Chapter 3

Chapter 3
Chapter 3
RAIL DEVELOPMENT PLAN

Table of contents
1 Introduction 29 7 Network future state: 2042 113
1.1 Infrastructure overview 2013 30 7.1 Axle load 113
1.2 Development planning principles 31 7.2 Electrification 114
1.3 Options for capacity creation (Principle 1) 32 7.3 Future traction energy strategies 115
1.4 Capacity creation logic 34 7.4 Train control 116
1.5 Infrastructure development alignment to SIPs 35
8 Rolling stock 117
2 Rail technology strategies 36 8.1 Locomotives current fleet 118
2.1 Rail gauge context 36 8.2 Locomotives future classification strategy 120
2.2 Global rail gauges 37 8.3 Locomotives future required fleet 121
2.3 Rail connectivity and gauges in Africa 38 8.4 Wagons current fleet 123
2.4 Historic development 39 8.5 Wagon future required fleet 125
2.5 Installed technology 40 8.6 Rolling stock technologies 1 27
2.6 Standardisation 41
2.7 Network condition 42
9 Branch lines 128
9.1 Branch lines context and status quo 128
2.8 Network comparative performance 44
9.2 Current branch line operations model 129
3 Network demand 45 9.3 Cost drivers and essentials for branch
3.1 Planned demand 45 lineprofitability 129
3.2 Translating tonnage to capacity utilisation 46 9.4 LTPF branch line approach 129
3.3 Line capacity 48 9.5 Transnet branch line initiatives 130
3.4 Network utilisation: if no investments are made 49
10 SADC region 137
4 Development plans: core network systems 51 10.1 Transnets strategic intent: Africa strategy 137
4.1 Coal system 52 10.2 Cross-border freight flows in 2012 (tpa) 137
4.2 North-eastern system 60 10.3 Overview of regional rail infrastructure
4.3 The ore system 70 capacity, tons and TEUs 138
4.4 Gauteng to Cape Town system 78 10.4 Overview of rail conditions in
sub-Saharan Africa 139
4.5 Gauteng to Durban system 85
10.5 Detail of regional rail capacity, tons
5 Hubs and terminals 92 and conditions 140
5.1 Hubs and terminals: proposed locations 2042 93 10.6 Overview of key development clusters
5.2 Gauteng container terminals 94 along the NorthSouth corridor 141
5.3 Gauteng hubs and terminals: development plan 98 10.7 Future regional integration 142
10.8 Development potential for SADC railways 142
6 Freight and passenger planning alignment 108
6.1 Interoperability operational concepts 108
6.2 Current network 109
6.3 Planned network (30 years) 110
6.4 Long-term shared network PRASA/Transnet 111
6.5 Long-term network potential 112
Foreword
South Africa and the region require an effective and efficient This framework provides the building blocks for the
rail system to support economic development. The LTPF 2013 modernisation of rail in South Africa and all stakeholders
is a visionary and credible 30-year development planning are urged to support and use it to guide the Company in the
framework indicating how the rail network, terminals and yearsahead.
rolling stock should evolve and what interventions and
investments will be required. It demonstrates how rail can
grow market share and fulfil its rightful role in the regional Mr Siyabonga Gama
transport arena and where future capacity developments
Chief Executive: Transnet Freight Rail
should be focussed.
1 Introduction
The rail section of the Long-term Planning Framework (LTPF) provides the development plans for the rail network, terminals
and rolling stock. It is based on providing the required capacity to meet both the unconstrained demand and development of
astrategic network to enhance economic development within South Africa and its neighbouring states.
Figure 1: Infrastructure overview map
Transnet 30-year Long-term Planning Framework 2013 29

1.1 Infrastructure overview Installed and desired future technologies are considered
The LTPF has evolved over the last few years to a far more in developing future infrastructure with a view to
comprehensive and aligned long-term view and the rail standardisation of technologies wherever it makes
development plans have also been adapted accordingly. business sense and will improve operational efficiencies
and safety; and
Rail developments must support and facilitate business An improved capacity determination model gives more
imperatives such as operational efficiencies and safety. accurate views of future capacity constraints and what
Insufficient standardisation creates increased operational interventions are required to increase capacity.
complexity and maintenance costs due to increased stock
Capacity
levels and training requirements.
A newly developed costing model allows for more accurate
The LTPF seeks to develop rail corridors with a substantially estimates of interventions required than in previous years;
increased level of standardised operating principles and Branch lines require different commercial and operational
applied infrastructure technologies, such as: strategies to that of main lines and have been included; and
Development of consistent train operating principles The SADC shares a comprehensive Cape gauge rail
throughout the whole corridor as far as possible for network and cross-border trade is essential for regional
dominant traffic flows; development. A macro assessment of regional rail
Substituting 3kV DC traction infrastructure and rolling initiatives have been undertaken to facilitate suitable rail
stock with 25kV AC; development corridors.
Developing infrastructure for longer trains with heavier
axle loads where justified. This is achieved by allowing Rolling stock
for increased axle load rail infrastructure and increasing Rolling stock deployment and acquisition strategies in the
train crossing loop lengths and easing critical curves and medium-term Corporate Plan and the long-term LTPF are
gradients; aligned;
Focus on pit-to-port unit train loads with minimal shunting Investments required for more standardisation and the
along the route. This minimises yard requirements and use of more appropriate rolling stock technologies have
results in associated reduced consignment throughput been accommodated;
times and increased rolling stock efficiencies; and In chapter 8, rolling stock electricity and diesel energy
Standardised CTC and Track Warrant train control requirements up to 2042 are now also included to assist
systems. with long-term energy planning for the economy at large.
The following development areas are included in the Hubs and terminals
LTPF2013: Updated hubs and terminal views indicate the continued
growth in the container, automotive and palletised goods
Infrastructure
markets.
Infrastructure condition assessment allows for the effect
of increased maintenance on corridors where condition
isnot to the required standards;
30 Transnet 30-year Long-term Planning Framework 2013

The rail network consists of more than 30000km of track. The In order to guide and direct the development of the rail plan,
actual route distance is about 20 100km. The network provides certain planning principles were adopted. Although all the
excellent coverage of most of South Africa from a freight principles are applicable, the most fundamental principle used
demand point of view and links all of the major mining and in the plan is that of matching capacity to demand.
primary production areas with the port system. The network
Principle 1 rail demand is derived from the surface demand
also covers all of the major commercial and consumer areas.
forecast and applied to the rail network in terms of the number
Roughly 60% of the network can be classified as the Core of slots required.
Network with about 9 000km of lines classified as Branch
Principle 2 is used to consider when to change lines to heavy
Lines, with the potential to service communities and activities
haul standards or even to upgrade to higher speeds due to the
not directly on the main corridors.
type of freight that needs to be moved.
With the formation of a unified rail system in 1910, the SAR&H
Principle 3 considers the changes to the network to improve
was mandated to be a stimulus for growth, and by 1930 much
operability, even if capacity is not a constraint. This may
of the network that we see today was already built. Since the
include the elimination of crossovers, repositioning of signals
end of the 1970s hardly any new lines were built and freight
and new links or reconfigurations to improve reliability,
concentration considerations influenced the focus on main
maintainability and operational costs. The South African
corridors maintenance and capacity enhancements.
rail system provides connectivity of the hinterland with the
Network electrification: 50kV AC (861km) ports and also supports connectivity to the Southern African
railway system.
25kV AC (2309km)
3kV DC (4935km) Principle 4 emphasises the need to retain the current
Axle loading: Main lines at 20t/axle connectivity to support further developments in future. This
Coal and ore lines 30t/axle (coal principle also considers interconnectivity between ports.
line operates at 26t/axle) Principle 5 supports the need to standardise the
infrastructurein order to improve safety of operations,
1.2 Development planning principles
enhance maintainability and increase operational
performance. This principle is also used with the development
of rail terminals to provide a standardised design that will
becost effective to replicate and predictable from an end-
user and operator point of view.
Principle 6 highlights the need for integrated planning with

other agencies such as PRASA and branch line operators.
Alignment with PRASA will be applicable on the rail networks
that are currently shared or planned to be shared in future.
Figure 2: Development planning principles

1.3 Options for capacity creation (Principle 1)
Figure 3: Options for capacity creation diagram
There are four steps to increase volume throughput on a rail Axle loading across feeder system and main lines to be
network (not in order of priority): standardised; and
Reduce throughput time; The utilisation of diesel DP/ECP to overcome gradient
Run longer trains; challenges.
Run heavier trains; and
The utilisation of distributed power technology allows for the
Run more trains.
operation of longer trains, but has a major impact on the siding
Therefore, the supporting operating levers need to be and yard layouts. It is preferred if locomotives are positioned
explored during the early system design stage. For example, at the front or the back of the train.
to run more trains on the system, the operating levers Heavier axle loading on existing infrastructure can be
should include upgrading of both train control systems and achieved by merely replacing the loose components (ballast,
electrification systems, improving asset security systems sleepers and rail). The formation, however, needs to be
and enhancing trackside monitoring systems. suited for the bearing capacity of trains. It is often possible
This should be done in conjunction with the following to increase from 20t/axle to 26t/axle loading, but not from
supporting technologies: 20t/axle to higher than 26t/axle.
Standardisation Communication based authorisation (CBA; In-cab signalling)

has a major impact on line capacity as this technology reduces
In order to improve train operation efficiency, optimise
headway between trains and increases the number of slots on
maintenance slots and maximise operational revenues, the
a line. The CBA technology is not ready to be deployed yet.
following train operational requirements underpin the train
operating models and standardisation of the rail system:
Run longer trains where possible;
Convert the 3kV DC sections to 25kV AC;

An Integrated system approach Operational planning
Integration of the various rail sub systems to develop an Build redundancy into the rail system capacity to enable
integrated rail operation and capacity expansion plan; catch-up and flexibility of the system;
Terminals, rail and port systems need to be integrated to Consolidated loading terminals to support junior miners
ensure that supply chain elements are aligned with required and simplify loading operations; and
throughput volumes; and Develop capacity within the parameters of the Long-term
Reliability and sustainability of both fixed infrastructure Planning Framework (LTPF).
and rolling stock.

1.4 Capacity creation logic
Figure 4: Capacity creation logic diagram
The illustration demonstrates the application of the principles Cognisance should be taken that the implementation of
of finding practical solutions for infrastructure ahead of quantum infrastructure development is associated with
demand. It considers the operational improvements prior massive investment and extensive disruption of operations.
to implementation of major and costly new infrastructure
It may be appropriate to jump straight to the top of the
solutions. The impact of the bottom-up capacity solution
pyramid, but in most cases an incremental approach offers
pyramid is that quick changes derived from operational
the best cost to benefit ratio.
discipline and redesign are in most cases affordable,
whereas quantum infrastructure is only required for a high
demandforecast.

1.5 Infrastructure development alignment to SIPs
Figure 5: Infrastructure development alignment to SIPs map
During the recent Presidential Infrastructure Co-ordination SIP 3: South eastern node and corridor development.
Committee (PICC) plan for South Africa, it emerged that SOEs Ngqura transhipment hub, Integrated CDC development
are required to participate meaningfully and also lead some of and manganese export corridor development forms the
the identified Strategic Integrated Projects (SIPs). Transnet project supporting the SIP;
has identified projects that would support this initiative in the SIP 5: Saldanha Northern Cape Development Corridor.
following SIPs: Identified projects include the iron ore export capacity
SIP 1: Unlocking the northern mineral belt with Waterberg expansion and the oil and gas port capacity development to
as the catalyst. This will include the SA Coal transportation support the proposed IDZ;
system development, export coal line, Waterberg link SIP 10: Electricity transmission and distribution. Transnet
development, Swazi rail link, coal backbone capacity and future energy demand and energy supply plan;
Eskom road to rail migration plan; SIP11: Agri-logistics and rural infrastructure. Rail and port
SIP 2: Durban-Free State-Gauteng Logistics and Industrial capacity to support agri-logistics including branch lines
Corridor. Projects identified include the Port of Durban development; and
expansions, new dig-out port, Port of Durban rail terminals SIP 17: Regional integration for African co-operation
and yards development, Natcor rail capacity expansion, and development. Transnets Africa strategy for trans-
Gauteng hubs and terminals development, and the Gauteng continental economic transport corridors (see chapter 10,
freight ring; SADC Region).

2 Rail Technology Strategies
2.1 Rail gauge context: What is it and why is it
important?
Rail gauge is the distance between the inner sides of the
two parallel rails;
It affects train axle load, maximum speeds and stability;
and
Wider gauges are more expensive to construct but
are moresuited to heavier axle loads and faster train
servicesas:
Forces are spread over a larger surface area;
Train stability is enhanced due to the greater distance
between wheels; and
Larger rolling stock with higher carrying capacity can be
deployed.
Two of the more commonly found gauges are:
Cape gauge: 1 065/7mm; and
Standard Gauge: 1 435mm.
Figure 6: Rail gauge context diagram

2.2 Global rail gauges
Figure 7: Global rail gauges
Rail gauge is defined as the distance between the inner sides of Although the term standard gauge has become a popular
the two parallel rails. This distance then determines the wheel term to refer to the gauge used in parts of Europe and the
spacing on the rolling stock that can be safely operated on the USA, it is by no means the common gauge of choice in the
line and has a major impact on vehicle dynamics, permissible world. As can be seen from the map, there are many different
axle load and vehicle size. In South Africa there are basically gauges, ranging from 610mm to 1676mm, each with its own
three gauges, namely: characteristics andorigins.
Standard gauge at 1 435mm only the Gautrain passenger
network;
Cape gauge at 1 067mm the core network plus the majority
of the branch line network; and
Narrow gauge at 610mm some isolated lines on the branch
line network.

