that characterises Zambezia. Photo: Mott MacDonald.

Tete Province coal outcrop. Photo: Mott MacDonald.

This is the type of heavy-haul transport of thermal coal by rail envisaged

in Mozambique. Photo: Peter Reading.



investigated, including a rail route through Malawi and the feasibility

of carrying coal by barge down the Zambezi River to the sea.

Both were discarded in favour of an entirely new railway through

Mozambique.

Since the new line will run to the north of the Zambezi River and

ENRC’s mining licence is located on the southern side, a 40km

conveyer-belt system will carry the coal over the river near

Cahora Bassa to the railhead at Chiuta, for onward transport by

rail to Nacala.

The outline or reference design embraces route alignment,

structures, the port and handling in the harbour. The hilly

topography and in particular crossing the formidable Shire River

make for some challenging engineering. No less than 27km of

bridges and viaducts are envisaged, including one 8km in length

across the Shire. Fortunately the design has managed to obviate

the need for any tunnels, but high summer temperatures, malaria

and snakes are all issues.

Geo-technical investigations are under way in 2012, with road

access and construction camps earmarked for 2013. Physical work

on earthworks will follow. Mott MacDonald are to be retained to

oversee construction post-design.

Two big engineering procurement and construction (EPC) projects

are going to be required, with all the implications of operating

the railway dealt with in due course. With little confi dence in rail

operating concessions following the indifferent recent experience

in Mozambique, Kenya, Uganda and Tanzania, it has been decided

to adopt a Build, Operate and Transfer (BOT) arrangement.

The Shire River will require bridging. Photo: Mott MacDonald.

Brazilian mining giant Vale is currently using the Sena Line to the port of

Beira in Mozambique. Photo: J Lee.

Rio Tinto is one of the current operators moving bulk coal on the Sena

Line in Mozambique. Photo: M Torkington.



Mott MacDonald have opted for the 1,435mm

gauge, as this makes possible a wagon capacity

of 110 tonnes, coupled with the ready availability

of global suppliers in terms of rolling stock

and locomotive designs. The decision was also

infl uenced by talk in countries like South Africa,

Kenya, Tanzania and Mozambique favouring

transition to standard gauge over the long term.

The line is to be “an open corridor” for use by all

players in the basin and the government requires

that a passenger service be provided.

The planners envisage 300-wagon trains running

at a frequency of between 27-36 per week per

direction in a 24-hour operation. There are to be

crossing loops with a minimum length of 6km at

50-70 km intervals. A fl eet of 3,500 wagons will be

needed, and 100 locomotives.

At the peak of the construction phase, it is

anticipated that some 15, 000 people will be involved

in the project. The Mozambique government is

enthusiastic about distribution of wealth into areas

where construction takes place and is insisting

understandably on a signifi cant percentage of local

labour being used.

About 4km of line will be laid per day in a highly

mechanised operation which Mott MacDonald

says favours the choice of standard gauge, owing

to the easier acquisition of building plant. Heavy-

duty, 68kg/m track will be used, to accommodate

32-tonne axle loads, similar to those on mega-haul

Australian mineral trains.

The deadline date to move coal is 2015.

Save

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SOUTHAFRICA

SWAZILAND

ZIMBABWE

ZAMBIA

TANZANIA

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MAPUTOMAPUTOCORRIDOR

MOZAMBIQUEBEIRA

CORRIDOR

SENA LINE

PROPOSEDRAIL LINK

MPHANDA NKUWA DAM PROJECT

NACALACORRIDOR

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ChimoioMutare

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Tropic of Capricorn

MOZAMBIQUECHANNEL

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PROPOSED 1,435MM GAUGE RAIL ROUTE

Ponta Mamuaxi

Nacala

Zambezi

The rehabilitated 575km long Sena Line in

Mozambique currently serves tonnage-restrained

coal exports. This is Inhamitinga. Photo: S Currie.




Back in 1954, the Westlander was the

last of the air-conditioned Lander long

distance passenger trains to be introduced

to Queensland’s rail network. Then, the

twice weekly service linked Brisbane

with Cunnamulla (972km) and Quilpie

(998km), two remote outposts in far west

Queensland. At fi rst the Westlander was

diesel-hauled from Brisbane to Roma, where

steam traction took over until displaced by

diesel power in 1965. The Westlander was

unique in that it was a mixed train carrying

both freight and passengers which was

divided into two sections at Charleville

with each portion going to two different

destinations: one part continued 200km

to the south to Cunnamulla, while the

other part branched off at Westgate and

trundled 200km further west to Quilpie.

This arrangement was maintained until

1995, after which it became a passenger

only service which terminated at Charleville

and road transport provided for travel to

Cunnamulla and Quilpie.

Setting the scene: Brisbane’s Roma Street

station on Tuesday evening 11 October 2011

at 17:30. I’ve just come off a 111 Express

Bus and making my way via the underpass

to get to Platform 10 at the far end of

the station, the starting point for all of

Queensland Rail’s long distance passenger

train services. Commuters stream past me

heading for the platforms of the suburban

trains above that will take them home after

a long days’ work, while I, with my duffel

bag in one hand and a cup of coffee in

the other, approach the ticket barrier and

pause briefl y to show the attendant my

long-distance train ticket. At the far end

of the underpass a slow moving travelator

brings me up to Platform 10 where I fi nd

dozens of passengers waiting. On Tuesdays

there are three long distance passenger

train services departing from Roma Street

station: the Tilt Train leaves at 16:55 for

Bundaberg, followed by the Spirit of the

Outback for Longreach at 18:25 and fi nally,

the train I was booked on, the Westlander

for Charleville, at 19:15.

With 18:00 approaching and still no train

in sight on Platform 10, an announcement

crackled over the PA system apologising

to passengers waiting for the Spirit of the

Outback that the train was late leaving

Mayne depot. The same announcement

was repeated several times until the Spirit

of the Outback arrived at 18:50, comprising

15 vehicles hauled by two diesel-electric

locomotives. Passengers booked on this

service wasted no time boarding and

the train got under way at 19:00, now

running 35 minutes behind the advertised

departure time. Some 15 minutes later,

the headlights appeared of diesel-electrics

#2485H, followed by #1743D and a seven

car consist comprising a baggage car, two

fi rst class sleepers, a club car, an economy

class sleeper, a sitter car and a power

car at the rear. With only 30 passengers

waiting to board, I quickly headed to the

front of the train to take a photograph for

the record and then hastily made my way

to my allocated twinette compartment B in

car D, a fi rst class sleeper. At 19:26 the train

slowly glided out of Roma Street station to

start its leisurely, 17 hour journey. An hour

later, as the last lights of the outer suburbs

of Ipswich receded into the distance, I made

my way to the club car for some sustenance

Westlander at Roma Street Station. 1st Class twinette - day seating arrangement. Interior of Club Car.

Having lived in Brisbane for the past 25 years and rarely

travelled any great distance away from the coast, I

decided it was time to venture west of the Great

Divide to get a taste of the wide open spaces

of “outback” Queensland. And what better

way to go than on a leisurely journey on one of

Queensland Rail’s long distance train services.

QR’s Westlander service operates twice weekly

to the regional centre of Charleville, the “Gateway to the Outback”, some

777km by rail from Brisbane.

THE WESTLANDER

Letter from Australia:A TRIP ON THE WESTLANDER – BRISBANE TO CHARLEVILLEBy Bruno Martin


stations. The 600km stretch of the railway

was completed in stages and opened to

Charleville on 1 March 1888. While the

main-line crept steadily westwards, a

junction was formed outside of Toowoomba

for the Southern Line which reached

Wallangarra at the state border with New

South Wales in 1887. The following year,

the New South Wales Government Railways

opened their standard gauge line to the

state border, thus providing a rail service,

albeit with a break of gauge, between

Brisbane and Sydney.