2.3 Rail connectivity and gauges in Africa
Figure 8: Rail connectivity and gauges in Africa map
The South African rail system is gauge-wise well connected Ease of procurement it is sometimes easier and cheaper
to the Southern African region and any gauge change will to procure systems and rolling stock from providers with
certainly disconnect the network from its neighbours. On the an established gauge specification Gautrain is a good
other hand, selective consideration of wider gauge for high example; and
axle load (in the case of freight) or high speed (in the case of Installed legacy systems to change the gauge for a whole
passengers) applications should be considered where new network may be impractical and not economically viable.
lines and services are to be introduced, since the benefits
could be significant. From a freight perspective alone, the opportunities for
developments on a different gauge are considered to be
The selection of gauge needs to be considered against the
limited. However, consideration should be given to future high
backdrop of:
speed intercity passenger services, where a broader gauge
Regional and cross-border connectivity an important may be viable and also be used for freight services. Such plans
consideration for regional interoperability and economic are under development and may very well reveal the need for
development; major conversions or upgrades.
Application certain applications such as high speed
passenger services benefit from wider gauges;

2.4 Historic development
Figure 9: Railway network development before 1910 Figure 10: Railway network development after 1910
South Africas railway system started with two pioneer In 1910, the Union of South Africa was established and with it
railways in Cape Town and Durban, connected to the ports. a decision to use railways to unify the countrys widespread
Between 1872 and 1877, these lines became Government towns and cities. The South African Railways and Harbours
property. The discovery of diamonds and later gold and coal in (SAR&H) administration was also established. By the 1930s,
Kimberley and the Transvaal Republic respectively, triggered anetwork of rail lines covered most of South Africa, and the
the building of the lines between Cape Town and Johannesburg big cities were serviced by metropolitan commuter rail.
via Kimberley as well as Durban and Johannesburg.
The SAR&H was restructured in the 1970s and network
At that stage, the narrower rail gauge of 1 067mm (now expansion now turned to capacity enhancement with many
referred to as Cape Gauge) was chosen for its advantages in projects aimed at realigning and upgrading lines to modern
construction costs and also its suitability to the mountainous standards. During this time, considerable portions of the lines
topography in the areas of South Africa in which it was to were electrified to the much more advanced 25kV AC standard,
be installed. As the map shows, the majority of what is now and new train control standards were also introduced.
termed the Core Network was developed by 1910, with links
Since the early 1980s, investment in infrastructure has been
between Gauteng and Cape Town, Durban, Port Elizabeth,
declining steadily and with it Transnet has seen a huge loss of
EastLondon and Maputo having been established.
market share. Since 2000, both Transnet and its Shareholder
(Government) realised that a major investment programme
would be required to get rail back on track, and in 2006 this
negative trend was reversed for the first time.

2.5 Installed technology
Figure 11: Electrification development map Figure 12: Electrification installed technology map
Electric traction exists in three forms in South Africa: 3kV DC, Traction on the rail network is either diesel (non-electrified),
25kV AC and 50kV AC. Electrification of the network in South 3kV DC, 25kV AC or 50kV AC. The 3kV DC is the older
Africa was initialised in 1925, when a portion of the section system with the substations at relatively shorter intervals.
between Ladysmith and Pietermaritzburg on the Natal Thenetwork comprises approximately 20 800 route
Mainline was upgraded to 3kV DC traction. Shortly thereafter kilometres of Cape gauge lines (1 067mm), of which 4900km
in the Cape, the inner city line was electrified from Monument (24%) are electrified at 3kV DC, 2300km (11%) at 25kV AC,
to Sea Point. and 861km (4%) at 50kV AC.
Over the following decade, these sections and areas of The latter is the Sishen to Saldanha Ore line, which is the
electrification were extended and the inner Johannesburg only route electrified by this system. In addition there are
network was electrified. The 1950s and 1960s saw major 15switchable route kilometres electrified at either 3kV DC or
3kVDC electrification of the core network corridors 25kV AC. These are changeover locations, where the voltage
connecting Johannesburg to Durban and Cape Town. This can be switched from one system to the other to permit
system is especially suitable for light traffic and urban through working by dual voltage locomotives, or a locomotive
applications, with short distances between stations. change without the need to use diesel traction to haul the
train through an intermediate non-electrified section.
Electrification of the Sishen-Saldanha line, as well as the
Richards Bay Corridor was completed in the late 1970s and
the majority of the remaining core network was upgraded
into the 1980s. During this stage of development, the more
advanced 25kV AC system was introduced. It is currently
the international standard for freight railways and can cover
much longer distances without significant line losses.

Quite a few different types of train control are still used. Track
Warrant is mainly used on single lines and is a radio based
system usually controlled from a central location that is often
remote from the section itself.
2.6 Standardisation
This section identifies the key issues and constraints based on
the current network installed technology configuration, which
must be standardised in the network development plans.
A high level standardisation status assessment was taken

to establish and to understand the extent of the rail
standardisation activities required and to determine the
approach of the LTPF:
Figure 13: Axle load map
Topic Comments Status
The carrying capacity of any line section is related to Gauge Single gauge on main
the maximum allowable axle load. Transnet strategy lines
allows for key sections of the network to be upgraded to Axle load Main corridors 20t/axle
26t/axle tocater for increased future rail demand. As a result, Traction types Corridors not
a 26t/axle load hasbeen specified as the minimum for all standardised
newrail constructions projects.
Gradients and Corridors not
Bridge loading characteristics are closely aligned to the curves standardised
axle loading characteristics of the line. The enhancements Train control Corridors not
required to accommodate increased axle loads are generally standardised
limited to a decrease in the spacing between sleepers, use of
Locomotives 20 main classes
heavier rail sections and an increase in live loading on bridges.
Wagons > 80 groups
The latter can be offset to only a small degree by a reduction
in permissible speed. A significant issue with increasing Operating Unit loads, wagon loads
axle loads is the disproportionate increase in track damage, philosophy
which results in increased maintenance and asset renewal Customer base > 800 consolidate
programmes. These costs can outweigh the benefits of the Commodity base Substantial
heavier haul loads, in extreme cases.
Legend
Good Acceptable Not acceptable

Table 1: Status quo assessment heat map
Axle load: Axle load on virtually all the main corridors

isat20t/axle or more. Most branch lines are at less than
20t/axle, but have sufficient capacity if maintained in good
condition. A longer-term goal would be to operate more
heavy haul trains on corridors with heavy traffic densities
and large parcel sizes, where construction of new lines with
a 26t/axle (and renewals of existing lines to the same value)
would make economic sense.
A longer-term goal would be to operate more heavy haul

trains on corridors with heavy traffic densities and large
parcel sizes, where construction of new lines with a 26t/axle
Figure 14: Train control installed technology (and renewals of existing lines to the same value) would make
economic sense.

Traction types: Many main corridors are a mixture of Current gauge to be retained, except for unconnected and
3kV DC, 25kV AC and diesel. This detrimentally affects standalone heavy haul or passenger lines where standard
consignment throughput times and locomotive utilisation gauge will be considered;
as substantial time is lost during locomotive changeovers. As indicated earlier, separating the network for heavy haul
Consideration has been given to standardising and light industrial (containers, automotive) and passenger
electrification along key routes as this improves journey trains are being pursued; and
times and reliability by removing the need to change over Develop consolidated loading sites to obtain economies of
locomotives during a journey. Over time standardising scale and increase unit load traffic, (eg junior miners).
electrification adds significant benefits such as
standardised parts, spares and maintenance. Switching 2.7 Network condition
to AC electrification is also becoming an operational Network condition is classified in terms of its remaining life
and practical consideration, since the DC electrification and ability to permit the safe and efficient running of trains.
(the older system) is nearing the end of its lifecycle and
traction requirements are exceeding DCs ability. This Poor sections are often older designs with steep gradients,
migration needs to be carefully co-ordinated with PRASA sharp curves and long tunnels, and in most cases, have low
on the sections shared with metro services; remaining infrastructure life with high wear and tear resulting
in excessive maintenance. Some may have reduced remaining
Gradients and curves: many corridor design characteristics
lives resulting from traffic levels exceeding the original
are not standardised, resulting in underutilisation of
design parameters.
locomotives as traction power on trains are provided to
cope with the steepest gradients along the route and Good sections were usually designed to much higher
are not required for most of the time. Non-standardised standards with flatter gradients, longer curves and better
curves result in different speed profiles between trains train control systems, supported by proactive and well
that further limit line capacity; executed maintenance programmes.
Train control: old or obsolete train control systems are
Condition assessment colour coding (legend) for all the
to be replaced with Centralised Traffic Control (CTC) or
discipline (train control, perway and electrification) is as
Track Warrant (TW) systems as part of a standardisation
follows:
initiative, especially corridors or sections with growing
Green good: full operational capacity achievable;
traffic densities;
Orange acceptable: required operational capacity
Locomotives: the large number of different locomotive achievable; and
types in use increase maintenance training and spares Red not acceptable: less than 20% remaining life.
requirements;
Perway condition
Wagons: different wagon types are required deal to with
The main problematic perway sections are as follows:
the large number of commodities transported. Dedicated
Groenbult Hoedspruit: old line standards difficult
wagons are most suited for bulk flows such as iron ore and
terrain (low volumes);
coal, but multipurpose wagons are more suitable where
Gauteng Maputo: track geometry difficult terrain;
flow variations are greater;
Durban Gauteng: old line standards difficult terrain
Operating philosophy: TFR traffic is categorised in (high volumes); and
megaRAIL (large, regular consignments), accessRAIL Komati Richards Bay: poor alignment, maintenance and
(regular wagon loads handled on a hub-and-spoke principle) geology.
and flexi RAIL (irregular ad-hoc consignments). These allow
tailor made designs for all customer and traffic types; and
Customer and commodity base: consolidation will

result in lost revenues, but may increase profitability.
Many smaller consignments are not rail friendly and
transported at a loss. Reduction will significantly reduce
operational complexities, but result in further loads on and
deterioration of the road network. This will be contrary to
our mandate as an enabler to economic development.
LTPF standardisation approach:

Network and rolling stock standardisation along logical
corridors to be pursued as far as is practical and justified;
Focus on regional standardisation; Figure 15: Condition perway

OHTE condition Train control condition
The main problematic OHTE sections are as follows: The main problematic train control sections are mainly
Richards Bay Port Shepstone: corroded overhead intheRichards Bay to Port Shepstone due to obsolete
equipment due to humidity; signalling system.
Natcor: insufficient power supply for long heavy trains;
and
Eastcor: insufficient power supply at Greenview.
Figure 17: Condition train control
Figure 16: Condition OHTE (Electrical)

2.8 Network comparative performance
Figure 18: Network comparative performance
In the global context, the South African rail system is ranked Aton-kilometre, abbreviated aston-km, is a unit of measure
number 11 in terms of routekm. However, the route distance of rail freight transportation, which represents the transport
does not directly translate to the measure of freight volumes of one ton of goods over a distance of one kilometre.
railed in ton kilometre (ton-km). For example, the above
illustration shows that China transported the most traffic,
even though its rail network is less than a third of that of the
United States of America.

3 Network demand
3.1 Planned demand
These maps show rail network tonnage demand per section The demand per section ranges from less than 1mtpa to more
as per the road to rail migration strategy and market share than 60mtpa for the export coal system to Richards Bay and
targets planned for the next 30 years. The line colours reflect the export iron ore from Sishen to Saldanha. Large differences
traffic density flowing over the section for 2012, 2022, 2032 are evident and a substantial part of the total volumes are
and 2042 respectively. concentrated on only a few of the corridors.
Figure 19: 2012 Flows map Figure 21: 2032 Flows map
The demand per section ranges from less than 1mtpa to more The Cape, Natcor and Lephalale corridors show significant
than 60mtpa for the export coal system to Richards Bay and growth due to increased containers, domestic coal to Tutuka
the export iron ore from Sishen to Saldanha. Large differences power station and Waterberg coal respectively. The volume
are evident and a substantial part of the total volumes are growth along the central port corridor from Hotazel to Ngqura
concentrated on only a few of the corridors. is largely due to high forecast of the export manganese and
container businesses.
Figure 20: 2022 Flows map

Figure 22: 2042 Flows map

3.2 Translating tonnage to capacity utilisation
Figure 23: Translating tonnage to capacity utilisation
As indicated earlier, network analysis requires matching Double lines: the capacity of a double track railway line is
capacity with demand. The diagram indicates how these determined by the headway between two trains and therefore
functions relate to each other and are used to determine is typically a function of signal spacing and running speeds.
network capacity utilisation.
Single lines: on single track lines, the capacity is governed by
Capacity: following the conversion of traffic demand to train the available opportunities to pass trains at crossing loops
requirements per day, the installed network capacity per line that are long enough to accommodate them. Running longer
segment is determined. This is the number of trains able to trains on single lines can actually reduce capacity, if sufficient
run along a defined section of infrastructure per direction crossing loops that are long enough, are not available.
per day and is generally referred to as theoretically available
Mixed traffic capacity calculation on single lines: where more
train slots. Line capacity calculations are based on several
than one train length are operated on single line sections,
infrastructure characteristics: passing opportunities,
capacity is calculated as a combination of short and long train
operating speeds, headways and train control systems.
capacity, each with its own limits. Some passing loops cannot
Thecalculation varies, depending on whether the section
accommodate long trains, so where there is a significant
is single or double line. This high level capacity utilisation
number of a commodities that run in long trains over a single
calculation is based on the assumption that only 65% of the
track section, the operational capacity of that section will be
theoretically available train slots can be used for normal
affected. The constraining distance between passing loops
train operations, as the remaining 35% will be used for track
for each train length is then used to calculate headway and
maintenance activities and business recovery purposes.
ultimately, a weighted average of the overall operational
capacity of that section.

Metro and Mainline Passenger Services: the capacity Utilisation: the formula for calculating capacity utilisation
calculations for freight sharing sections with Metro or long is quite simple: demand/installed capacity. This results in
distance passenger services make allowances for the number a percentile figure, which is then classified in terms of use,
of slots used by them. These passenger trains run at relatively ranging from light traffic to system failure. The utilisation
higher speeds than freight trains, resulting in them using more figure is the key driver in determining when a section of line
capacity than freight trains. It was assumed that a passenger should be reviewed or upgraded.
train uses 1,3 freight train operational slots when sharing
The calculated capacity utilisation per segment is displayed
thenetwork.
for the whole network showing the effect of increased train
Individual train loads are a function of commodities traffic on the system if the required investments were
transported, wagon types and train lengths, resulting in total notmade.
loaded train slots required per section. Since traffic flows
are usually not balanced, trains running in the non-dominant
direction normally have less traffic than in the dominant
direction. A loading efficiency, expressed as the average train
load per commodity in both directions combined is used to
determine percentage slot utilisation.

3.3 Line capacity
Figure 24: Line capacity diagram
Operational capacity is the capacity in the form of train To calculate the condition-based or practical capacity,
slots that are usable for trains to pass through the system; these lost slots need to be subtracted;
The operational capacity is then determined by subtracting By comparing the capacity needed (demand driven) with the
maintenance slots and operational allowances assuming practical capacity, it is possible to determine the minimum
that the infrastructure is in optimal condition; condition level that a line would need to be maintained at in
When calculating operational capacity, it may be tempting order not to impact on volumes. (Dont let the Z-slots drop
to allow for additional maintenance slots or operational below the X-slots below);
failures due to poor condition. This should be avoided; Once the Z-slots reaches the Y-slots level (ideal condition),
The only additional allowances should be due to external additional infrastructure interventions are needed;
or inherent design; issues, eg installed alignment, clay It is indeed more complex since assets have an age to
conditions or difficult operational regimes; condition relationship (life cycle) and refurbishments and
Where better information is not readily available, the replacements need to be considered as well; and
guideline is to assume that operational capacity is 65% of End of life replacements and refurbishments can increase
theoretical capacity. This assumption has been tried and the installed capacity if these are upgrades.
tested and is safe to use under most conditions;
The current condition may be below the threshold, where
it negatively impacts on the installed capacity due to
speed restrictions, increased failure rates and corrective
maintenance;

3.4 Network utilisation: if no investments
aremade
The calculated capacity utilisation per segment is displayed
for the whole network, showing the effect of increased
traintraffic on the system if the required investments were
notmade.
Figure 26: Network utilisation in 2022
The effect of Waterberg coal export is showing capacity

constraints, with the existing line from Lephalale reflecting
asystem failure. (This view does not reflect the results of any
new lines that may be built in the meantime). The Cape corridor
also shows the effect of an increase in containers between
Gauteng and Cape Town. The collapse indicator from Hotazel
The majority of sections have adequate capacity. Major to Ngqura will be alleviated by the 16mtpa export manganese
constraints are apparent on the line from Kimberley to Port ore project, catered for in the Transnet business plan.
Elizabeth. This is due to it being a single line with few passing
opportunities, as well as handling a mixture of heavy freight
(manganese ore) and passenger services running at different
speeds, thereby consuming a greater number of slots.
The line running through Swaziland also shows heavy

utilisation. Although demand is not as significant as on the
Port Elizabeth line, the installed capacity is low due to very few
passing opportunities. Similarly, the section from Lephalale
to Thabazimbi is also heavily congested due to insufficient
passing opportunities and the lengthening of the loop at
Matlabas will resolve this issue. There are constraints over
some smaller sections in the metropolitan areas of Gauteng
and Durban, which are due to Metro Rail services sharing the
line with freight traffic. Figure 27: Network utilisation in 2032

By 2032, most corridors in the core network show Much like the previous 2032 view, the network utilisation
constraints. The forecasted aggressive growth in the railed picture in 2042 shows that the demand is far greater than
container market will create constraints on all the routes current installed capacity. This clearly shows that capacity
between Gauteng and South Africas major ports (except East upgrades will be required on most parts of the core network
London), as well as some cross-border traffic into the rest of over the next 30 years and that these investments must be
Africa. Increased domestic iron ore from the Sishen area and made ahead of demand.
magnetite from Phalaborwa to Richards Bay will also require
substantial capacity upgrades.

4 Development plans: core network systems
Figure 29: Core network systems
The core network is made up of 18 individual sections that can Export ore system
be rolled up to five systems: Heavy haul lines linking the Northern Cape with Saldanha
and Port Elizabeth/Ngqura;
Gauteng to Durban system
Predominantly export iron ore to Saldanha and domestic
Predominantly a general freight route with containers,
iron ore to steel plants as well as export manganese ore to
domestic coal, fuel and other general freight traffic; and
Port Elizabeth/Ngqura; and
Train size is light to medium.
Train size is predominantly heavy.
North eastern system
Gauteng to Cape Town system
General freight traffic with predominantly agricultural
Links between the Gauteng, Western Cape and Free State
products and fuel. Limpopo coal and other minerals are
provinces;
expected to increase tonnage on this system; and
Traffic is predominantly containers, domestic coal to
Train size is light to medium.
Saldanha and other general freight. Some container and
Coal system automotive traffic to Port Elizabeth also flow on part of the
route; and
Feeder lines from the Mpumalanga and Lephalale areas to
domestic destinations, Richards Bay and Maputo, including Trains are mostly light to medium.
the proposed Swaziland link;
Predominantly export and domestic coal, as well as
domestic iron ore to steel plants. Substantial component
of existing trains convey bulk traffic and the proposed
Swaziland link will be aligned to this; and
Train size is medium to heavy.

4.1 Coal system
Figure 30: Coal system network

Coal system status quo
Figure 31: Coal system status quo
The coal system includes Lephalale to Pyramid, Pyramid The status quo of major sections is summarised below:
to Ogies, Ogies to Ermelo (coal backbone) and Ermelo to
(a) Lephalale to Pyramid
RichardsBay. Although the section from Komatipoort to
Richards Bay is not yet part of the coal system, it is included Status quo
here as it is expected to have an impact on the coal system The Lephalale to Pyramid link is a single tracked general
once the Swazi link is constructed. The network status quo freight line. The section from Lephalale to Thabazimbi is
includes the following attributes: non-electrified, while that from Thabazimbi to Pyramid
Network layout representation of the system on the isenergised at 25kV AC. Both sections are designed to
geographical map showing the rail network per province; carry axle tonnage of up to 20t/axle.
Failure rate the two bar scale represents a measure of General issues
delay, in minutes per million ton-km, due to track component
Slot capacity: constrained due to electrification and short
failures in the section compared to the network average.
passing loops; and
The right hand bar shows that delay due to section failures
Formation: accelerated sleeper replacement required,
is slightly above the network average;
extensive clay formation issue prevents increase to
Line properties describe the physical properties in terms
26t/axle design.
of line type, axle load, traction, train control, curvature and
gradients; and Section performance
Condition high level infrastructure components condition The section performance of the line is slightly below the
indicators for good (green), average (yellow) or poor (red). network average. The clay soil conditions prevalent on
this section inhibit its ability to effectively absorb future
traffic or increases in axle load.

(b) Welgedag to Ermelo (e) Komatipoort to Richards Bay
Status quo Status quo

The Welgedag to Ermelo railway line is a coal heavy haul The Komatipoort to Richards Bay section is a general
double railway line, energised at 3kV DC, carrying axle freight, single line, which connects Komatipoort to the
loads of 20 to 26t/axle. port at Richards Bay through Swaziland. It has an axle load
carrying capacity of 20 ton; and
General issues
Eskom power supply inadequacies due to the running of Overall condition of the existing railway line infrastructure
heavy trains on the 3kV DC network. is acceptable and all infrastructure disciplines are
performing adequately, with the exception of formation
Section performance and perway, which are performing poorly, relative to
The performance of this section is below the network network averages.
average. Power supply issues need immediate attention
General issues
in order to satisfactorily handle current traffic levels and
accommodate future traffic demand. Line use: maintenance alignment with Swaziland Rail
mechanised maintenance;
(c) Ermelo to Richards Bay Slot capacity: single line slot utilisation for longer trains at
limits competing with maintenance, which can only take
Status quo
place properly during a shutdown;
The Ermelo to Richards Bay section forms the southern
Train control: Nsese yard has challenges in terms of radio
part of the coal line, carrying mainly heavy haul traffic with
communications due to size of the yard and availability of
some general freight. The line section is double, with the
frequencies; and
exception of the Overvaal tunnel, which is currently single.
The line is electrified to 25kV AC and supports 26t/axle Formation: introduction of speed restrictions necessary
loading. to manage formation problems: geometry maintenance
challenging due to capacity utilisation.
General issues
Section performance
Electrical: when volumes increase, more capacity may be
required. The performance of the line is better than the network
average.
Section performance
The performance of this section is only slightly below the
network average even though it is one of the most heavily
utilised sections of the network. This performance is
attributable to good perway infrastructure maintenance.
(d) Glencoe to Vryheid
Status quo
This section is a general freight line that connects Glencoe
on the Natcor line and Vryheid on the Coal line. It is a single
line with an axle load capacity of 20t/axle. It is electrified
at 3kV DC AC. It carries general freight and shorter coal
trains from Glencoe to Vryheid. The shorter coal trains are
compiled into 200-wagon coal trains at Vryheid and sent to
Richards Bay.
Section performance
The performance of this section is better than the network
average. Delay of trains caused by faults on the section
islower than the network average.

Ermelo Richards Bay: demand and current capacity
Figure 32: Ermelo Richards Bay: demand and current capacity
In the figure above, the bar graphs show the demand In the opposite direction, volumes are considerably lower
forecast for both directions of the section from Lephalale to andare made up of a variety of mining products and
RichardsBay. The top right table presents the actual volumes containertraffic.
in mtpa ofthe top 10 commodities reflected for the base year
(b) Welgedag to Ermelo
2012 andprojected for the seventh year 2019 and 2042 in the
dominant direction. Demand
The line volumes are dominated by export coal in the direction
The bottom part of the figure shows a line diagram of the
towards Richards Bay and domestic coal in the opposite
railway section, corresponding capacity utilisation chart and
direction to power stations. General freight and containers
segmented view of the commodities in both directions of the
show some growth, but this is constrained by the huge volumes
network by the year 2042.
of coal. Export coal ramps up from 60mtpa to 110mtpa on this
The aim is to illustrate the effect of growth in commodity section over the next 30 years.
volumes on the network in relation to the installed
(c) Ermelo to Richards Bay
infrastructure capacity. The colour coding is based on the
description provided above in section 3.2 Translating tonnage Demand
to capacity utilisation. A short summary description of the Like the northern section, volumes are dominated by export
demand and capacity requirements is given below: coal in the direction of Richards Bay. Export coal ramps up
(a) Lephalale to Pyramid from 69 to 110mtpa, where it is capped. The opposite direction
shows much lower projections than north of Ermelo, as it is not
Demand impacted by power stations demands. Containers and other
The section displays the ramp up in Waterberg coal exports, non-iron based mining show quick growth, although ultimate
which provides the majority of the tonnage over the section. tonnages are low.
Volumes of export coal reach 70mtpa, as they gradually
In the segmented view, export coal volumes increase along the
replace Mpumalanga coal. Domestic coal and iron ore are also
section, whilst still in mining areas, but there is little added
volume contributors and travel the length of the section.
thereafter. In the opposite direction, containers are added
tothe line at Vryheid, most likely coming from Natcor across
the Glencoe link.

Capacity overview These two commodities contribute to over half the total
The utilisation chart shows capacity constraints at tonnage on this section over the 30-year forecast. It is
Camdenand Overvaal in 2017. a strategic connection through Swaziland and will carry
considerably more General Freight traffic diverted from the
(d) Komatipoort to Richards Bay coal export line through the proposed Swaziland raillink.
Demand
This line carries magnetite and rock phosphate to Richards
Bay via Swaziland.

Coal system: results after capacity interventions
Figure 33: Coal system: results after capacity interventions
The interventions shown in the figure above serve to alleviate The existing line is double tracked from the Welgedag region
congestion on the coal line. They include upgrades to sections through to Richards Bay, with the exception of the Overvaal
of the existing line as well as the construction of new tunnel, which is a significant bottleneck, Doubling of the tunnel
infrastructure to handle future demand. is planned from 2014 to 2017 to alleviate the bottleneck.
Additional crossing loops as well as extensions of existing Furthermore, a new line is planned from Lothair in Mpumalanga
loops to accommodate 100-wagon trains are proposed for to Swaziland. Construction of this link, which is planned to be
the northern section of the line, Lephalale to Pyramid. Anew completed by 2017, would enable rerouting of general freight
heavy haul line from Thabazimbi to Ermelo is planned to traffic through Swaziland to Richards Bay, thereby freeing up
be constructed by 2026 to carry domestic and export coal capacity on the coal line for coal traffic.
traffic. This would overcome the current load restriction due
The proposed interventions with their corresponding costs
to the poor load carrying capacity of the existing line resulting
and yearly cash flows are shown in the development plan
from its clayey formation.
section below.

Coal system: development plan
Figure 34: Coal system: development plan
(a) Lephalale to Pyramid Capacity expansion options
Axle loading Invest in the current line by extending passing loops

andupgrading electrification;
Maintain 20t/axle in the short term; and
Provide a new 26t per axle heavy haul line from Thabazimbi
Provide a new heavy haul (26t/axle) alignment from
to Ermelo; and
lephalale to Ermelo via Hammanskraal with a link to the
existing line at Atlanta and possible further line upgrades. If Botswana coal fields expand, a possible new alignment
to connect Lephalale to Mahalapye or Mamabula may be
Train control required.
Maintain current system.
Alignments
Electrical A new alignment from Thabazimbi to Ermelo.
Electrify Lephalale to Thabazimbi section to 25kV AC.

(b) Welgedag to Ermelo Axle loading Capacity expansion options
Upgrade selected line sections to 26t/axle. Provide new link from Lothair to Sidvokodvo in Swaziland.
Also upgrade the section from Sidvokodvo to Phuzumoya;
Train control and
Provide signal infill scheme to reduce the train running Double the Overvaal tunnel and track.
times.
Alignments
Electrical
Provide grade separations at Sikame and Ilangakazi.
Maintain 3kV DC system until the long term 25kV AC plan
isimplemented on the adjacent network; and (d) Komatipoort to Richards Bay
Build third line at 25kV AC from Geluksplaas to Ermelo.
Axle loading
Capacity expansion options Doubling and upgrade to 26t/axle for 200 wagons trains.
Provide demand flexibility by adding a fourth line between
Train control
Ogies and Ermelo.
Provide signal infill scheme to reduce the running time over
Alignments the section.
Sufficient at the current 1:100 gradient.
Electrical
(c) Ermelo to Richards Bay Keep existing diesel system.
Axle loading Capacity expansion options

Maintain 26t/axle loading. Extend the existing crossing loops and add eight new
crossing loops between Komatipoort and Phuzumoya.
Train control
New signalling system for the proposed Lothair Swaziland Alignments
link route. Grade flattening and curve easing between Phuzumoya
andNsesi.
Electrical
Provide 25kV AC for the Overvaal tunnel doubling.

4.2 North-eastern system
Figure 35: North-eastern system status quo
The North Eastern system includes Musina to Pyramid, Section performance

Groenbult to Kaapmuiden and Greenview to Komatipoort. The The section performance of the line is poor compared to
status quo of the three major sections is summarised below: the network average.
This section needs to be closely monitored because of
(a) Musina to Pyramid
anticipated increase in passenger rail traffic (suburban
Status quo to Hammanskraal and long distance between Musina and
Musina to Pyramid is a general freight line, consisting of single Pretoria) as well as freight traffic resulting from future
and double line sections. The double line section is energised mining developments planned in the Limpopo province.
at 25kV AC and is from Polokwane to Pyramid. The single line
(b) Groenbult to Kaapmuiden
section is non-electrified and is from Musina to Polokwane.
Both sections carry 20t/axle loads. Status quo
Groenbult to Kaapmuiden carries general freight and
General issues is a single line section with passing loops. The section
Line use: section north of Polokwane has a low train operates in two main sections; non-electrified section
frequency resulting in increased incidents of theft and from Groenbult to Hoesdspruit, carrying axle tonnages
vandalism of perway materials and informal line crossings; of up to 18,5t/axle, and a 3kV DC electrified section from
Train control: low frequency of trains has resulted in theft Phalaborwa to Kaapmuiden carrying axle tonnages of up
and vandalism of signalling equipment being rife; to20t/axle.
Electrical: low frequency of trains has resulted in rampant
theft and vandalism of OHTE; General issues
Commuters: plans to expand service on the Hammanskraal Line use: forecast increase based on aggressive magnetite
section segregated freight and passenger; and volume growth;
Shosholoza Meyl: increased traffic between Polokwane Slot capacity: slot utilisation for longer trains at limits
and Pretoria, plus service running to Musina and Zimbabwe. competing with maintenance demands;
Axle loading: Groenbult to Hoedspruit to be upgraded to
20t/axle; and
Commuters: plans to expand service to this section.
Segregation of lines is recommended.