Now on with the trip: After leaving

Grandchester, the double line merges to

a single track for the ascent of the Little

Liverpool Range on a 1:50 grade with

101 metre radius curves, (negotiated at

30km/h), and two tunnels, one of 120

metres on a curve and the 537 metre long

Victoria tunnel. Completed in 1865, the

legacy of the Victoria tunnel’s restricted

clearance continues to haunt QR to the

present day. At the time of construction it

was discovered that the strata was not as

secure as fi rst thought and it was necessary

to line the tunnel’s walls with three rows of

Moonie

GlenmorganSurat

QUEENSLAND

Stanthorpe

Hervey Bay

Tin Can Bay

Maryborough

NoosaNambour

Caboolture

Caloundra

ChildersTaroom Eidsvold

enen

d

Gympie

gigh

nyda

A TE

Ga

MurgonB

KingaroyNanango

GI

IV

DalbyMacalister

DI N

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Wandoan

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llib aaJ kc sll uWa

ba

m o

Warra

alu acD

Darling Downs

el

Bowenville

ChinchillaBrigalow

G RMundubbera

Kilcoy

BRISBANE

Gold Coast

Laidley

R Gatton

NG

A

Jondaryan

Warwick

Oakey

ETalwoodGoondiwindi

Inglewood

ToowoombaMillmerran

Ipswich

Esk

InjuneRive

r Augathella

Muckadilla

Roma

Mitchell

Amby

River Rive

r

Maranoa

Y

Charleville

Westgate

War

rego

Wyandra

Morven

Mungallala

Riv

er

Cheepie

Quilpie

Rive

r

Bullo

o

Thargomindah

Cooladdi

St George

Balonne

Thallon

Dirranbandi

Bollon

Hebel

Eulo

Paro

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Hungerford

Cunnamulla

u

Brisbane

Sydneyrr a

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Darwin

AUSTRALIA

euole

i

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Hobart

Queensland

EG

NA

RG

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TAERG

Millmerran

Hebel

nedneggiB

hadnyaG

Glenmorgan

St George

Gold Coast

Caboolture

NoosaNambour

Tin Can Bay

Caloundra

Goondiwindi

StanthorpeInglewood

Talwood

Thallon

Esk

Murgon

Surat

Moonie

Kilcoy

Warwick

Gympie

NanangoKingaroy

Hervey Bay

MaryboroughMundubbera

EidsvoldInjune Taroom

Wandoan

Childers

Eulo

Thargomindah

Hungerford Dirranbandi

Bollon

Augathella

Chinchilla

Dalby

Roma Miles

MitchellCharleville Morven

LaidleyGattonOakeyJondaryanBowenville

acaluDabeluY

noskcaJ

allibmullaW

MacalisterWarraBrigalow

MuckadillaAmby

MungallalaWestgateCooladdi

Cunnamulla

Wyandra

Cheepie

Quilpie

QUEENSLANDNEW SOUTH WALES

BRISBANEToowoombaIpswich

aona

raM

River Rive

r

Balonne

War

rego

Paro

o

Rive

r

Bullo

o

Rive

r

Riv

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Queensland

Road network

200

MAP GRAPHIC PRODUCED BY BRUNO MARTIN 10/2011

Out of service / closed

Former Westlander routesRoute of the Westlander

Other operating railwaysBrisbane

Sydneyrr a

nCa be

Darwin

AUSTRALIA

euole

i

bnrdeA

M

la dePerth

Hobart

kilometres

0 100

Darling Downs

bricks. Steam locomotive crews were left

gasping for air by the heat and sulphurous

fumes in the close confi nes of the bore.

The restricted clearance affected the

transport of containers until the fl oor of

the Victoria tunnel was lowered in 1985.

Plans to eliminate the tunnels were drawn

up in 1960, and another study in 2002

identifi ed a new alignment, including a 5km

tunnel under the Toowoomba Range, but

nothing has transpired and so much of the

original route remains in use today.

After leaving the Victoria tunnel, the

double track continues on an easy grade

and passes through the towns of Laidley,

Gatton, Grantham and Helidon. These

towns were severely affected by one of

Queenland’s greatest natural disasters

on 10 January 2011: the runoff from the

torrential rain falling on the Great Dividing

Range unleashed a 10-metre high wall

of water, described by one witness as an

“inland tsunami”, which swept through the

Lockyer valley consuming everything in its

path and claiming the lives of 27 residents.

The damage to the rail infrastructure was

immense: it cost A$30 million to repair

Mitchell Station - note overgrown track. Typical landscape west of Morven - Mulga. Cosmos Centre & Observatory, Charleville.

and refreshments. While the club car does

not offer silver “a la carte” catering, the

food and service was good and made even

more enjoyable by the friendly lady behind

the counter who fi nished each sentence

with “no worries, daahlin”.

At this stage I must briefl y digress to

provide a bit of railway history: Ipswich is

the birthplace of Queensland Rail; it is from

here that the fi rst stretch of railway was

opened on 31 July 1865 to Bigge’s Camp,

the present day Grandchester, 34km to the

west. Of particular signifi cance is the fact

that this is the earliest recorded use of the

3ft 6in or 1,067mm gauge for a government-

owned, main-line railway anywhere in the

world. The 92km extension to Toowoomba,

which entailed the diffi cult crossing of the

Little Liverpool Range and the ascent of the

Toowoomba Range, was opened in 1867.

Even before the rails had reached

Toowoomba, the Queensland Government

approved the extension of the Western

line across the fertile black soil plains of

the Darling Downs to the semi-arid region

beyond supporting vast sheep and cattle

THE WESTLANDER


I was met at the station by a driver

of Charleville Taxis and transferred to

my accommodation at the Waltzing

Matilda Motel. Being booked on an all

inclusive “Cruisin’ Charleville Taxi Tour”

all sightseeing activities and transport

for the next two days were pre-arranged.

My itinerary included a guided walking

tour around the town centre and in the

evening a visit to the Wild Life Centre to

see the endangered Bilbies, a carnivorous

marsupial, bred in captivity at the centre

and then released into a 25 square

kilometre fenced enclosure in the

Currawinya National Park to ensure the

survival of the species. Afterwards I

enjoyed my dinner at the Corones Hotel, an

Westlander ready to depart from Charleville.

30km of track. Rail services were re-

opened to freight on 28 March, while the

Westlander service re-commenced on 19

April 2011.

After passing Murphy’s Creek station,

the gutsy roar of the diesel-electrics and

the train’s reduced speed signifi ed that

the climb on a sustained 1:50 grade had

begun in earnest. The 30km long ascent

embodies nine short tunnels, 157 cuttings,

126 curves, the tightest down to 5 chains

(100.5 metres) radius to reach Toowoomba,

586 metres above sea level and 161km

from Roma Street station. After a 10 minute

stop, the train departed at 23:45, then

clattered its way through the night across

the rich farmlands of the Darling Downs in

a north-westerly direction, passing through

the towns of Oakey, Dalby, Chinchilla and

Miles before turning due west. I could

hardly say I slept soundly. By dawn I was

convinced I had felt every buckle and join

in the track. Shortly before 06:00 the

train arrived at Roma, some 512km from

Brisbane, where a few of the early risers

(like me) got off to stretch their legs and

enjoy the cool morning air. At 06:30 we set

off again – time to head for the club car for

a hearty breakfast.