Section performance Perway: upgrading of the line required between Uitkyk
The performance of the line is not good compared to the and Witbank to increase axle load capacity to 26t/axle
network average despite the low traffic levels; and asafeeder line for the coal line;
This section is considered a strategic network link to Commuters: PRASA is increasing services on the Mamelodi
address anticipated aggressive magnetite and coal traffic to Pienaarspoort section; and
increases from planned future mining developments in Shosholoza Meyl: provision of a link from the south freight
Phalaborwa and Musina respectively. ring to the Maputo corridor is required contention with
PRASA developments.
(c) Greenview to Komatipoort
Status quo Section performance

Greenview to Komatipoort is a general freight single Overall condition of the existing railway line infrastructure
line section, electrified at 3kV DC and carrying 20t/axle. is acceptable. Telecoms are in particularly good condition,
Thissection links Gauteng with Mozambique and Richards having been recently replaced; and
Bay via Swaziland. The performance of the line is not acceptable compared
to the network average with the worst performer
General issues beingelectrical.
Line use: commuter traffic increasing between Mamelodi
and Pienaarspoort;
Slot capacity: capacity is required to be created on the
Mozambique side for increased volumes to be transported
to and from Maputo;

North-eastern system: demand and current capacity
The short summary description of the demand and capacity

requirements is given below:
(a) Musina to Pyramid
Figure 36: Musina to Pyramid demand and current capacity
Demand Capacity overview

The section from Pyramid to Musina links South Africa and the The capacity analysis shows that the section will be
rest of Southern Africa. Coming into Gauteng is mainly coal constrained in 2032 between Groenbult and Radium.
and containers. These commodities all show a keen market Bottlenecks can be attributed to the long running times
share up take, with total volumes rising from 1mtpa to8mtpa caused by severe gradients and curvatures.
by 2042. Most commodities coming into the country are
destined for Gauteng or further inland and therefore travel
the length of the section.
In the opposite direction, fuel, containers and agricultural

goods travel north from Gauteng. There is little cross-border
traffic, however, with only 1mtpa (mainly fuel) going into
Zimbabwe in 2042. Again, market share ambitions are high
for these commodities on this section.

Figure 37: Groenbult to Kaapmuiden demand and current capacity

Volumes on the Groenbult to Kaapmuiden section are In the opposite (northern) direction, volumes remain low for
very low until Hoedspruit, where the line to Phalaborwa the whole section. At Hoedspruit most of the traffic exit
connects. Further southwards, the same ramp up as in the line.
the previous section can be seen with magnetite and rock
phosphate going to Richards Bay. Magnetite volumes are
dependent on the global iron ore market developments and
Port of Richards Bay DBT expansion programmes.

Figure 38: Greenview to Komatipoort demand and current capacity
Demand
Demand and capacity utilisation for the Greenview to The opposite direction shows a similar pattern and with
Komatipoort section is higher than for the Pyramid to similar total tonnages beginning with 7mtpa and reaching
Musina and Groenbult to Hoedspruit sections. Demand on up to 35mtpa. Containers, although not a major contributor
this corridor is constituted of a variety of commodities, to total tonnages, are targeted as a key commodity for
most of which only travel on certain sections of the whole market share growth.
corridor. Magnetite in particular show aggressive growth Capacity overview
in the first seven years of the forecast period, but this
Magnetite coming from Phalaborwa, as well as new coal
slows thereafter. Magnetite is a special commodity,
from Groenbult, highlight constraints on the Kaapmuiden
requiring a specific buyer, as it is relatively abundant and
to Komatipoort section around 2030; and
therefore does not have much margin for profit, especially
Another major constraint is the section from Waterval
when transported over long distances. These commodities
Boven to Waterval Onder, where trains of not more than
come from Phalaborwa and are destined for Richards
50wagons can be operated safely.
Bay, meaning that they only travel on the short section
of Kaapmuiden to Komatipoort. Export coal destined
for Matola (Maputo) makes up a considerable portion of
thetraffic.

North-eastern system: Results after capacity interventions
(a) Musina to Pyramid The relatively low traffic volumes expected on this line in the
The figure below shows the locations of planned interventions next 30 years do not require large-scale capacity expansion.
and their impact on capacity utilisation on the Musina to However, two crossing loops near Pyramid would require
Pyramid line. lengthening within the 30-year planning horizon to enable
them to accommodate the crossing of 50-wagon trains.
Figure 39: Musina to Pyramid results after capacity interventions

The figure below shows the locations of planned interventions Four crossing loops are proposed to be lengthened. Isolated
and their impact on capacity utilisation on the Groenbult to short sections of the line are proposed to be doubled to
Kaapmuiden line. create long loops. If required in future, the southern section
of the line may be doubled by doubling the few remaining
The low demand forecast for the link does not warrant
single sections.
asignificant upgrade in its infrastructure capacity. However,
as some of the crossing loops on the line cannot accommodate
40-wagon trains, lengthening of these loops is necessary.
Figure 40: Groenbult to Kaapmuiden results after capacity interventions

The figure below shows the locations of planned interventions It is proposed that capacity be increased by phased doubling
and their impact on capacity utilisation on the Greenview to of the line. The first phase of doubling is proposed to be
Komatipoort line. completed by 2016 and the last phase, within the current
planning horizon of 30 years, is expected to be completed by
In order to accommodate the expected demand on this corridor,
year 2031.
significant upgrades to existing infrastructure are necessary.
The short distances between existing crossing loops limit the
capacity that could be created through constructing additional
crossing loops.
Figure 41: Greenview to Komatipoort results after capacity interventions

North-eastern system: development plan
Figure 42: North-eastern system: development plan
The network development strategies for the North-eastern (b) Groenbult to Kaapmuiden
system are summarised as follows:
Axle loading
(a) Pyramid to Musina Upgrade Groenbult to Hoedspruit section to 20t/axle.
Axle loading Train control

Keep existing 20t/axle. Maintain existing systems.
Train control Electrical

Signalling of Hammanskraal to Groenbult. Maintain existing systems.
Electrical Capacity expansion options

Keep existing system. Doubling and loops extensions.
Capacity expansion options Alignments

Doubling and loops extensions. Keep existing alignments.
Alignments
Keep existing alignments.

Axle loading Capacity expansion options

Keep existing 20t/axle. Link to Waterberg feasibility study options and proposed
timing of investments.
Train control
Provide signal infill scheme to reduce running time. Alignments
Easing of curves between Waterval Boven and Waterval
Electrical
Onder would be beneficial, but will most probably be too
Tie stations are being upgraded at Greenview.
costly.

4.3 The ore system
Figure 43: Ore system network

Export ore system
Figure 44: Export ore system: status quo
The export ore system consists of Sishen to Saldanha, Hotazel Power distribution capacity is inadequate. Current service
to Kimberley, Kimberley to De Aar and De Aar to Port Elizabeth. is based on a mix of diesel and electric traction. Although
The status quo of the three major sections is characterised it is not fully utilising the quantity of power, which Eskom
asfollows: is contracted to supply, significant capacity improvement
isdependent on the ability of Eskom to supply more power.
(a) Sishen to Saldanha
Section performance
Status quo
The performance of the section is well above network
The Sishen to Saldanha railway line is an 861km long, heavy average; however, there are plans (resignalling project or
haul, single railway line, which connects iron ore mines near SIMIS-S) to achieve quicker turnaround of trains to meet
Sishen in the Northern Cape with the port at Saldanha Bay increased traffic demands.
in the Western Cape. The line is energised at 50kV AC,
carrying axle loads of up to 30t/axle. It has crossing loops
designed for 342-wagon trains; and
Overall condition of the line infrastructure is good taking
into consideration that it carries the heaviest axle tonnage
(30t/axle). It represents a high standard of infrastructure,
all infrastructure components are performing well.
General issues
Restrictions on line capacity at present are associated with:
The operations of Sishen and Salkor yards. Current
infrastructure and operating procedures do not permit
sufficiently quick turnaround of trains to meet the demands
of increased service levels; and

(b) Hotazel to Kimberley
Status quo Section performance

The Hotazel to Kimberley line is a heavy haul link, consisting The performance of this section is higher than the network
of double and single line sections. It is electrified to 3kVDC, average performance. Efforts are being directed towards
and carries axle tonnages of up to 20t/axle. Crossing loops addressing critical network bottlenecks that degrade
on the single line section are designed to allow for the present service and inhibit the lines ability to effectively
crossing of 104-wagon manganese ore trains. absorb future traffic increases. Current slots are reaching
capacity limits.
General issues
(d) De Aar to Port Elizabeth
Slot capacity: close to its limits, operations and
maintenance competing for available train slots; Status quo
Train control: systematic component replacements have The De Aar to Port Elizabeth section operates as a general
already been undertaken between Kamfersdam and freight line, but also accommodates some passenger
Postmasburg section requires interlocking replacement. services. It is the main link between Gauteng and the
Elim to Hotazel sections track warrant train control Eastern Cape and is a single line section. It is electrified to
system require replacement; 25kV AC with a 20t/axle capacity. Crossing loops allow for
Formation: signs of subsidence are evident due to mining 104-wagon manganese ore trains.
at Lime Acres. The section from Fieldsview to Kamfersdam
General issues
has significant drainage problems ground water levels
Shosholoza Meyl: varying speed profiles between
have risen;
passenger and freight trains results in inefficient
Telecoms: optical fibre replacements are required all along
utilisation of slots on an already highly constrained
the route. Equipment are at the end of their service lives;
section;
and
Maintenance: slots are restricted due to high utilisation;
Perway: in the section north of Sishen, old material
and
has been used during maintenance, making material
Line use: this is increasing due to increased manganese ore
replacement essential to any upgrade.
export through Port Elizabeth/Ngqura.
Section performance
Section performance
The performance of this section is higher than the network
The performance of the line is good compared to the
average. Efforts are directed towards addressing critical
network average.
network bottlenecks that degrade present service and
inhibit the ability to effectively absorb future traffic
increases. Current slots are reaching capacity limits.
(c) Kimberley to De Aar
Status quo
Kimberley to De Aar is a general freight section that also
caters for passenger services. It consists of a single line
electrified at 25kV AC with an axle load capacity of 20t per
axle. Crossing loops are designed to allow for the passing
of 104-wagon manganese ore trains.
General issues
Line use: this is increasing due to increased manganese
ore demand through Port Elizabeth (current) and Ngqura
(future);
Shosholoza Meyl: 3 to 4 passenger trains are run per day.
This severely disrupts operations due to the different
running speeds of passenger and freight trains; and
Maintenance: restricted due to high utilisation.

Figure 45: Sishen to Saldanha demand and current capacity

The dominant direction sees export iron ore being transported The assessment shows that very little surplus capacity
to the port of Saldanha from the mines in the Sishen area. exists. A phased introduction of new capacity closely
Volumes for iron ore rise from 55 up to 95mtpa in 2042. matching expected demand can be seen in the capacity
Thesegmented view shows that nearly all the traffic is loaded developmentplans.
near Sishen and travels the length of the line. Some coal and
iron ore for domestic use leave the line at Salkor.
The opposite direction shows relatively low volumes, made

up of stone, cement and industrial chemicals, most of which
are used in the mines at Sishen. Some domestic iron ore
also travels up the line from Khumani, which is destined for
domestic plants.

(b) Hotazel to Port Elizabeth
Figure 46: Hotazel to Port Elizabeth demand and current capacity
Hotazel to Kimberley De Aar to Port Elizabeth

Demand Demand
Export manganese ore and domestic iron ore are the The dominant direction on this section is from De Aar to
major commodities on this line in the Fieldsview direction. PortElizabeth, with an aggressive ramp up in manganese ore,
Manganese ore ramps up quickly to 16 and then remains reaching more than 20mtpa. After 2019, the corridor shows a
relatively constant from 2021 onwards when Ngqura growth in container traffic ramping up from 0,22 to 4,4mtpa.
becomes fully operational. Iron ore is destined for Bijlkor and The remainder of the tonnage in this direction includes lime,
Newcastle and shows high growth over the forecast period. fuel, chemicals and agricultural products.
In the opposite direction, coal for use at the mine is the main
In the opposite direction, containers also show a high growth
commodity to be transported. The demand forecast for this is
rate, making up more than half of the total traffic in 2042.
fairly steady and is related to the productivity of the iron ore
Motor vehicles are a commodity of note on this section
and manganese ore mines.
with relatively large growth as well as non-iron mining and
Kimberley to De Aar miningproducts.
Demand The segmented view shows most containers originate or
This section is predominantly manganese ore exports. There are destined for the port. The lime, coal, fuel and chemicals
is very little variation in tonnages over the section in 2042, among other commodities are consumed within the greater
implying that most tonnages are travelling between Gauteng Port Elizabeth area. Motor vehicles are built near the port,
and the coast. but the majorities are destined for Gauteng.

Export ore system: results after capacity interventions
The figure below shows the locations of planned interventions

and their impact on capacity utilisation on the line from Sishen
to Saldanha.
Figure 47: Sishen to Saldanha results after capacity intervention

(b) Hotazel to Port Elizabeth

and their impact on capacity utilisation on the line from
Hotazel to Ngqura.
Figure 48: Sishen to Saldanha results after capacity interventions
To expand capacity on the Manganese export line, heavier and New crossing loops are also planned at suitable locations to
longer trains are proposed. Crossing loops are earmarked to reduce section lengths and thereby increase line capacity.
be lengthened to accommodate the proposed increased train These new loops are required from 2019 onwards.
length. Loop extensions are required from 2015 on an as-and-
To further expand capacity, the Beaconsfield to De Aar section
when required basis.
of the line will require doubling within the next 30years.

Export ore system: development plan
Figure 49: Export ore system development summary
The network development strategies for the export ore Alignments

system include the following: Maintain existing alignments.
(a) Sishen to Saldanha (b) Hotazel to Port Elizabeth
Axle loading Axle loading
Maintain existing 26t/axle. Short term: Operate as 20t from Hotazel to Kimberley; and
Train control Long term: Migrating to 26t/axle.
Maintain current system. Train control
Electrical Short term: Upgrade piecemeal, candidate for electronic
Upgrade power supply system. interlocking.
Capacity expansion options Electrical
Additional 20 loops, expand the Salkor yard and make Long term: Hotazel to Kimberley 25kV AC.
alterations to access lines to third tippler.

Capacity expansion options Train control
Additional passing loops; and Maintain as is (CTC) and upgrade to CBA as volumes grow.
Doubling of the line; only when commodity growth supports
Electrical
it. In order to be consistent with long-term aims, all passing
loop upgrades or track additions should be built to 26t/ Maintain the 25kV AC traction power on existing line and
axle standards. apply same to the second line.
Alignments Capacity expansion

Maintain the current ruling gradient of 1:100 in the dominant Carry out the line doubling to create capacity.
flow direction.
Alignments
Capacity expansion options Maintain existing alignments; and
Additional passing loops; De Aar to Port Elizabeth.
Doubling of the line only when commodity growth
Axle loading
supports it. In order to be consistent with long-term aims,
Up to about 16 manganese, the existing 20 tons per axle
all passing loop upgrades or track additions should be built
formation may be retained, but thereafter 26 tons per axle
to 26t axle load standards; and
would be required.
Axle load new sections based on 26t specification in view
of long-term line upgrade. Train control
Alignments Maintain as is (CTC) until volumes justify upgrade.
Maintain the current ruling gradient of 1:100 in the dominant
Electrical
flow direction; and
Maintain 25kV AC.
Kimberley to De Aar.
Capacity expansion options
Axle loading
Extend crossing loops to accommodate longer trains.
Maintain existing 20t/axle, build second line at 26t/axle.
4.4 Gauteng to Cape Town system
Figure 50: Gauteng to Cape Town system network

Gauteng to Cape Town system: status quo
Figure 51: Gauteng to Cape Town system: status quo
The Gauteng to Cape Town system includes Cape Town to Section performance
DeAar, Kimberley to Houtheuwel and Noupoort to Vereeniging. The performance of the line is not acceptable as delays
The status quo of the major sections is summarised below: caused by failures on the section are above the network
average. Implementation of state-of-the-art traffic control
(a) Cape Town to De Aar
and safety systems can greatly improve operational
Status quo performance that degrade present service and inhibit the
Cape Town to De Aar is a general freight and long distance ability to effectively absorb future traffic. This would also
passenger single railway line, which connects Gauteng to enhance the ability of the section to carry mixed (passenger
the Western Cape. This section is electrified to 3kV DC from and freight) traffic.
Cape Town to Beaufort West and 25kV AC from Beaufort (b) Kimberley to Vereeniging
West to De Aar, carrying axle tonnages of up to 20t/axle.
Status quo
General issues
Kimberley to Vereeniging line is used for both heavy
Train control: some very old train control systems are still haul andpassenger services, it consists of both double
in use on the section between Worcester and Kraaifontein. and single line sections. The line is electrified to 3kV
These need to be replaced with CTC; DC and carries axle tonnages of up to 20 tons. Crossing
Substations and electrical supply: this is a constraining loops onthe singleline sections allow for the crossing of
factor on capacity. 25kV AC system has more capacity than 104wagon79trains.
the 3kV system that suffers from low voltage problems;
Shosholoza Meyl: shared infrastructure can lead to
operational challenges; and
Telecoms: signalling to be connected with optic fibre along
the whole route.

General issues (c) Vereeniging to Noupoort
Line use: mixed use heavy haul and passenger services,
Status quo
which incur incompatibility problems operationally.
The Vereeniging to Noupoort line carries general freight
Maintenance requirements on single line sections cause a
traffic and consists of double and single line sections.
reduction in capacity;
Theline is electrified to 3kV DC between Bloemfontein
Electrical: theft of OHTE and cables is rife on single line
andGauteng, with diesel operations south of
sections; and
Bloemfontein.The whole section supports axle tonnages
Shosholoza Meyl: poor punctuality, which makes for of up to 20t/axle.
difficult operational planning.
General issues
Section performance
Slot capacity: Viljoensdrift possible slipway to get faster
The performance of this section is substantially below the access to private siding;
performance of the network average despite generally
Train control: old technology overdue for replacement; and
being in a fair condition. Signal theft and vandalism are the
Shosholoza Meyl: option for rerouting for Cape Town and
main contributors to section failures and require special
Port Elizabeth routes.
attention; and
The capacity of this entire section is severely limited Section performance
by mixed use by heavy haul and passenger services and The performance of this section is substantially below
electrical related network failures. Train control planning the network average. Theft is a major issue on the line
effort should be directed towards minimising conflict and can be held accountable for much of the electrical and
between passenger and freight requirements. This would signalling failures; and
improve logistical efficiency and secure railway network The capacity of this entire section is severely limited
capacity and reliability gains for the benefit of all users. mainly by an old interlocking and aging track circuits
technology overdue for replacement. Effort should be
directed towards rerouting passenger traffic to Cape
Town and Port Elizabeth along alternative routes where
possible in order to increase capacity until train control
systems are replaced.

Gauteng to Cape Town: demand and current capacity
The short summary description of the demand and capacity
requirements is given below:
Figure 52: Gauteng to Cape Town system demand and current capacity
(a) Cape Town to De Aar (b) Kimberley to Houtheuwel
Demand Demand
Containers have a reasonably high growth forecast. This The lines demand is made up of traffic travelling between
section sees relatively similar flows in either direction, with the Western Cape, Northern Cape and Eastern Cape and the
large potential growth, particularly in containers. Rail volumes rest of the country. The tonnage flowing over this section,
in both directions and are mainly made up of containers, coal relative to the network, is very high, with a very high growth
and agricultural products. Whilst most commodities see steady rate expected. Dry bulk commodities make up the major
growth, container growth is forecast to be considerable. constituent of the tonnage and the section also accommodates
PRASA traffic.
The segmented demand views show a similar picture in both
directions. Over half of the 2042 tonnages are destined or Iron ore shows a very aggressive growth curve, which should
originating in, the greater Cape Town area, with the remainder be closely monitored. Some container growth in the long
of volumes destined for and originating from the port itself. term on the Cape corridor is driven by (a) Cape Town-Gauteng
volumes and (b) the development of Ngqura as a container
port. Export manganese ore to Richards Bay and Durban is
currently relatively high, but may not be sustainable. Demand
for Shosholoza Meyl trains is reducing capacity significantly.

(c) Vereeniging to Noupoort Cape Town to Gauteng: results after capacity interventions
Demand The figure below shows the locations of planned interventions

The dominant direction from Vereeniging to Noupoort and their impact on capacity utilisation on the line from
sees initial volumes of 1,5mtpa, which then ramps up to CapeTown to Houtheuwel.
7,5mtpa by the end of the forecast period.
In the opposite direction the growth in fuel ensures total
demand rising from 1,4mtpa to 7mtpa by 2042; and
Volumes show variation across the section where feeder
lines and junctions meet, but most volumes move the
length of the corridor. However, volumes are considerably
higher in both directions between Gauteng and Sasolburg,
as fuel, refined productions and coal are transported to
and from the plant.
Figure 53: Cape Town to Gauteng results after capacity interventions

Cape Town to Gauteng system: development plan
Figure 54: Cape Town to Gauteng development summary
The network development strategies for the Cape Town- In order to be consistent with long-term aims, all passing
Gauteng system are given below per section: loop upgrades or track additions should be built to 26 ton
axle load standards.
(a) Cape Town to De Aar
Train control
Axle load
Optimise existing system.
Maintain existing 20t/axle.
Electrical
Electrical
Long term: this section is a strong candidate for migrating
Cheaper to add more 3kV DC substations rather than
to 25kV AC, but this must be done in conjunction with the
convert to 25kV AC; and
sequencing interface with Natcor north and the proposed
Sharing 3kV DC network with commuter trains, therefore
25kV upgrade of the Hotazel to Kimberley section.
rather not upgrade electrification.
Capacity expansion
Train control
Interim capacity increases would be achieved by additional
Provide signal infill scheme to reduce the running time
passing loops and line doubling of some sections; and
when doubling the line.
All new loops or loop extensions to be based on 100-wagon
(b) Kimberley to Houtheuwel general freight and 75-wagon Anaconda container
trainlengths.
Axle loading
Short term: maintain the current 20t/axle and consider
26t/axle migration in the long term; and

(c) Vereeniging to Noupoort
Axle loading Electrical

Maintain the 20t/axle load as this line has no heavy haul Electrify Bloemfontein to Noupoort.
potential.
Capacity expansion
Train control Interim capacity increases would be achieved by additional
Medium term: Track Warrant (+) on the Bloemfontein passing loops and line doubling of some sections.
Vereeniging section if rationalised to a single line;
Keep Track Warrant on Noupoort to Bloemfontein and
Bloemfontein to Kimberley sections; and
New sets of self-normalising points machines on all loop
extensions.

4.5 Gauteng to Durban system
Figure 55: Gauteng Durban system network

Gauteng to Durban system
Gauteng : status quo
- Durban system: status quo
Failure rate Notes

(Delay: Minutes per
million ton-km) The system consists of the Gauteng Freight Ring (Pyramid
15,0 Houtheuwel), Natcor (Gauteng to Durban) and the KZN
14,0 North and South coast lines (Nsese Port Shepstone)
13,0
12,0 System capacity utilisation is largely dominated by the
11,0 Natcor and Freight Ring operations
Network average
10,0
9,0 Natcor infrastructure is heavily utilised but constrained by
8,0 poor alignment design. Poor formation and tunnel design
7,0 infringe capacity development opportunities
6,0
5,0 Gauteng freight ring capacity is constrained by single line
4,0 Perway sections. OHTE theft and obsolete train control technology
3,0 Telecoms impacts severely on train operations
2,0 Electrical
1,0
KZN North and South coast signalling equipment is obsolete
Signals
-
Line properties
Section Line type Axle load Traction Train control Sharpest curve Steepest gradient
1. Pyramid Houtheuwel Single/Double 20t 3kV DC CTC 305m 1:100
2. Rietvallei Glencoe Mostly Double 20t 3kV DC CTC 285m 1:66
3. Glencoe Booth Double 20t 3kV DC CTC 150m 1:50
4. Nsese Durban Single/Double 20t 3kV DC CTC/TWS 250m 1:66
5. Durban Port Shepstone Single 18.5t 3kV DC RTO 250m 1:66
General condition
Bridges and Electrical Overall

Formation Perway OHTE Signals Telecoms
structures supply condition
Figure 56: Gauteng to Durban status quo
The Gauteng to Durban system consists of the Gauteng General issues

Freight Ring, Natal Corridor (Natcor) and both the South and Train operation: heavy coal trains to Majuba problematic
North KwaZulu-Natal Coast railway lines. The status quo of with very limited redundancy;
the three major sections is summarised below:
Electrical: OHTE cable theft, steelwork in the process of
(a) Natcor (Rietvallei to Booth) being replaced, high corrosion on rails in tunnels due to
Status quo stray currents;
The Rietvallei to Booth section is a general freight line, but Line use: single line section from Rooikop to Rietvallei and
carries substantial heavy haul tonnages of coal and iron ore the line configuration to Jupiter are causing bottlenecks.
to the Majuba power station and Newcastle AMSA plant. High cube containers cannot be accommodated safely due
The section is double track with 3kV DC electrification. to height restrictions;
Axle loads are currently supported up to 20t/axle, but Slot capacity: current capacity is sufficient, further
there are plans to upgrade one of the two tracks of the expansion will be expensive due to difficult topography;
line from Rietvallei to Glencoe into Heavy Haul or 26t/axle Train control: theft of signal cables result in major service
operations due to high demand of iron ore destined for disruptions. Migration from copper is a priority. Obsolete
Newcastle; and interlocking and track circuit components need to be
Overall condition of the existing network infrastructure replaced;
is not acceptable with formation, bridges and tunnels Formation: Rietvallei to Booth is problematic due to poor
requiring more attention. drainage in tunnels and weak formation;
Shosholoza Meyl trains: significant freight and passenger
train scheduling, planning and operations challenges; and
Commuter trains: high frequency of commuter trains on
the Cato Ridge to Booth section impacting on capacity
utilisation.

Performance: Performance
Section performance is worse than the network average. The section performance is significantly below the network
Most failure delays are caused by electrical faults; and average with over twice as much delay due to faults
Effort on this section should be directed towards removing recorded on the section compared to the network average.
bottlenecks, handling the conflict between passenger and
(b) KZN north and south coast lines
freight trains capacity requirements, securing railway
network capacity and reliability, and implementing state- Status quo
of-the-art train control and safety systems. The KZN north and south coast lines connecting
PortShepstone, Durban and Richards Bay carry general
(a) Gauteng Freight Ring freight and passenger traffic and consist of single and
Status quo double line sections. It is a 3kV DC system designed for
Gauteng Freight Ring carries general freight and has single 20t/axle capacity; and
and double line sections. It supports tonnages of up to Overall condition of the line infrastructure is not
20t/axle. The ring is composed of three main sections; acceptable. The prevailing humid coastal environment
25kVAC from Rustenburg to Pyramid, 3kV DC from (ieheavy rainfall accelerating metal corrosion) contributes
Pyramid to Sentrarand and 3kV DC from Sentrarand to chiefly to poor infrastructure condition. Affected
Houtheuwel; and infrastructure should be programmed for replacement or
Overall condition of the line infrastructure is acceptable, upgrade.
but electrical and signaling infrastructure are in poor
General issues
condition.
Electrical: high corrosion on rails in tunnels due to stray
General issues currents;
Gauteng Freight Ring carries general freight and has single Formation: problematic, material loss due to erosion
and double line sections. It supports tonnages of up to resulting from heavy rainfall; and
20t/axle. The ring is composed of three main sections; Shosholoza Meyl: Durban to Stanger section needs
25kVAC from Rustenburg to Pyramid, 3kV DC from replacing of its signalling system.
Pyramid to Sentrarand and 3kV DC from Sentrarand to
Houtheuwel; and Performance
Overall condition of the line infrastructure is acceptable, The performance of this section is below the network
but electrical and signaling infrastructures are in poor average. Delay due to failure on the section is much higher
condition. than the network average. The poor performance is mainly
due to the aggressive coastal environment conditions.