Mitchell was reached at 08:00 and after

a 20 minute layover we were on our way

again. On the outskirts of town the line

crosses the Maranoa, one of the major

rivers of the area, after which the black

soil agricultural land is left behind as the

landscape gives way to what is known

as “Mulga Country” - vast tussock-grass

plains dotted with hardy bushes and trees

stretching to the horizon. The Mulga is

just one of the hardy tree species that

survives the harsh climate where daytime

temperature soars well above 40 degrees

in summer and drops into minus on winter

mornings. The train pulled in at Morven at

10:00, the last place of any note before

reaching Charleville at 11:45.

Iconic Corones Hotel, Wills Street, Charleville.

Westlander at Toowoomba station.

THE WESTLANDER


iconic building with wide verandas and interior furnishings of 19th

century charm.

The next morning I was taken to the weather station at the airport

to see how the weather information is collected and collated,

followed by an extended tour of the airport reserve, which played

an important role during WW2. The US armed forces took control

in 1942 and established a large air base. The highlight that

evening was “star gazing” through the powerful telescopes at the

Cosmos Centre and Observatory.

The third day started with a visit to the school of long-distance

education, to learn how students, who live hundreds of

kilometres away from their classroom, receive their education

by communicating with their teachers on satellite phones and

the internet. A fi lm and photographic display at the Royal Flying

Doctor Service’s Visitor Centre gave an insight into how medical

care is provided to remote outback communities.

All too soon, time was up and the taxi brought me back to the

station at 17:00. With only 18 passengers booked for the return

journey, the low patronage of the service is rather disconcerting

and one wonders whether the days of the Westlander may well

be numbered. At around midnight, we had the most spectacular

lightning display followed by torrential rain. We arrived at

Toowoomba at 07:00 where the train service terminated because

the line to Ipswich was closed for maintenance work over the

weekend.

The remainder of the trip back to Brisbane was by road coach. I

was looking forward to seeing the descent of the Great Dividing

Range, but that was not to be. In all, it was a most enjoyable trip

and I look forward to repeating it again if QR keeps the service

running.

MAP GRAPHIC PRODUCED BY BRUNO MARTIN - 2010

Bundaberg

Maryborough

Gold Coast

Gympie

BRISBANEDalby

Toowoomba

Mitchell

GoondiwindiWarwick

Stanthorpe

RockhamptonGladstone

Cunnamulla

Dirranbandi

Mackay

Springsure

Bowen

Emerald

Moura

MundubberaRoma Miles

Ayr

Yaraka

Longreach

Quilpie

Blackall

BarcaldineClermont

Charleville

Cairns

Townsville

TowersCharters

Innisfail

Kuranda

Croydon

Forsyth

Normanton

Richmond

Winton

CloncurryMount Isa

Hughenden

Ingham

Darwin

Brisbane

eb raC n

QUEENSLAND

Hobartrne

e

oial d

ble u

ar SydneyPerth

dA

AUSTRALIA

Me

(423km)(152km)

(34km)

(777km)(977km)

(1325km)

(1681km)

Tourist trains

Brisbane - Cairns (1681km)Brisbane - Rockhampton (622km)

MAP GRAPHIC PRODUCED BY BRUNO MARTIN - 2010

Traveltrain services

YarakaMoura

Springsure

Other passenger lines

Kuranda Scenic Railway

QUEENSLAND RAIL NETWORK

Freight lines

SavannahlanderGulflander

Quilpie

Kuranda

Forsyth

Croydon

Clermont

GympieMaryborough

Innisfail

AyrBowen

Stanthorpe

Mundubbera

Barcaldine

Richmond

Ingham

The WestlanderThe InlanderSpirit of the Outback

Tilt TrainSunlander / Queenslander

QUEENSLAND

Darwin

Sydney

Hobart

bn errlaie

C

de

a

ouMelb

d rneaPerth

Mackay

A

Brisbane

Cairns

Townsville

ChartersTowers

Winton

Hughenden

Normanton

CloncurryMount Isa

Bundaberg

MilesRoma

GladstoneRockhampton

Warwick

BRISBANEGoondiwindi

ToowoombaDalby

Blackall

Charleville

Dirranbandi

Cunnamulla

Mitchell

Emerald

Gold Coast

Longreach

Q U E E N S L A N D

AUSTRALIA

Departing Wed & FriCharleville depart 6.15 pm

Morven 8.02 pm

Mitchell 9.47 pm

Roma 11.37 pm

Thu & SatWallumbilla 12.23 am

Yuleba 12.43 am

Miles 2.23 am

Chinchilla 3.20 am

Dalby 4.55 am

Oakey 6.05 am

Toowoomba 7.00 am

Helidon 8.41 am

Gatton 9.01 am

Laidley 9.18 am

Rosewood 9.52 am

Ipswich 10.19 am

Corinda 10.47 am

Brisbane (Roma St) arrive 11.15 am

Charleville to Brisbane Eastbound

Departing Tue & ThuBrisbane (Roma St) 7.15 pm

Corinda 7.45 pm

Ipswich 8.14 pm

Rosewood 8.30 pm

Laidley 9.01 pm

Gatton 9.15 pm

Helidon 9.32 pm

Toowoomba 11.20 pm

Wed & FriOakey 12.17 am

Dalby 1.11 am

Chinchilla 2.37 am

Miles 3.28 am

Yuleba 4.56 am

Wallumbilla 5.19 am

Roma 6.31 am

Mitchell 8.19 am

Morven 10.13 am

Charleville arrive 12.00 pm

Brisbane to CharlevilleWestbound

Bruno Martin, a noted cartographer and long-standing

contributor to Railways Africa, was born in Switzerland and

lived for many years in South Africa.

THE WESTLANDER

1. INTRODUCTIONSpoiling the fi nes screened from the ballast bed alongside the track

has numerous disadvantages including:

• environmental pollution due to the use of toxic herbicides in

the ballast for weed control;

• the blocking of drains;

• landslides with resulting track structural instability due to the

added weight of the spoil when spoiling down an embankment;

• covering of services such as cables and signal boxes causing

additional maintenance restrictions and problems.

These and many more problems put pressure on railway owners to

remove the spoil to approved and controlled spoil sites. In the early

days, standard railway wagons and later rudimentary systems with

overhead conveyor belts were used. However, these “solutions” to

the problem were unsafe and caused delays and costly premature

stoppages of the ballast cleaning operation. Plasser & Theurer

therefore developed the MFS conveyor system which is today

extensively used all over the world as well as here in South Africa

by Transnet and Metrorail.

The MFS concept has evolved with different specialised designs

becoming available and more and more uses for the MFS conveyor

systems are being investigated in respect of their productivity,

safety and cost-effectiveness.

2. MFS CONVEYOR SYSTEMSThe MFS conveyor system is currently available in South Africa

with a 24, 26 or 38m3 hopper, depending on the application

requirements. MFS wagons for spoil removal are not self-propelled

though a special self-propelled unit has been developed and the

MFS 40 ZW with crawler tracks is also self-propelled when off-track.

2.1 Conventional MFS spoil conveyor wagonsThe MFS is an open, high-sided hopper wagon, with a fl oor-mounted

main conveyor belt which covers the entire width of the hopper and

wear-resistant sheets on the inner sides of the hopper. Each MFS

wagon is equipped with its own diesel engine to drive the conveyor

belts. The rotation speed of this purpose-designed and wear-

resistant conveyor belt can be controlled. In addition, the hopper

wagon is equipped with a slewing transfer conveyor belt at the one

end which operates independently from the fl oor conveyor belt to

either transfer its load forward, or discharge its load to the side.

The transferring, slewing and discharging ability is the strength of

the MFS as a spoil removal system when working with the ballast

cleaner. In the following process description, three wagons are

used. However, the number of wagons used in practice depends

on the distance to the spoil disposal site and the tractive limit of

the locomotive.

• The MFS wagons arrive on site in train formation together with

the ballast cleaner, ballast wagons and a tractor loader on the

Figure 1: RM900 ballast cleaning machine

spoiling into MFS38 spoil conveyor systems.