Gauteng to Durban: demand and current capacity
Gauteng Durban: demand and current capacity
Rietvallei -> Booth
Top 10 commodities (Mtpa)
2012 2019 2042
Coal Mining: Powerstation 8.030 26.500 1.613
Coal Mining: Domestic 2.480 3.425 9.514
Containers 1.527 3.207 8.945
Iron Ore : Domestic 0.265 2.264 9.555
Demand growth
Processed Foods 1.252 2.615 4.000

Coal Mining: Exports 0.463 1.136 5.673
Booth -> Rietvallei
Iron & Steel 0.679 1.404 4.212
Maize 0.750 1.320 4.187
Manganese: Exports 0.928 0.200 1.200
Manganese: Domestic 0.597 0.650 1.075
Others 1.326 3.305 10.449
Section demand (2042)

Rietvallei -> Booth Booth -> Rietvallei mtpa
Section utilisation
Rietvallei
Glencoe
Booth
Figure 57: Gauteng to Durban demand and current capacity

Gauteng to Durban: results after capacity interventions

and their impact on capacity utilisation on the line from
Rietvallei to Booth.
Figure 58: Gauteng to Durban results after capacity interventions

Gauteng to Durban system: development plan
Figure 59: Gauteng to Durban cost summary
The network development strategies for the Gauteng to Train control

Durban system are summarised as follows: Optimise existing CTC.
(a) Natcor (Rietvallei to Booth) Electrical

Rietvallei to Glencoe to be upgraded to 25kV AC to support
Axle loading
heavy haul (coal and iron ore) requirements; and
Upgrade to 26t/axle, initially on the loaded track from
On the southern part of Natcor, optimise the current
Rietvallei to Glencoe, by replacement of existing sleepers
3kVDC system as the dimensional envelope of the existing
with heavier ones at 650mm spacing and augmenting
tunnels cannot be easily increased.
ballast to increase its depth to 300mm. Axle load capacity
on the section from Glencoe to Booth is to remain at Capacity expansion options
20t/axle; and Upgrade the Cato Ridge to Booth section by providing
Based on the high investment requirements for 26t/axle a new bypass to match demand. The existing line may be
loads it is proposed to continue with the 20t/axle load in utilised by PRASA.
the short term until increased volumes are confirmed and
Alignments
capacity shortfalls become visible or a viable business
Relieve gradients and curves between Glencoe and
case becomes apparent.
CatoRidge.

(b) Gauteng Freight Ring North coast line: convert to TWS. Maintain colour light
signals from Kelso to Stanger due to passenger service,
Axle loading
major signalling replacement to be considered to do away
Keep existing 20t/axle.
with the obsolete signalling equipment.
Train control
Electrical
Provide a signal infill scheme to reduce train running times.
South coast line:
Electrical Maintain 3kV DC from Durban to Kelso due to passenger
Tie stations at Greenview are being upgraded to 3kV DC train service requirements;
substations. Possible conversion of this section to 25kV AC Little benefit will be derived in using electrical traction
is dependent on the Waterberg coal developments. for freight trains running from Kelso to Port Shepstone.
Rundiesel trains but dont de-electrify at this stage; and
Capacity expansion options
Rail access to the proposed DIA development site is to be
Double remainder of Gauteng Freight Ring lines and aligned with the DIA study. Further consideration should be
implement CTC signal infill system. The construction of a given to the requirement for rail access to the automotive
proposed new double tracked rail link connection between terminal at Isipingo.
Skansdam and Houtheuwel (PRASA bypass) to be informed
by TFR and PRASA joint planning strategy; and (d) North coast line
Construction of a new single tracked chord from south to
Maintain 3kV DC system from Durban to Stanger and
east to facilitate the routing of freight traffic travelling
introduce diesel operation in case of low volume forecast
north from Sentrarand onto the Maputo corridor.
from Stanger to Nsese. If higher volumes are projected,
Alignments then electrify the entire system to 25kV AC.
Maintain existing alignments. Capacity expansion options
(c) KZN north and south coastal lines PRASA interface within eThekwini area, choices include
anoption involving grade separation.
Axle loading
Alignments
Keep existing 20t/axle.
Maintain existing.
Train control
South coast line: maintain as RTO, frequency is an issue to
be resolved with Neotel; and

5 Hubs and terminals
Figure 60: Status quo (current terminal)
The hubs and terminals status quo map shows the positions The traffic in the ports on the east coast of South Africa has
of the intermodal terminals, general freight terminals and recently increased by up to 14% annually, and it is expected to
mineral nodes. The position of each terminal is linked to its increase more rapidly in the near future.
purpose:
Transnets long-term aim is to achieve 80% market share
The intermodal terminals consist of inland and port
of rail suitable transportation of containerised traffic,
container terminals serving the container business;
representing a significant modal shift over existing levels.
General freight terminals are small terminals used for Therefore, to accommodate the expected significant growth
repackaging of commodities; and of container demand in the short, medium and long term,
Mineral nodes represent the loading and offloading existing infrastructure, facilities, and operational planning
facilities either inland or at the port for the export of for the accommodation and movement of this traffic by
bulkminerals. rail requires improvement. To this end, existing container
Containerised freight traffic is increasing globally by up to 8% terminals have been identified for expansion and in the
per annum and in some developing countries, such as South longer term the development of new additional facilities have
Africa, the growth in port container handling is expected to beenidentified.
be even greater. The increased national economic growth
and global container trends have resulted in a steep increase
inthe demand for container handling capacity throughout
South African ports.

5.1 Hubs and terminals: proposed locations 2042
Figure 61: 2042 proposed terminal locations
The mineral nodes are also expected to grow due to higher Of particular importance will be the development of mega
market demand for the bulk minerals especially in the or super-terminals in the Gauteng and Durban areas to cope
Asianmarkets. with the growth in container demand along this corridor.
Theindicated freight nodes are not necessarily informed by
The location of future intermodal terminals as well as their
the demand forecast, but are proposed by public sector in
typical sizes and nature are shown on this map. The existing
support of the economic development and promotion of the
first generation terminals are unlikely to disappear altogether,
Free Trade Zones.
but may continue to serve niche market requirements.
Inthis illustration, the philosophy of hub-to-hub long-haul
rail operations is supported by mega or super-terminals in
Gauteng with direct links with the port systems.

5.2 Gauteng container terminals
Figure 62: Current capacity versus demand status quo
In early 2012, City Deep terminal capacity was expanded It is envisaged that Gauteng will require seven standard
to 280 000TEUs through infrastructure upgrades and the container terminals, one or two standard automotive
commissioning of additional cranes. Additional plans are terminals and four standard palletised terminals by 2042.
underway to further increase City Deep terminal capacity to The study also determined that it would be operationally
400 000TEUs by 2016. more efficient to develop a few super terminals rather than
many smaller terminals. At least three locations (Pyramid,
The container strategy study, commissioned by Transnet
Sentrarand and Tambo Springs) were identified for the
completed in April 2011, estimated that in order for rail to
development of these few super terminals.
achieve its desired market share, an additional 4 million
TEUs handling capacity will be required in the Gauteng area
by2042.

Gauteng current terminals
Figure 63: City Deep status quo
Figure 64: Kascon status quo

Figure 65: Pretcon terminal status quo
Figure 66: Roscon terminal status quo

Figure 67: Vaalcon terminal status quo
Figure 68: Eastcon terminal status quo

5.3 Gauteng hubs and terminals: development plan
Figure 69: Gauteng terminal development plan and capacity ramp-up
Gauteng terminals development strategy includes: terminal, one palletised terminal and one automotive
Expanding City Deep terminal to an estimated terminal. Initially a small container terminal is to be
400000TEUs to 2016; and constructed at Pyramid to replace the current Pretcon
Expanding Kascon terminal to an estimated 300 000TEUs terminal. Once the demand exists Pyramid can be upgraded
by 2019. to operate at full capacity (500 000TEUs per annum); and
Sentrarand, located in the east of the province, just

Even with City Deep and Kascon terminal upgrades, container
north of Springs, is an ideal longer-term position and the
volumes are forecasted to exceed Gauteng terminal capacity
only real mega-terminal option at this stage. It can be
between 2017 and 2019, thus additional terminals are required
relatively quickly (5-10 years) developed into a full blown
in order to meet rails desired market share. The three main
2 millionTEUs container terminal in four stages. This site
locations identified in the container strategy study are
also has enough space to develop palletised terminals to
asfollows:
acapacity of 9 million pallets per annum.
Tambo Springs, located in the South east of the province,
is ideally located to connect with major national rail and These new developments are planned in conjunction with
road networks (N3, Natcor and the Gauteng Freight Ring), the phasing over of Eastcon (2015), Vaalcon (2015) and
local industry and close to the urban edge. Tambo Springs Pretcon (2021) excess volumes to large terminal operations.
will be developed to accommodate two standard container Tomaximise the efficiency, flexibility and utilisation of the
terminals (2 x 500 000TEUs per annum) and one palletised new intermodal terminals, the terminals will be developed
terminal (4,5 million pallets per annum); in astandardised methodology (layouts, designs and
Pyramid, located in the north of Pretoria, is an ideal choice operations).
for a super-terminal in the northern Gauteng region due to
excellent location and access to road and rail networks.
Pyramid will be developed to accommodate one container

Gauteng upgrades and future terminals
Figure 70: City Deep terminal upgrade
Figure 71: Kascon terminal upgrade

Figure 72: Tambo Springs terminal concept
Tambo Springs is envisaged to have two container terminals As the demand gradually increases and other terminal
and a palletised terminal. Each container terminal will have volumes are phased, the first container terminal (Phase 1)
a capacity of 500 000TEUs per annum (1 million TEUs/pa by will initially handle 250 000TEUs per annum from 2019 and
2027) and the palletised terminal handle 4 500 000 pallets ramped up to 500 000TEUs per annum in 2020. The second
per annum by 2025. terminal will handle 500 000TEUs by 2027.

Figure 73: Pyramid terminal concept
Pyramid intermodal terminal will handle container, palletised

and automotive traffic and it will be developed in three phases.
The first phase of the development will be an automotive
terminal with a capacity of 558 000 units per annum by 2019.
The second phase will be a container terminal with a capacity of
500 000TEUs per annum (Initial capacity will be 250 000TEUs
and ramped up to 500 000TEUs by 2026). The last phase of the
development will be a palletised terminal with a capacity of
4500 000 pallets per annum by 2032.

Figure 74: Sentrarand terminal concept
Sentrarand intermodal terminal development will handle Sentrarand intermodal terminal will have a four phase
anestimated 2 million TEUs of container traffic per annum, container terminal development (Phase one-four by 2030,
with four container terminals each with a capacity of 2032, 2037 and 2040 respectively). The intermodal terminal
500000TEUs per annum. The development will also include will include two palletised terminals developed in two phases
two palletised terminals each with a capacity of 4 500 000 (Phase one and two by 2020 and 2038 respectively.)
pallets per annum.

Durban terminals: development plan
Figure 75: Capacity versus demand
At present the Port of Durban has two container terminals From a previous study it is envisaged that in order for rail to
and a buffer stack, which provide a combined capacity of meet its desired market share it is necessary for Durban to
450000TEUs. The existing yards and terminals are designed increase its intermodal terminal capacity to approximately
to handle only 50-wagon container trains, which is problematic 4,1 million TEUs by 2042. This means that approximately six to
with the current running of the daily 75-wagon Anaconda eight standard container terminals and one or two standard
trains. It has to be broken up and shunted into shorter rakes automotive terminals are required by 2042. These terminals
upon arrival and reassembled before departure. would be allocated to service both the Port of Durban and the
proposed dig-out port.
Durban is considered South Africas most significant port
in terms of container and automotive imports and exports.
Future port developments are being assessed in order to
increase South Africas economic competitiveness.

Durban terminals: development plan
Figure 76: Durban terminals development plan
Durbans back of port rail development plans are as follows: Additional actions
2014 Reconfigure Bayhead yard into a yard that can Separate freight trains and commuter trains between
accommodate 100-wagon container trains. Upgrade the Wentworth and Clairwood, as well as between
ports handling system to optimally utilise the Kings Rest Umbogintwini and Airport;
buffer stack; Develop the airport link;
2016/17 Convert Kings Rest into an intermodal terminal; Consider a terminal on NATCOR at the urban edge (Cato
decommission Pier 1 terminal; Ridge or Umlaas Road);
2022/23 Develop a 75-wagon intermodal terminal at Consider a terminal in the vicinity of the new airport (Dube
Airport Dig Out (Phase 1); Reconfigure Umbogintwini into Trade Port); and
an arrivals and departures yard in order to accommodate Consider new high capacity bypass line (such as Cato Ridge
75 and/or 100-wagon container trains and link to airport Bypass) to compliment NATCOR line.
site;
2024/25 Develop an intermodal terminal at Airport
Dig-out (Phase 2);
2027/28 Develop new 75-wagon intermodal terminal in
Pier 1 (Phase 1: only if Salisbury infill occurs);
2029/30 Develop an additional 75-wagon intermodal
terminal in Pier 2 (Phase 2: only if infill between Pier 1
and Pier 2 occurs). Expand automotive terminal to handle
longer trains; and
2035/36 Develop an intermodal terminal at Airport
Dig-out (Phase 3).

Durban hubs and terminals: future terminals
Figure 77: Pier 1 2019 concept
Complete the Bayhead yard reconfiguration into a 75 or

100wagon arrivals and departures yard by the end of 2014,
as well as improving the ports handling system to optimally
utilise the Kings Rest buffer stack. Develop a new 50-wagon
intermodal terminal in the vicinity of Bayhead yard, possibly at
Durban Goods. Develop a 50-wagon terminal at Kings Rest and
decommission Pier 1 by 2017.

Figure 78: Pier 1 2027 concept
Develop the first (Phase 1) and second (Phase 2) Airport

terminals by 2023 and 2025 respectively. Once Phase 1 is
complete, reconstruct Pier 1 to handle 75-wagon trains and
be situated parallel to the ship stacks. Upon completion of
Phase2, decommission Pier 2 (DCT) and relocate to parallel to
ship stacks, also 75 wagons long. Reduce Kings Rest terminals
capacity to suit demand (probably around 25% to50%).

Figure 79: Pier 1 and Durban Dig-out airport (D14) concept (2042)
Develop the Airport Dig-out (DIA) Ports first two terminals.

Each terminal will be served by a 75-wagon intermodal rail-
port terminal. The terminals departure and arrival yards
will be Bayhead in the short term, to be replaced with a
new Umbogintwini development as demand increases, by
approximately 2025. Future development beyond 2030
could include third (Phase 3) and fourth (Phase 4) terminals
asrequired.

6 Freight and passenger planning alignment
6.1 Interoperability operational concepts
Figure 80: Operational concepts
South African passenger and freight trains typically operate

in different speed, axle load, curve and gradient zones.
For light freight such as containers, a zone of co-existence

with passenger trains are being investigated on the non-
heavy haul network lines (120 160km/h zone). Co-existence
of freight and passengers in the true high-speed zone
(+200km/h) is not feasible.

6.2 Current network
Figure 81: Current network status quo
The current rail network profile is dominated by the general

freight network with only two heavy haul lines, namely:
Iron ore export line from Sishen to Saldanha; and
Coal export line from Ogies to Richards Bay.

6.3 Planned network (30 years)
Figure 82: 30-year planned network (Heavy haul)
In the next 30 years the identified sections will be converted Hotazel to Newcastle iron ore, manganese and coal
to heavy haul status, with axle load increased to 26t/axle and corridor. The iron ore and manganese is mainly transported
electrification system upgraded to 25kV AC. These sections to the steel plants in Vanderbijlpark and Newcastle.
comprise of the following rail segments: The coal from either Waterberg or Mpumalanga is also
Lephalale to Ermelo extension of the export coal line to transported along the Natcor to the Eskom power stations;
the Waterberg coal fields. Based on the demand forecast Ogies to Ermelo the coal back bone handling most of
exceeding 30mtpa, a new line may need to be constructed the domestic coal to the Eskom power stations in the
to be able to run 200-wagon trains from Richards Bay to the Mpumalanga area. The joint Eskom and Transnet strategy
Waterberg coalfields. A link to Botswana will be necessary to migrate coal from road to rail will be major contributor
to connect the South African network with the Botswana to the system expansion requirements; and
rail network, thereby allowing the railage of coal from the Pyramid to Houtheuwel this section forms part of the
Botswana coal field to South Africa for consumption or Freight Ring, which will receive traffic from Waterberg,
export purposes; Northern Cape, Limpopo and Mpumalanga coal fields.
Hotazel to the Port of Ngqura manganese export corridor Thegeneral freight traffic is also high in this area.
from the Northern Cape to the deep sea Port of Ngqura in
the Eastern Cape;

6.4 Long-term shared network PRASA/Transnet
Figure 83: Long-term shared network PRASA/Transnet (interoperations)
Due to different train operating speeds, required track There are other routes, which are not as highly utilised as the
standards and the impact on capacity, passenger and freight heavy haul lines, which can serve as alternate routes for light
traffic are not compatible on a shared network. Transnet industrial traffic, containers and passenger trains.
and PRASA have initiated joint planning sessions to resolve
These lines are indicated on the map as upgraded passenger
the incompatibility of both passenger and freight traffic on
and light industrial routes. Due to the nature of the traffic
specific networks. Considering traffic density by 2042 as well
it is believed that these traffic types are interoperable at a
as the freight type on specific routes, Transnet has developed
medium speed of approximately 160km/h. The track standard
a series of capacity creation interventions, including the
will have to be improved on these specific routes to support
upgrade of some lines to heavy haul standards. By 2042
the light industrial medium speed traffic types. By developing
theheavy haul lines will cover the routes shown here in red.
another corridor for light industrial traffic, additional
On these routes, compatibility with passenger services will
capacity is released or created for heavy haul, light industrial
become problematic.
and passenger traffic.

6.5 Long-term network potential
Figure 84: Beyond 30 years
In the long term, it is highly likely to introduce the high speed Sishen Link rail link connecting the iron ore network to
passenger service between Gauteng and Durban. Gauteng, Botswana and the Waterberg Coalfields using
the existing West Rand to Mahikeng section; and
Other regional and strategic connections are also considered,
such as: Trans Kalahari regional rail link from Walvis Bay in Namibia
to link with the South African network via Botswana.
Coastal Rail rail connection from the Western Cape to
KwaZulu-Natal via the Eastern Cape province;

7 Network future state: 2042
The network future state is defined by the long-term strategy, at30t/axle. The new Waterberg alignment and Swazi Link will
resource planning and the principle of standardisation. be built at 26t/axle and the route from Sishen to Gauteng via
As shown, the bulk mineral export and feeder lines will be Kimberley will also be upgraded to 26t/axle.
upgraded to heavy haul status; preferably with axle loading of
Gauteng to Newcastle line will also be upgraded to 26t/axle
26t/axle, incab signalling and electrification at 25kV AC. The
due to the nature of the heavy haul bulk commodities that
low capacity lines will retain 20t/axle, 3kV DC or de-electrified
utilise the route. The Hotazel to Port Elizabeth via Kimberly and
and Track Warrant train control system.
DeAar line will also be upgraded to 26t/axle to accommodate
7.1 Axle load increased manganese volumes on the route.
The sections for upgrading axle loading are heavily dependent

on commodity flows, even more so than the two disciplines
of electrification and train control. The ore line remains
Figure 85: Future axle load (standardised)

7.2 Electrification
Figure 86: Future electrification
The network future state map for electrification shows the The Beaufort West to Cape Town and Gauteng to Durban
impact of specific corridor upgrades and a general shift via Newcastle lines will also be upgraded to 25kV AC.
towards 25kV AC electrification of the core network. The ore Thestandardised view shows the remainder of the core
line remains at 50kV AC. The new alignment from Waterberg network will be 3kV DC and non-electrified. Some of the
to Ermelo and Swazi link will be installed with 25kV AC existing electrified lines that have low volumes will be
traction, as well as the northern coal line, and Maputo corridor. de-electrified, with the view that the future volumes do not
The route from Hotazel to Gauteng via Kimberley is converted support the electrical maintenance or upgrade.
to support the commodity flows that utilise the sections,
inparticular iron ore.

7.3 Future traction energy strategies Based on this high level evaluation, it is clear that the 25kV
It is clear that the current network configuration has a traction type should be the choice for the Transnet future
number of required traction change-over points, where network where volumes are significant.
locomotives must be changed in order to accommodate the
The strategy adopted:
different traction supply system. Operations are negatively
High volume lines to be converted to 25kV (ore line will
affected by the number of traction changes. Evaluation of the
remain at 50kV);
different traction energy types is given in summary format
Standardisation to 25kV to avoid traction changes; and
inTable2:below
Low volume lines to be de-electrified and operated with
Future freight traction energy evaluation diesel locomotives.
3kV DC 25kV DC Diesel
Efficiency
Heavy haul suitable
Flexibility of use
Latest technology
Best practice
Regen into grid
Legend
Good Acceptable Not acceptable

Table 2: Evaluation of different traction energy types

7.4 Train control
Figure 87: Future train control
The core network and lines with substantial volumes are This is done with the view of simplifying operations on the
upgraded to CTC signalling train control. The necessity for network and improves turnaround times. CTC signaling to be
upgrading train control is primarily a factor for the volumes rolled out firstly on heavy haul lines to maximise throughput
running over a section, with high volume forecast being the and improve system safety, secondary lines to track warrant
most eligible candidates. and minor lines to radio train order.
The standardised view eliminates all of the old train control

systems such as wooden train staff and telegraph order and
replaces them with two types: CTC and track warrant.

8 Rolling stock
Rolling stock is an essential and integral part of a rail Impact area: technology
system with interdependence on the infrastructure. It also Apply the latest proven technology as far as possible and
contributes significantly to the required expansion capital where relevant;
with infrastructure and rolling stock being the largest portions Increased adhesion characteristics;
thereof. The rolling stock plan considers traffic demand
Combined AC and DC locomotive;
projections for rail transported origins and destination.
Evolve to 25kV AC;
The TFR seven-year capital plan is used as a yardstick Standardise as far as possible for flexibility of use and
for assessing and adjusting the plan derived from traffic operational efficiency, but without undue compromise of
projections over the next seven years. A 30-year long- specific service design requirements;
term view is then derived from the corrected base to Endeavour to standardise locomotive characteristics to
determine approximate requirements for rolling stock. reduce number of classes;
Certain assumptions are made about reliability, availability
Ensure interoperability between locomotive types; and
and performance improvements to allow for continuous
ECP braking and distributed power (mainly heavy haul lines
improvement, re-engineering and technological developments
in the short term).
that would inevitably be required to remain competitive.
Impact area: traction plan
(a) Key planning principles for locomotives
As the locomotives and wagons are the means of
Impact area: capacity planning
production of a railway, it is crucial to ensure their future
Refine to detail train and route level; availability, reliability and cost effectiveness;
Optimise train length and mass with locomotive allocation; A consolidated medium- to long-term plan should avoid
Allocate locomotives to the required train service; knee jerk reactions, which lead to ineffective locomotive
Apply optimal locomotive allocation rather than historicuse; procurement when viewed within the complete system.
Apply design cycle times rather than historic cycle times Thelack of a committed investment plan can also lead to
with improvement target; and severe under investment as was experienced in the past
As the operational plan is deemed to have the most 12to 15 years; and
significant impact on the required locomotive fleet, the Because of the relative long lead times for new locomotives
optimum fleet should be determined by applying various it is imperative that a continuous annual investment plan be
operational strategies. It is believed that a large proportion followed. Financial provision must be made to support this
(up to 80%) of the train plan should tend towards ring programme under various financial conditions. Financial
fenced locomotives for dedicated services and eventually constraints on an annual basis can be accommodated by
for unitised trains where the volumes are supportive. This adjusting annual order volumes but the replacement or
should give the benefit of reduced locomotive requirements renewal programme must continue.
due to the increased utilisation, and is also the basis of the
(b) Key planning principles for wagons
current proposed revised operating philosophy.
Impact area: capacity planning
Impact area: infrastructure impact Refine to detail commodity and route level;
Match and optimise locomotive characteristics with infra Apply optimal commodity and wagon matching rather than
capacity, ie number of locomotives in consist, tangential historic use;
force sustainable by the rail crown, power available for Apply design cycle times rather than historic cycle times
traction, axle load and train lengths; and with improvement target;
Investigate the medium- and long-term optimum for the Endeavour to smooth demand as far as possible;
electrification configuration of the network in relation to Employ ring fenced unit trains to increase efficiency;
locomotive type. (Eg 25kV future network with interim dual
Optimise required fleet size with frequency of volumes
voltage 3kV DC /25kV AC locomotives, with a medium-term
tobe transported; and
conversion programme to 25kV AC).
Final system cost review and optimisation.
Impact area: maintenance
Review maintenance strategy to ensure an optimum of
asset utilisation and operational efficiency;
Review and update maintenance strategy to achieve the
benefits of newer technologies; and
The result of maintenance review should produce increased
availability, increased reliability and increased energy and
cost efficiency.

Impact area: infrastructure (a) Locomotive fleet size
Ensure that wagon designs are maximised within moving The locomotive fleet consists of three main traction types
structure gauge; namely 3kV DC (42%), 25kV AC (14%) and diesel electric
Maximise train lengths within infra capacity (optimse (40%). The remainder of the fleet includes 3kV/diesel
longer trains); and electric dual traction locos, 3kV/25kV dual voltage locos and
Wagon design and commodity allocation must achieve 50kVAClocos, the latter operating only on the iron ore export
maximum payload and capacity utilisation in terms of line from Sishen to Saldanha harbour.
allowable axle load.
Even though it may not be an absolute exact comparison,
Impact area: maintenance it is interesting to note that the AC locomotives generally
Review maintenance strategy to ensure optimum asset work much harder in terms of total ton kilometers moved
utilisation and operational efficiency; and as a percentage of the fleet size. The coverage of network
distance compared to fleet size is high for diesels and
Review and update maintenance strategy to benefit from
50kVAC locomotives in particular.
newer technologies.
Locomotive availability and reliability
Impact area: technology
Apply the latest technology as far as possible and where
relevant (ie white metal bearings and vacuum brakes to be
converted at increased rate);
Use new improved materials to increase body component
life;
Improve load to tare ratio;
ECP braking;
Bogie mounted brakes; and
Ensure optimal wagon design per commodity or commodity
group.
For General Freight the optimal flexibility of wagon types

must be applied.
(c) New rolling stock Figure 89: Locomotive availability and reliability
A set of key planning principles were used for compiling the (a) Locomotive availability and reliability
long-term plans. The intent is that whenever the plans are
compiled or revised, these plans be tested against the key Availability and reliability data includes an adjusted target,
planning principles in order to ensure alignment within the which is derived from an international benchmark, but
business as a whole, and also that all the important aspects adjusted for local conditions and the current fleet.
are addressed. Listed below are the key planning principles Availability is defined as the percentage of the total
for wagons and locomotives. active rolling stock fleet, which is available for operational
8.1 Locomotives current fleet deployment. The non-available locomotives are typically
receiving scheduled or unscheduled maintenance. The
Locomotive fleet size
active fleet is defined as the total fleet less the rolling stock
damaged in accidents and derailments or staged.
Reliability is measured as a failure rate in units of faults per

million vehicle kilometres. The lower the failure rate, the
higher the reliability.
From the figures for availability and reliability it is clear

that the current performance of the fleets is not achieving
the international benchmarks and the future targets that
are set (90% availability and less than 20 faults per million
kilometres). The reason for this poor performance is twofold:
The lack of investment in new rolling stock, which led to old
technology still in service; and
The postponement of major repair programmes due to
cash flow constraints, which eliminated the opportunity
Figure 88: Locomotive current fleet for technology upgrades.

Most of the old technologies have an inherent lower reliability The postponement of scheduled major repair programmes
(design reliability) and availability when compared to newer impacted negatively on availability and reliability. The
technologies. It is important to note that the reliability cannot reinstatement of these programmes will improve the fleet,
be improved by increasing maintenance interventions, but but cannot bridge the gap completely to meet best practice
onlyby upgrading components to newer technologies or targets without technology upgrades or new rolling stock.
purchasing new rolling stock.
(b) Locomotive age distribution
It is important to note that the reliability cannot be improved
by increasing maintenance interventions, but only by There are two prominent peeks in the distribution of
upgrading components to newer technologies or purchasing locomotive age; the first represents reasonably new locos
new rollingstock. (6-10 years) and mainly comprises of 18Es, a locomotive
upgraded through the conversion of old 6Es. This conversion
started in 2004 with the locomotives still being designed for
use on the 3kV network only.
The age groups of zero to five years are beginning to show

the inflow of the new 19E, 15E and upgraded 39 class diesel
locomotives.
The second represents a peak in locomotives of a 31-35-

year age. These locomotives are mainly diesels and a large
proportion of the remaining electric locomotives.
The chart displays that a serious lack of investment occurred

during the past 11-15 years, with less than 50 locomotives being
procured during that period.
Figure 90: Locomotive age distribution

8.2 Locomotives future classification strategy
Figure 91: Locomotives future classification strategy
The following new locomotives are currently in the 20E dual voltage general freight locomotives (3kV DC and
procurement process: 25kV AC)
15E electric locomotive (50kV AC). An order has been placed during 2012 for 95 of these new
New high powered, high technology locomotives procured general freight locomotives.
for replacing the 9E and diesel locomotives on the ore line.
39D diesel electric locomotive
Continuous tractive effort of the 15E rated at 454kN versus
These locomotives are from upgraded 34 class diesel electric
the 388kN of the existing 9E. First prototype locomotives
locomotives with newer technology to extend life and
delivered by mid-2010 with final delivery by 2012/13.
increase efficiency. The tractive effort is improved from the
19E dual voltage electric locomotive (3kV DC and 25kV AC) current 218kN to 273kN. The first prototype locomotives
New high technology dual voltage (3kV DC and 25kV AC) were delivered during 2009 with the fleet of 50 in full service
locomotives are being procured for replacing the 10E and 7E in 2011.
locomotives on the coal line. The first prototype locomotives
43D
delivered during 2009 with the total fleet to be expected in
A 143 new general electric locomotives are being procured to
service towards the end of 2013.
replace older diesel locomotives. First prototype locomotives
were received during 2011 with final delivery in 2013.