Figure 2: Layout of the MFS 38 conveyor systems.


PLASSER SOUTH AFRICA

MFS MATERIAL CONVEYOR SYSTEMS

KEEPING AIR FLOWING EFFICIENTLY

105 Theuns Street, Hennopspark, Centurion, 0157

PO Box 51063, Wierda Park, 0149, South Africa

www.vanrail.co.za

Tel: +27 (0)12 653 4595

Fax: +27 (0)12 653 6841


GM84

8 PRE

SSLIN

K_TR

E

runner wagon. The runner wagon is required due to the transfer

and discharge conveyor belt protruding over the buffer (refer to

Figure 2) and also to transport the tractor loader which is used

at the spoil disposal site to level the spoiled material.

• The ballast cleaner excavates the ballast down to formation

level and separates the ballast which fi ts within the ballast

stone envelope from the fi ne material. Spoil is discharged into

the hopper closest to the ballast cleaner (MFS 1 in Figure 6).

The main fl oor-mounted conveyor belt is set to a high speed to

transfer the spoil to the next hopper as fast as it is received,

using the transfer conveyor belt.

• The spoil is transferred from hopper to hopper to the last

hopper in the train (MFS 3 of Figure 6). The speed of the fl oor-

mounted conveyor belt of the last hopper is controlled by the

operator, to fi ll it to capacity.

• When the last hopper is full, the slewing transfer conveyor

belt of the second last unit is switched off and the rotation

speed of that fl oor conveyor belt controlled to allow it to fi ll

to capacity. When the second-last unit is full, the next hopper

will be fi lled to capacity. This process of fi lling the hoppers

will continue until a predetermined number of hoppers are

Figure 3: The spoil is transferred from hopper to hopper, to the last hopper.

Figure 4: The conveyor is set to a high speed, to transfer the spoil to the

next hopper.

Figure 5: Filling of the last hopper to capacity by slowing down the

conveyor belt.

Figure 6: The last MFS wagon is fi lled to capacity.



full. This predetermined number depends on the distance to a

suitable spoiling site where the hoppers can be emptied. The

further the spoiling site, the more hoppers need to stay behind

with the ballast cleaner, so as not to stop the ballast cleaning

process prematurely.

• The full units are uncoupled and moved to the demarcated

spoiling site while the ballast cleaner continues to screen and

discharge spoil into the remaining units, with the fl oor conveyor

belts controlled to fi ll them to capacity.

• At the spoiling site the MFS wagons slew their transfer conveyor

belts to the side and discharge their loads of approximately

38m3 to a stockpile 4,400mm from track centre. All the wagons

can be emptied simultaneously within approximately 6 minutes.

• The empty wagons return to the working site where they can

be coupled to the wagons that remained behind. The tractor

Figure 11: MFS 26 and self-propelled MFS 24 wagons.

loader remains behind at the spoil site to stockpile or load the

spoil into trucks.

• The content of the units that remained behind with the ballast

cleaner is transferred again to the last unit. This process of

fi lling and emptying can continue uninterruptedly without

affecting the ballast cleaning operation.

2.2 Self-propelled MFSEven when the environmental conditions on a particular track

section permit a ballast-cleaning machine to spoil to the side, there

are conditions where this is not possible due to space constraints

such as inside a tunnel, in a cutting, on some banks or on a

bridge. Here MFS wagons will be required but this would require

a locomotive to haul the spoil wagon/s out of the tunnel, cutting,

bank or bridge to be emptied. This would be very uneconomical,

especially with the limited availability of locomotives.

With this in mind, Plasser South Africa developed the self-propelled

MFS 24 to carry out both the functions of the spoil wagon and

the locomotive in these restricted areas. The self-propelled MFS

wagon has a hopper capacity of 24m3 and a driver’s cab for piloting

purposes. A 26m3 MFS wagon, the MFS 26, has been developed to

work with the self-propelled MFS. This set of wagons works on the

same principle as conventional MFS wagons.

2.3 MFS wagons with crawler tracksStandard railbound MFS wagons have been fi tted with crawler

tracks by Plasser & Theurer in Europe, to move off-track under their

Figure 9: Empty wagons return to ballast cleaning site.

Figure 10: The content of the units that remained behind is transferred to

the last unit.

Figure 8: MFS wagon contents are disposed by slewing the transfer

conveyor belt to the side.

Figure 7: Full wagons are uncoupled and hauled to the spoil site.



Figure 12: MFS40ZW wagon travelling on crawler tracks to

the end of the excavation.

own power. There it is known as the MFS 40 ZW (Figure 12). This

allows the MFS wagon to move into an excavation at, for example,

major track rehabilitation sites to allow effi cient and uninterrupted

removal of huge volumes of excavated material. Similarly, the

MFS wagon can also be used to offl oad new backfi ll material or

ballast. This feature opens many possibilities for major formation

rehabilitation work to be carried out on the coal line and other

major lines in South Africa over the next few decades.

• At least two MFS 40 ZW wagons arrive at the excavation as

part of the train (which includes conventional railbound MFS

wagons) on their rail bogies. At the excavation the crawler

tracks are hydraulically lowered, lifting the bogies clear of the

rail. The two wagons move into the excavation gap under their

own power on the crawler tracks towards the excavator.



• The excavator loads the excavated material into the fi rst

MFS 40 ZW wagon. The fl oor conveyor belt transfers the

spoil to the second MFS 40 ZW with the fl oor conveyor belt

controlled to fi ll it to capacity.

• Once the second wagon is full, it is uncoupled and travels to

the end of the excavation on its crawler tracks. Conventional

railbound MFS wagons are waiting to receive the spoil from

the MFS 40 ZW wagon. During this process the MFS 40 ZW

that stays behind with the excavator can be loaded to capacity.

Depending on the length of the excavation, more than two

MFS 40 ZW wagons can be used, similar to the conventional

railbound process.

• The empty wagon returns to the excavator. Depending on

circumstances, the spoil in the railbound MFS wagons can also

be transferred to the last wagon in the train consist, or the

railbound wagon can be hauled away to be emptied at a spoil

site, end of a cutting etc.

• When the empty wagon arrives at the excavator, the load in

the remaining MFS 40 ZW is transferred to it. This process

can continue uninterruptedly without delaying the excavating

process.

This process has plenty of potential for future construction and

rehabilitation work, especially on banks and in cuttings where

tipper trucks have diffi culty reaching the excavator and/or pass

one another in a narrow and perhaps long excavation.

3. OTHER APPLICATIONS OF MFS WAGONSThe MFS range of conveyor systems is known for its superior spoil

conveying capabilities from ballast cleaning sites. However, the

system is very versatile and also ideally suited for the conveying

and offl oading of new backfi ll material and ballast at rehabilitation

sites.

3.1 Offl oading backfi ll materialDuring formation rehabilitation, very large volumes of backfi ll

material must be offl oaded - especially on the coal line where as

much as 3.2m3 of layered backfi ll material can be offl oaded per

metre. In a 10km rehabilitation section, which is common on the

coal line, 32,000m3 or 3,200 tipper truckloads of backfi ll material

must be offl oaded.

Using MFS wagons to bring in the backfi ll material where double

lines are available will reduce the time for backfi lling and layer

works considerably, allowing the line to be reopened for traffi c

much more quickly.

Under the protection of a short occupation on the adjacent line,

MFS wagons fi lled with graded backfi ll material will be shunted

in. The transfer conveyor belts of the MFS wagons will be slewed

over the construction area and the backfi ll material offl oaded

simultaneously from all the MFS wagons straight into the excavation

while the MFS wagons are shunted along the excavation gap,

spreading the material evenly in the length to the required layer

thickness. This process is illustrated in Figure 18.

If for example twenty MFS wagons are utilised at 38m3 per wagon,

nearly one kilometre of a 200mm layer can be offl oaded within 30

to 60 minutes. This would have required approximately 80 tipper

truck loads over a two-day period to achieve the same result.

The added value is the evenness of the offl oading process which

reduces the levelling time and also prevents the tipper trucks from

travelling on the compacted subgrade. This process is already used

in Europe (Figure 19).

When geo-cells are used to strengthen the formation (Figure 20),

the fact that vehicles cannot drive on the geo-cells complicates

the offl oading process. Back tipping is required which slows down

Figure 18: Using MFS wagons to import backfi lling material from the adjacent line.

Figure 13: Crawler tracks are lowered.

Figure 14: Two MFS 40 ZW wagons move into the excavation gap on their

crawler tracks.

Figure 15: Once wagon 2 is full, it travels to the end of the excavation and

transfers its load into railbound wagons.

Figure 16: The empty wagons return to the excavation.

Figure 17: The spoil that collected in the wagon that remained behind is

transferred to the returning empty wagon.



4. CONCLUSIONThe MFS range of conveyor systems has moved beyond being the

ultimate in spoil removal from ballast cleaning operations. With

the addition of self-propelled and MFS wagons fi tted with crawler

tracks and using these wagons for material offl oading as well, the

MFS range is a very versatile piece of machinery which benefi ts the

environment, track downtime and costs.

Figure 19: Using MFS wagons to offl oad backfi ll material.

the formation rehabilitation process substantially and delays the

reopening of the line for traffi c. Back tipping refers to the activity

where backfi ll material is offl oaded from one end and the use of

earthmoving equipment to level and fi ll the cells before the next

load can be offl oaded.

3.2 Offl oading ballastOffl oading the fi rst layer of ballast poses a similar problem. The

layer works would have been perfectly levelled and compacted to

specifi cation. Travelling with tipper trucks on the formation would

damage the layer works and cause indentations which are potential

areas for water ponding.

Similar to the offl oading of backfi ll material, the MFS wagons can

be fi lled with ballast stone and the same offl oading process from

the adjacent line followed to quickly and evenly spread the fi rst

ballast stone layer, causing no damage to the formation layer and in

a time that cannot be equalled.

Figure 20: The use of geo-cells forn formation strength.

Figure 21: Back tipping required.


NEW STATIONS INAUGURATEDOn 13 July, ten new stations on Caminhos de ferro de Luanda (CFL)

in the Malanje and Kwanza-Norte provinces were inaugurated by

Angolan Transport Minister Augusto da Silva Tomás: Lombe, Zanga,

Cacuso, Cambunze, Quizenga, Lucala, Ndalatando, Canhoca,

Luinha and Ndalahui. On 23 July, da Silva Tomás inaugurated

seven new stations on Caminhos de ferro de Moçamedes (CFM) in

Angola’s Huila Province. These were at Mapunda, Arimba, Chanja,

Dongo, Tuntum, Jamba and Carvalhais, within a distance of 318km

extending from Lubango, capital of Huila Province, to Jamba.

MORE NEW ANGOLAN STATIONS INAUGURATEDOn 7 August, Angolan Minister of Transport Augusto da Silva Tomás

offi cially inaugurated seven newly built stations on Caminhos de

ferro de Luanda (CFL). This marked the end of the fi rst phase of the

project that involved construction of 20 stations on the Luanda-

Bengo/Kwanza-Norte-Malanje route. In June 2012, the minister

inaugurated nine new stations - Viana, Kapalanga, Entroncamento,

Baia, Catete, Barraca, Zenza to Itombe, Cassualala and Dondo.

4,000 RAIL-RELATED JOBS IN ANGOLASpeaking during a train journey from Angola’s south-western

Namibe province to Lubango in southern Huila province on 12

August, Angolan minister of transport Augusto da Silva Tomás said

that the revival of the country’s three rail systems is going to provide

ANGOLABENGUELA RAILWAY BACK IN ACTIONThe return of much of the Benguela Railway to freight conveyance

is already boosting economic activity in the region, businessman

Principe Eduardo told the Angolan news agency Angop. Caminhos

de ferro de Benguela (CFB) is currently in operation between the

coast and Kuito (582km). It is hoped to extend service to the rest

of the line within the next 12 months. CFB CEO Carlos Gomes told

journalists he hopes to have the Luena-Luau section complete by

the end of 2012, including the provision of two bridges. Luau lies

20km from the DRC border.

BILLIONS SPENT ON ANGOLAN RESTORATIONAt recent functions to mark the opening of ten stations in the

Malanje and Kwanza Norte provinces east of Luanda, Angolan

Transport Minister Augusto da Silva Tomás disclosed that some

$US3.3 billion has been spent on reconstructing the railways from

Luanda, Benguela and Moçâmedes. The minister was accompanied

at the functions by Provincial Governors Boaventura Cardoso

(Malanje) and Henrique Andre Junior (Kwanza Norte).

CFB’s impressive new station at Kuito, 582km from the Atlantic coast.

Photo: Anton van Schalkwyk.

New CFM station at Dongo junction, 500km from the Atlantic coast.


ZenzaLuanda

Dondo

Malanje

LobitoBenguela

Camacupa

Caaia KuitoHuamboCubal

Luena

Namibe

LubangoDongo Menongue

Chiange

Oshikango

Ondangwa

Tsumeb

Chamutete

Luau Dilolo

DRC

ATLANTIC

ZAMBIA

BOTSWANA

ANGOLA

NAMIBIA

Km300

Newly-laid track (29 June 2012) on Caminhos de ferro de Moçamedes

(CFM) showing electric signals at the approach to a passing loop and rural

station. Photo: Anton van Schalkwyk.


AFRICA UPDATEAFRICA UPDATE

AFRICA UPDATE

KENYARVR UPGRADERift Valley Railways (RVR), the concessionaire operating the railway

from Mombasa through Nairobi to Kampala, recently took delivery

of equipment and materials worth some $US19 million from KEC

International Ltd, an engineering, procurement and construction

concern in India. This will enable RVR to proceed with renovating

a 70km section of the 530km line between Mombasa and Nairobi.

The reconstruction of culverts between Busembatia and Jinja in

Uganda at a cost of $4.9 million is expected to be complete by

December 2012.

MOROCCOCASABLANCA TRAM OPERATOR A consortium comprising RATP Developpement, Caisse de Dépôt

et de Gestion du Maroc and Transinvest has been appointed by

Casablanca transport authority Casa Transports to operate and

maintain the city’s new tram system, due to open on 12 December.

The fi ve-year contract is worth €70 million. RATP Dev appears to

be in line for a further €20m if selected to maintain the 74 Citadis

trams to be supplied by Alstom.

MOZAMBIQUEVALE & CFM TO JOINTLY OPERATE NORTH CORRIDOR The large Brazilian mining group Vale is to operate Mozambique’s

northern corridor line to Nacala jointly with Caminhos de ferro do

Moçambique (CFM – the state railway & harbours).

Vale owns 80% of the newly formed company CLIN (Northern

Integrated Logistical Corridor). The remaining 20% is owned by

CFM. On 10 July, the Mozambican government approved the lease

to CLIN of “everything new that is to be built”. This includes two

new portions of rail construction. The fi rst comprises some 140km

from a point on CFM’s existing Sena line to a new junction near

Limbe in Malawi. The second will be a short spur running to Ponta

Mamuaxi (on the western side of Nacala bay, opposite the existing

port of Nacala), from Mossuril on the existing northern line from

Malawi to Nacala.

Though the complete route from the Moatize coalfi elds to Nacala

will pass through Malawi, that country will not own a part of CLIN.

Vale signed a separate rail concession contract with the Malawian

government in December 2011.

The government also approved a lease to CLIN of the new coal

terminal to be built at Nacala-a-Velha. In effect, there will be two

deep water ports at Nacala, the existing facility and a new harbour

dedicated exclusively to coal exports.

According to Deputy Mozambican Justice Minister Alberto

Nkutumula, the total cost of the new terminal together with the

two sections of railway will be about $US1.5 billion. Construction,

to begin before the end of 2012, is estimated to take three years.

After the work is complete, Nkutumula explains, “there will be

opportunities for Mozambican companies and citizens to acquire

5% of the CLIN capital. Later, CFM will gradually increase its holding

in CLIN up to a maximum of 50%”.

The railway will be able to move 40 million tonnes of coal a year,

Nkutumula says - about 30 million tonnes from the Vale mine, with

the opportunity to move 10mta mined by other companies, or be

used for the transport of people and goods”.

more than 4,000 jobs in the sector. The minister inaugurated new

stations on Caminhos de ferro de Moçamedes (CFM) at Raposeira,

Caraculo, Luso, Assunção, Chela, and Bibala. CFM Chairman Daniel

Pedro Paxe said daily train operation is to start once all stations

have been offi cially inaugurated. The minimum fare is to be Akz50

(equivalent to 50 US cents), the Angolan press agency reports.

ETHIOPIACHINA & TURKEY SIGN DJIBOUTI RAIL DEALSThe fi rm Yapi Merkezi of Turkey is to construct a $US1.7 billion

line within 42 months to Djibouti’s third port Tadjourah, which

is currently under construction. The China Communications

Construction Company is to build a different section of the same

line to Tadjourah for $US1.5 billion. The two contracts were signed

recently with the Ethiopian Railways Corporation (ERC), which

will gain an outlet to the sea separate from the existing harbour

in Djibouti.

TURKISH AND INDIAN HELP FOR ETHIOPIA-DJIBOUTI RAILWAYThe Overseas Infrastructure Alliance (OIA), an Indian company,

has been awarded a $US78 million contract for the design and

survey of the planned new Mekelle-Djibouti railway by the Ethiopian

government. The signing was followed by the extension of a $300

million line of credit by the Indian government in support of the

rail project. A Turkish fi rm is to build a section of the line for

$US1.7 billion. Chinese companies hold contracts to completely

reconstruct the rest of the line to Addis Ababa, the Ethiopian capital.

GHANARAILWAY RENOVATION The government of Ghana envisages a public-private partnership

undertaking a comprehensive project to renovate the run-down

western, eastern and central railways, which have a total route

length of 977km. Investment of about $US303 million is needed,

according to pre-feasibility studies by the ministry of transport. The

western line serves the port at Takoradi. The eastern line serves the

Port of Tema at Accra. The central line, long out of use, links the

other two. The acquisition of new locomotives is included in the

project, as well as container fl ats and wagons for the conveyance

of minerals. The replacement of infrastructure including track,

signalling and telecommunications is also involved.

For information on investment opportunities:

http://www.tradeinvestafrica.com/investment_

opportunities/1338491.htm

Menongue station, endpoint of Caminhos de ferro de Moçamedes (CFM).


AFRICA UPDATE


According to the Angolan news agency Angop, the minister said

he recognised the important role of infrastructure in improving

relations among countries aiming for full regional integration.

TRAIN TOURS IN NAMIBIAIn June 2012, South African-based JB Train Tours offered

opportunities for tourists to join one of four, 44-passenger, seven-

day train tours in Namibia during August. All were fully booked in

a short space of time. Arrangements were then made for further

use of the Desert Express train and three additional tours were

scheduled. Again, all were fully booked.

The popularity of tours by train have never been better demonstrated

– an object lesson for South Africa whose tourism industry (and

railway) appear to take minimal interest in this type of activity.

JB Train Tours subsequently organised three more tours by train in

Namibia – one from 15 to 21 September, the second from 22 to 28

September and the third from 29 September to 5 October.

Passengers join the Desert Express at Windhoek, most fl ying from

Johannesburg or Cape Town (though air fare is not included in

the tour price). The train journey includes Karibib, Kranzberg,

Usakos and Swakopmund. Off-train trips are provided to Omaruru,

the Moon Landscape, the Namib Desert, Henties Bay, Dune

7 and Walvis Bay. The bargain tour price of R15,200 per couple

(normal price is R14,990 per person) includes the return train trip

between Windhoek and Swakopmund, accommodation on the

train for six nights, meals and excursions, transfers between the

Windhoek airport and railway station, as well as bus transport in

Namibia and the services of a tour guide.

In September 2011, Vale exercised an option to buy a 51% stake in

Sociedade de Desenvolvimento do Corredor do Norte SA (SDCN),

owned by the Mozambican company Insitec. SDCN controls the

Corredor de Desenvolvimento do Norte (CDN) and the Central East

African Railways (CEAR). CDN holds the operating concession over

the 872km northern division of CFM; CEAR holds a concession

over the 797km of line in Malawi.

Completion of the Northern corridor railway will require

rehabilitation of the existing line from Nkaya junction in Malawi

to Nayuci on the border with the Mozambican province of Niassa.

This line is currently operated by Central East African Railways

(CEAR). The railway to Nacala-a-Velha will also require upgrading

of the line from the Malawian border to Mossuril, which is operated

by CDN.

VALE TRAINING CFM PERSONNELThe Brazilian mining group Vale has invested substantially in the

training of personnel at Caminhos de ferro do Moçambique (CFM

– the state railway & harbours). To date, Vale says, 125 apprentices

have been trained as locomotive drivers in Tete and Beira, in terms

of its partnership with CFM. In addition to technical knowledge,

the training course involves “instruction in operational norms and

procedures”, says the release. “CFM is responsible for instructing

the workers about the train circulation regulations, and for certifying

qualifi ed train drivers”. The training cooperation between Vale

and CFM began in 2010, when the fi rst group of rail workers was

trained in Brazil. All training now takes place in Mozambique. Over

the past two years, Vale says it has trained 1,149 Mozambican

professionals in various areas of activity.

NAMIBIANAMIBIAN NORTHERN EXTENSION PHASE 2 LAUNCHThe second phase of the Ondangwa/Oshikango railway extension

was offi cially launched in Oshikango on 5 July by Angolan Transport

Minister Augusto da Silva Tomás during an offi cial visit to Namibia.

NIGERIALAGOS-KANO Despite heavy rains that damaged part of the railway north of

Lagos, repairs on the main-line to Kano (1,126km) had been

completed at last. Nigerian Railway Corporation (NRC) Managing

Director Adeseyi Sijuwade told the press early in July. He expected

public services to be introduced shortly.

$US1.49BN NIGERIAN STANDARD GAUGE CONTRACTOn 18 July, the Nigerian Federal Government disclosed the

signing of a $US1.49 billion, 36-month contract with China for

the construction of a double-track, standard gauge railway from

Lagos to Ibadan (193km), as part of the “Lagos-Kano railway

modernisation project.”

Rebuilding of the existing 1,067mm gauge Lagos-Kano line is

virtually complete and it was expected that train services would

recommence in the second half if 2012. The contract signed now

is in effect reinstatement of part of the original contract that was

halted in 2008.

[There is no clarity on the provision of rolling stock for a new standard

gauge railway. It appears that the contract price reported applies to

track infrastructure only. – Editor Railways Africa.]

ABUJA CONTRACTBriefi ng journalists in Abuja on 18 July, Minister of Information

Labaran Maku announced a variation in the contract with the

China Civil Engineering and Construction Corporation (CCECC),

for the design and construction of the Abuja Rail Mass Transit

Project. The original 60.67km has been changed to 45.245km

but the amount payable has increased. The work is said to be 35%

complete and due to be completed within 36 months.

[Again, there is no clarity on the provision of rolling stock for this new

standard gauge railway. – Editor Railways Africa.]

PROGRESS WITH LAGOS COMMUTER RAIL Under the auspices of the Lagos Metropolitan Area Transport

Authority (Lamata), two “rapid rail lines” are under construction.

According to state governor Babatunde Fashola, construction

of the fi rst 7km of the Blue Line by the China Civil Engineering

Construction Corporation (CCECC) should be complete by the end

of 2012. Eventually this line will extend 27km from Okokomaiko

to Marina, one of the most densely travelled corridors in Lagos.

The line is to run on an exclusive 15-metre right-of-way in the

middle of the Badagry Expressway, a proposed toll road. In total

there will be 13 stations, three shared with the Red Line. The

stations will be located above the tracks, with pedestrian walkways

crossing the expressway.

www.railwaysafrica.com28 Railways Africa Issue 4 // 2012

AFRICA UPDATE

Light Rail in Lagos is to be run as a public-private project, with a

concessionaire procuring and fi nancing rolling stock and depot

facilities in addition to operating and maintaining the system for

25 years.

Rolling stock for both the Blue and Red Lines is to be drawn from

a fl eet of 255 used electric multiple unit coaches purchased from

Toronto. The price saved about $US100 million from the fi gure that

new vehicles would have cost.

Train control will not depend on conventional signalling track

circuitry but is to be based on GPS technology. Traction power is to

be 600V DC picked up from a third rail.

The Blue Line requires the construction of two major bridges. The

larger, to be shared with the Red Line, will connect the mainland

with the island.

The Red Line is being developed on the north-south axis through

some of the most densely populated areas in Lagos. Beginning

on the island, the Red Line will run north to Agbado through a

total of 13 stations. From the Marina to Iddo stations, it will share

alignment with the Blue Line. From Agbado to Iddo, the Red Line

will run in the corridor of the Nigerian Railway Corporation (NRC).

Where infrastructure is shared between the two lines, it will be

developed as part of the Red Line project.

IkoraduIkeja

Agege

Iju

Ijoko

Agbado

YabaJibowa

Iddo

Ebute Metta

National Theatre

Ikoradu

Mowe/Ibafo

Abeokuta

Lagos Island

Lagoon

LAGOS STATE

OGUN STATE

Lekki Airport

MMI Airport

Apapa

Alakija FestacVolkswagen

Okokomaiko

Mushin

Oshodi

Shogunle

AlabaMile 2

Iganmu

LASU

Trade Fair

Depot

0 5 10km 15km

Ebute EroMarina

LEGEND

Blue Line

Red Line

Main-Line Railway

Lagos Light Rail Project.

SWAZILANDSWAZI RAILWAY IMPRESSES AT THE GAMESThe timing of the event suggests the Olympics in London, but

actually these were the Southern African Railways Sports and

Cultural Organisation (Sarsco) Games, held at the Kwaluseni Sports

Emporium in Mbabane. According to the Swaziland Observer,

Swaziland Railways (SR) put up an impressive performance,

but Botswana Railway were the overall winners, taking home

gold medals in chess, morabaraba, volleyball, long tennis and

athletics, among others. Caminhos de ferro do Moçambique (CFM

– the state railway) won the soccer, with Botswana second and

Swaziland third. Swaziland Railway beat South Africa’s Transnet

4-0 “in a thrilling encounter” at the University of Swaziland

sports ground. “The SR senior management team,” the paper’s

sports reporter wrote “lost 3-2 in penalties to a select team from

Botswana and Mozambique, in a game in which Timothy Ndlovu,

the Director Engineering, thrilled fans with his telling passes.”

“Swaziland Railway were crowned champions of the darts, netball

and tug-of-war tournaments,” the Observer reported. “The local

team came second in morabaraba, volleyball, long tennis, men’s

veteran athletics (over 45 years), men’s under 45 athletics

and ladies athletics. Presenting the awards during a glittering

ceremony held at Esibayeni Lodgewas Minister of Public Works

and Transport Ntuthuko Dlamini.”

LINE CONSTRUCTION THROUGH SWAZILAND TO STARTAccording to Public Enterprises Minister Malusi Gigaba,

construction of the new 146km railway from Lothair in Mpumalanga

to Sidvokodvo in Swaziland is to begin in mid-2013. A memorandum

of understanding was signed in Pretoria on 2 August by Gigaba

together with Swaziland public works and transport minister

Ntuthuko Dlamini. South Africa is to meet R12bn in project costs

and Swaziland R5bn. Gigaba says the line will provide South Africa

with additional capacity of 15 million tons a year.


AFRICA UPDATE

TANZANIATAZARA ACT REVIEWIn an endeavour to rescue the ailing Tanzania-Zambia Railway

Authority (Tazara), the governments of Tanzania and Zambia are to

set up a “joint committee of experts” to review the 1995 rewording

of the 1975 Tanzania-Zambia Railway Act, The Zambian Government

has made a commitment to inject $US10 million in a bid to revive

the jointly-owned railway. According to the Tanzania Daily News,

quoting Minister of Transport Harrison Mwakyembe, the objective

in reviewing the Act is to effect revisions permitting changes in

Tazara’s management. The Act provides that the Managing Director

should be Zambian, with a Tanzanian Deputy. Current proposals

envisage appointments based on merit.

TUNISIATUNISIA GETS SIX NEW LOCOSSociété Nationale des Chemins de Fer Tunisiens (SNCFT – the

Tunisian National Railways) has taken delivery of a further six

locomotives supplied by China South Locomotive and Rolling Stock

Corporation Limited (CSR). Of the fi rst six delivered earlier from

CSR, two are currently in service on the Tunis-Beja-Jendouba line.

ZIMBABWE

MO

ZA

MB

IQU

EREPUBLIC OF

SOUTH AFRICA

PIGGS PEAK

MANANGA

TSHANENI

MHLUME MHLUME

SIMUNYE

MILLMLAWULA

SITEKI

MANZINI

LUBHUKU

PHUZUMOYASIDVOKODVO

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

The single use crucibleRail Welding

Thermitrex (Pty) Ltd

Tel: +27 (0)11 914 2540

Fax: +27 (0)11 914 2547


Website: www.thermitrex.co.za

PO Box 6070,

Dunswart,

Johannesburg,

Gauteng

South Africa

1508

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

NRZ’s electrifi ed section between Gweru and Harare which is no longer

operational for electric traction. Note searchlight-type electric signal, also

long out of use. Photo: P Evans.

AFRICA UPDATE

Act safely at level crossings

Hilton Steam Heritage Association, KwaZulu-NatalThe Hilton station revival project started in February 2011, following

complaints from the community police forum and the police

regarding the deteriorating site, vagrants, drinking in public and

general urban decay.

An e-mail was sent out on the local ratepayers’ database and there

was a resounding call in response to save the station, locos and

heritage. A public meeting was called and hosted by the local Hilton

Hotel.

A unanimous decision was taken to save the assets and preserve

the area and its history. A committee of nine, including three people

previously involved in the preservation arena, opted to create a

Public Benefi t Organisation. As a community-driven project, this

stands a better chance of obtaining funding for job creation and

sustainability than a group confi ned to steam enthusiasts trying

to save a dying history. The committee envisages developing

the station area into a tourism site and museum, embodying

commercial activities to generate income and enable the venue to

open seven days a week. In fact, the railway artefacts and trains

would be a secondary, supporting attraction. A board of directors

has been appointed and a business plan submitted to the local

municipal mayor, who is supportive of the scheme.

At this stage there are six locomotives available for preserving.

To date, a few volunteers have made it possible to get boiler

certifi cates for the North British Tank (ex-ERPM no 6) as well as the

Cowan Sheldon crane. A coat of fresh paint has been given to class

H2 no 314 and class 1 no 1276. Other locos will be rejuvenated

as time and money permit. These are class H2 tank no 329, class

19AR no 696, class 19B no 1402 and class 15AR no 1963.

Ex-SAR Locos on Welsh Highland RailwayWork is in progress on ex-SAR class NG15 ‘Kalahari’ 2-8-2 no 134.

In June, it was reported that the cylinders had been re-bored; the

loco drag box had the rivets knocked out and was ready to be

removed and a completely new drag box was to be attached. Work

was at an advanced stage on no 134’s tender. During work on the

frame, the tender box was temporarily transferred to that of sister

no 133. Locomotive no 134 was built by Franco-Belge in 1952.

Winter Steam Safari - ZimbabwePrivately-owned class 14A no 512 was in use for Geoff Train’s

winter tour in early June. Sporting a fresh paint-job, the 2-6-2 +

2-6-2 completed pleasing runs over the Victoria Falls bridge into

Livingstone.

NRZ’s class 14A no 519 ran faultlessly for about 90% of the trip

eastwards out of Bulawayo but experienced serious trouble on

the last steep embankment towards Cement station. The Garratt

did manage to get into the station, but had to be towed back to

Bulawayo by a diesel. Class 16A no 611 was found in steam at the

Bulawayo steam shed but did not haul a train. Sister loco no 613

put on a good performance with a 600-ton train from Bulawayo to

Plumtree and back. Class 15 Garratt no 395 ran north faultlessly

from Bulawayo with a 764-ton maximum load to Matetsi. Water

issues at this point however resulted in the 4-6-4 + 4-6-4 arriving

at Victoria Falls with slight problems.

On the Hwange Colliery system, ex-NRZ class 15 Garratt no 11 (NRZ

no 423) was in service with two excellent photo sessions conducted

(day and night); no 12 (NRZ no 370) is to be used as a stationary

boiler and no 10 (NRZ no 392) was offi cially under repair, but this

is a long-term exercise.

Summer TourThe tour scheduled for November is to travel over rarely used track

in Mashonaland, north of Harare, and will also visit Mutare. The

branch to Masvingo will be covered too, making possible a call at

the ancient city at Great Zimbabwe, before continuing to Bulawayo.

The coaches will, on occasion, be attached to scheduled local

passenger trains, and at other times run as a charter, possibly with

local freight attached. Locomotives will be diesel-electric, either

American General Electric or General Motors units supplied to the

former Rhodesia Railways and National Railways of Zimbabwe,

One of Hilton Museum’s locomotive assets is ex-SAR class 19B no 1402.

Westgate, Bulawayo – a different class 14A Garratt of NRZ, no 519,

participated in the winter steam safari programme of 2012. Photo: G Cooke.

RAILWAY HERITAGE


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

By John BatwellBy John Batwell

between the period of the 1960s and 1980s. This unique tour is

ideal for anyone wanting to enjoy rare track and the opportunity to

explore Zimbabwe with expert guidance. Geoff Cooke will be the

tour host. For more details, e-mail UK operator Geoff’s Trains at:

[email protected]

Class 15F no 3046 in steam for the winter photo shoot at Reefsteamers.

Photo: A McCarthy.

Sandstone’s preserved class GMAM Garratt no 4079 was lit up for the mid-

July photo shoot at Reefsteamers’ depot in Germiston. Photo: A McCarthy.

Reefsteamers’ Sunrise Photo ShootA photo shoot for winter-hardy enthusiasts took place at

Reefsteamers’ Germiston depot on the morning of 14 July 2012.

Class 15F 4-8-2 no 3046 and class GMAM 4-8-2 + 2-8-4 Garratt no

4079 were steamed up for the occasion.

Wall Calendar 2013 Railways South Africa 30cm x 20cm in landscape format. Colour photos depicting all types

of traction, including industrial, Metrorail sets and the Gautrain.

Also preserved steam locos and a host of nostalgic scenes such

as class 25 condensors on Kimberley-De Aar, 19Bs on Lootsberg,

GMAMs on Mafeking-Vryburg, and 19Ds on Maclear-Sterkstroom.

Each double-page spread features an eyecatching single colour

plate, the other page two months with smaller photos.

The calendar compiled by Nathan Berelowitz and Chris Janisch;

design by Miemie Smit.

R60 including packaging and postage in South Africa. Details for

ordering (also corporate endorsing of calendars if required) from

the publishers:

Railways South Africa

P O Box 35965, Menlo Park, 0102;

[email protected]

Tel. +27 (12) 346 3718 (a/h)

www.railwaysafrica.com

as the one-way fare Johannesburg-

Durban, which was unlikely to have

changed in December. If it did, the

difference would not have been

signifi cant. (Note: Cook’s only listed

1st class fares, not 2nd or 3rd).

Closest I have to 1997 is May/June

1994, which says R116. (And for

what it’s worth, the fare given for

March/April 2010 was R155.)

– Editor.

PROPOSED CHAD RAILWAYDear Editor

Landlocked Chad is taking steps with the help of China to develop a

railway system to Sudan on the east coast, and to Cameroon on the

west coast. An interesting aspect is the proposed 1,435mm gauge.

The three adjoining railways will be as follows:

* Sudan – 1,067mm

* Chad – 1,435mm

* Cameroon – 1,000mm

This would mean breaks of gauge where the systems meet. Railways

Africa has already outlined the practicality of mixed gauge sleepers

which can handle these three gauges, and has also outlined a dozen

methods of overcoming the break of gauge, such as bogie exchange

and containerisation.

If freight is containerised using international standard shipping

containers, then (as at ocean ports), containers can be transhipped

from one gauge to another as easily as containers are transhippped

from sea to land.

In the longer term, as the narrow gauge lines in Sudan and Cameroon

are upgraded to carry heavier traffi c, they could be converted to the

world standard gauge of 1,435mm. It is possible to imagine most of

Central and Northern Africa converting to 1,435mm gauge, leaving

1,067mm in the dozen countries of southern Africa to remain as

is, where it is fairly strong, well connected and relatively diffi cult

to convert.

- Shall Ford (Australia)

INFO FOR FILM PROJECTDear Editor

I live in Los Angeles and I’m looking for information pertaining

to a fi lm project. I’m researching the cost of train tickets for the

following periods:

One-way ticket from Johannesburg to Durban in December of

1987, and the same for June of 1997. I would really appreciate any

assistance!

- Nerina de Jager

A likely source for the info you need is probably Thomas Cook’s

Overseas Timetable, which was issued every two months until

discontinued in 2010. We have the Sep/Oct 1987 issue. It gives R45

On the Cameroon metre gauge: Alstom-built loco BB 1210.

Photo: Pierre-Noël Rietsch.

END OF THE LINE


CORRESP NDENCE

Class 16C no 838 leaving Germiston with a Pretoria

express, circa 1930. Photo: collection Pierre de Wet.

DETOUR VIA GERMISTONDDE ONNThe NZASM Railway

Reached Springs in 18-nine-O;y

Elandsfontein was the stationWhere the line from the Cape was to go.

Construction was done two years later,Running in from the west in a Vee;

yy

Then continuing north to Pretoria,gg

And arriving in 18-nine-three.

In time the name of this junctionWas altered and then it became

j

A veritable timetable icon -Such was Germiston’s fame.

Though a more direct line to PretoriaFrom Joburg would’ve been greatgg

Getting rid of the Germiston detourg g

In those times just didn’t rate.

You see, climbing the Hill was a problem -The gradient a headache for steam;

gg

And tunnelling wasn’t an option -Leaks and such worried the team.



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