8.3 Locomotives future required fleet
Locomotives required Rolling stock demand
Figure 92: New locomotive committed investment Figure 93: Locomotives fleet required in the future
(a) Methodology (b) Locomotives required

The future requirement for rolling stock is determined from The locomotive requirement is shown per main business
traffic projections. This task is complicated by the multitude of area in TFR. The figure shows only very slight increase in ore
origin destination pairs as well as the variety of in the current line locomotives based on the introduction of the new 15E
locomotive and wagon fleets. So, the requirements over the locomotives with a high tractive effort of 454kN.
first seven years are compared to the TFR seven-year plan and
The coal line fleet also shows relatively little increase as the
adjusted by varying efficiency factors such that the derived
current fleet is already being geared up to accommodate the
requirements over the first seven years match the TFR seven-
anticipated volume demand of 81mtpa at 2019 and 110mtpa.
year planning. Once the assumptions and efficiency factors
are set based on the first seven years, the same methodology The General Freight fleet sees a significant growth, which is
is extrapolated across traffic projections for 30 years to give related to the expected demand growth of these commodities
rolling stock requirements over this period. into the 30-year forecasting horizon.
The methodology employed in determining rolling stock
demand includes consideration of:
The infrastructure constraints impacting on locomotive
distribution and wagon deployment;
The position of maintenance facilities;
The operating philosophy of siding to siding block loads
and/or consolidation traffic in a hub and spoke system;
The traffic volume demand per origin-destination pair;
The payload and train capability of the wagons;
The crewing requirements and crew change over points;
The existing rolling stock fleets, run outs and upgrades and
new builts in process; and
Improved utilisation targets for locomotives and wagons.
The outcome of the rolling stock demand process, indicates

the total fleets required including the fleet shortages and new
rolling stock to be procured.
In addition to the pure commodity demand for rolling stock,

the technical fleet plans address the requirement in terms
of sustaining the fleet and ensuring technology benefits are
achieved. This could imply that new rolling stock needs to be
procured without a growth in volume demand.

Locomotive investment efforts has efficiencies applied to it over time and matches
the Transnet locomotive procurement plan to 2018/19.
Duetoefficiency improvements applied in the seven-year
plan, the need for additional locomotives rises at a lower rate
than the traffic demand rise. The only remaining requirement
is the annual replacement of locomotives to sustain the fleet
in terms of fleet age and applicable technology.
The future required fleet is calculated from traffic demand for

the full 30-year period. However, the locomotive investment
plan for the 30 years is smoothed after the first seven years to
ensure a prudent procurement processes. As the locomotive
fleet plan is currently being refined, it is expected that better
alignment of these figures will flow from this exercise.
Figure 94: Locomotives investments (30 years)
What is important to note from the long-term values,
(a) Wagon availability and reliability isthatprovision is to be made for a continuous investment
The locomotive required fleet size per year as calculated from in sustaining the fleet and providing for the annual
traffic demand projections and considering improved tractive volumegrowth.

8.4 Wagons current fleet
Wagon fleet size
Figure 96: Wagon availability and reliability
The biggest infrastructure limitation for wagons is axle

loading limit especially for dry-bulk commodities such as
Figure 95: Wagons current fleet coal and ore. Although it may be possible to reduce loading
to accommodate lighter sections, it will lead to sub-optimal
(a) Wagon availability and reliability
use of rolling stock. Typically the network accommodates
The biggest infrastructure limitation for wagons is axle these requirements with the coal and ore lines as heavy haul
loading limit especially for dry-bulk commodities such as lines at a higher axle loading of 26 and 30t/axle in order to
coal and ore. Although it may be possible to reduce loading to achieve the high train density for the high throughput demand.
accommodate lighter sections, it will lead to sub-optimal use Thecoreofthegeneral freight network is at 20t/axle with
of rolling stock. Typically the network accommodates these some of the branch and feeder lines as low as 16/axle.
requirements with the coal and ore lines as heavy haul lines
Other important infrastructure factors to consider for wagons
at a higher axle loading of 26 and 30t/axle in order to achieve
include:
the high train density for the high throughput demand. The
core of the general freight network is at 20t/axle with some of Vehicle gauge this is the gauge tolerances required for
the branch and feeder lines as low as 16/axle. wagons not to interfere in the fixed infrastructure such as
platforms, tunnels, bridges and other trackside structures.
Other important infrastructure factors to consider for wagons This is especially important to consider for longer wagons
include: such as motorcar wagons. Due to the electrical overhead
Vehicle gauge this is the gauge tolerances required for structure on the network the vertical height is also limited
wagons not to interfere in the fixed infrastructure such as and specifically prevents double stacking of containers.
platforms, tunnels, bridges and other trackside structures. (The track gauge also has stability restrictions contributing
This is especially important to consider for longer wagons to the inability to double stack containers); and
such as motorcar wagons. Due to the electrical overhead Train lengths this is typically determined by the number
structure on the network the vertical height is also limited of wagons and the individual wagon lengths and is impacted
and specifically prevents double stacking of containers. by braking system limitations (vacuum, air brake, etc.) and
(The track gauge also has stability restrictions contributing dynamic train handling (couplers, optimum load per traction
to the inability to double stack containers); and unit, distributed power, etc.). Train lengths influences the
Train lengths this is typically determined by the number provision for passing loops on single line sections as well as
of wagons and the individual wagon lengths and is impacted yard configurations and setup facilities.
by braking system limitations (vacuum, air brake, etc.) and
dynamic train handling (couplers, optimum load per traction
unit, distributed power, etc.). Train lengths influences the
provision for passing loops on single line sections as well as
yard configurations and setup facilities.

(b) Wagon age distribution
The rolling stock fleets are relatively old when compared
with international benchmarks. From the graph it is clear
that little or no investment occurred for approximately
15years.
The effect of relatively old rolling stock fleets manifests in

lower availability and reliability when compared to younger
fleets, mainly because the benefits of newer technology
were not introduced in the Transnet fleet during the last
15to 20 years. For the wagon fleet, the shifts in commodity
volumes created a mismatch between the wagon designs in
terms of the specific commodity to be transported. Thus
there is currently a relative large volume of commodities
Figure 97: Wagons age distribution
that are transported in less than ideal wagons.

8.5 Wagon future required fleet
Figure 98: Future wagon fleet required Figure 99: Wagons investments (30 years)
The figure indicates the total wagon fleet demand for (a) Wagon investment
the 30-year forecast as from the Freight Demand Model.
The wagon investment plan is shown in the Figure Wagon
Theefficiency parameters of TFR were applied for the
investment, and also compared with the total fleet size and
seven-year period and the improvement in efficiencies
the long-term investment estimate. The TFR and LTPF plans
cause wagon requirement to increase at a lower rate than
correlate well, but it needs to be kept in mind that the TFR
trafficdemand.
seven-year efficiency targets were incorporated into the
It should be noted that a significant wagon requirement, due to LTPF calculations.
volume growth up to 2018, is planned to be addressed by means
The future wagon fleet requirement is calculated from traffic
of efficiency improvements, which is in line with continuous
demand projections over the full 30-year period. However, the
improvement, but with the associated risk if not achieved.
wagon investment plan for the 30 years is smoothed after the
Thisrisk also impacts on the overall growth plan of TFR.
first seven years to ensure a prudent procurement processes.
The coal line shortfall to build Jumbo wagons in order to
As the wagon fleet plan relies intensely on efficiency
cascade the Smalls to GFB, was addressed by means of
improvements to meet the freight demand, it is believed that
approval of the business case recently. The new container
the current investment plan may be at risk of being insufficient
wagons requirement need to be addressed. The conversion
to support the required growth due to the risk of not achieving
of BA wagons to C type wagons will be alleviated by the
the assumed efficiency improvements.
influx of Smalls (CCR1/3) wagons from the coal line cascading
programme. The new Jumbo wagons for the coal line volume Again important to note that the TFR fleet plans are limited to
growth are essentially in process and will also be addressed the seven-year volume target for General Freight of 174mtpa.
with the 81mtpa expansion plan. The ore line fleet is sufficient
for the current volumes and additional wagons will be procured
as ore line projected traffic grows.

New wagon acquisitions (a) New wagon acquisitions
New wagons that are being procured include Jumbo wagons

(CCR11) for the coal line, container wagons and some CR
wagons for general freight.
During the ongoing refurbishment programme for wagons,

container wagons are being upgraded to 60 ton payload and
C and D type wagons are upgraded to 60 ton payload with
volumetric capacity for coal transport at 60 ton per wagon.
Ore line wagons will be procured as future volume demand

isconfirmed.
Figure 100: New wagon committed investment

8.6 Rolling stock technologies
The current technologies employed enables longer and heavier
trains on the existing network, this includes DP (distributed
power) and ECPB (electronically controlled pneumatic
braking). The ore export line is already employing most of
available latest technologies.
The coal export line can still benefit from distributed power
and dual voltage locomotives, which are now being delivered.
General Freight trains can benefit significantly from the latest

technologies to achieve:
Longer trains 100-wagon trains as standard is possible
(employ DP and ECPB);
Heavier trains axle load increase to a maximum of 30 tons;
More efficient trains due to highly improved traction
control technologies, AC traction motors, and improved
diesel engine technology;
Safer trains due to improved train handling technology
(DPand ECP brake systems);
Increased line capacity with benefits available from
communications based authorisation (CBA);
Reduced theft, vandalism and service disruptions due to
less track side equipment; and
Improved train trip reliability with improved on-board and
wayside train condition monitoring.

9 Branch lines
9.1 Branch lines context and status quo
Figure 101: Branch lines status quo
Many of the current branch lines have been in existence Transnets strategy supports development of economic
for nearly 100 years and nearly all have not been operating activity within rural areas and to recapture traffic back from
profitably. road to rail requires renewed focus on revitalising many of
these branch lines.
By 1935 most branch lines were already constructed and are
now a substantial part of the total network. They are found in Transnet and Government have initiated a branch line
all provinces. revitalisation programme to provide opportunities for
refurbishment and, where desirable, for external operators
About 7 500km of the South African network are classified
on these lines. Transnet Freight Rail will, however, continue
as Branch lines with the potential to service communities
to operate through an independent unit called Branch Line
and activities not directly on the main corridors. Branch lines
Operations and Management Unit (BLOM).
are important links to rural areas of the country and when
active contribute to main line tonnages. This network is a This has resulted in the:
combination of lifted and stolen lines, closed lines and active Commencement of refurbishment of some branch lines
lines. and allocation of funds to refurbish others in the next
Branch line strategy fewyears;
Efficiently operating branch lines are crucial for economic Confirmation of market interest to operate branch lines;
development of particularly rural areas of the country, and and
to reopen and operate them sustainably require different Commencement of a process to select operators and
strategic, funding and operating models to that of mainlines. conclude the necessary agreements.

Since branch lines serve as feeder routes to the core rail Network maintenance costs include:
network, strategic clusters have been identified to serve Material costs (rails, sleepers, ballast, fasteners etc.);
specific commodities: Maintenance crews;
Grain is the predominant commodity on most of the central Contracted services (weed control, fire breaks etc.); and
branch lines;
Commercial.
Other commodities are mainly timber, fuel, fertiliser,
cement, coal, gold ore and containers; and Essential (basic) issues for branch line profitability are:
Many branch lines have the potential to attract additional Focus on and design services for maximum asset utilisation;
traffic not handled in the past. Know costs and design services that will allow reduction of
operational costs; and
9.2 Current branch line operations model
Identify opportunities to reduce fixed costs.
The branch lines currently adhere to the same planning and
operations principles as the rest of Transnet Freight Rail. 9.4 LTPF branch line approach
Thisimplies the following: Revitalisation branch lines;
Trains are designed to run as so-called full trains of either Align services of feeders into and from the core network;
40 or 50 wagons, depending on whether it will be vacuum or Vertical separation of ownership and operations where
air braked; desirable;
Locomotive resources are often allocated based on Different operations models aimed at:
maximum train designs and not in accordance with actual
Focus on and design services for maximum asset
traffic requirements on the line;
utilisation;
Operational deployment is not focused on maximising time
Know costs and design services that will allow reduction
utilisation of assets for branch line operations;
of operational costs;
Operations management responsible for the branch lines
Identify opportunities to reduce fixed costs;
are focused on main line operations to the detriment
Initially limited opportunity for heavy investment to
ofbranch lines;
upgrade to core network or heavy haul standards;
There is a perception that branch lines have a shortage of
Focus will be to rebuild and sustain current design
assets, especially locomotives;
capacity;
Branch line costs and revenue are often not available
Know costs and design services that will allow reduction
ortransparent; and
of operational costs;
No special cost management processes exist to actively
Identify opportunities to reduce fixed costs; and
reduce costs on branch lines.
Initially limited opportunity for heavy investment to
9.3 Cost drivers and essentials for branch line upgrade to core network or heavy haul standards:
profitability Focus will be to rebuild and sustain current design
The main cost drivers for the branch line operations include capacity.
train operating costs as well the network maintenance costs.
Train operating costs include:
Diesel fuel or electrical energy;
Locomotive and wagon capital depreciation or leasing;
Locomotive and wagon maintenance;
Train crews;
Marshalling teams;
Terminal operations; and
Commercial (includes support costs, vehicle rentals,
communication etc.).

9.5 Transnet branch line initiatives
Reinstatement of the Magaliesburg-Hercules, Redan-Grootvlei and Grootvlei-Balfour north lines
Figure 102: Magaliesburg-Hercules and Grootvlei power station

Reinstatement of the Amabele-Mthatha and Alicedale-Grahamstown lines and the proposed KwaZulu-Natal rail link
Figure 103: Figure 101: Eastern Cape (north) cluster and proposed KwaZulu-Natal rail link

Reinstatement of the KwaZulu-Natal branch lines
Figure 104: KwaZulu-Natal branch line cluster

Reinstatement of the Wolseley-Prince Alfred Hamlet, Klipplaat-Rossmead and Sterkstroom-Maclear lines
Figure 105: Western Cape and Eastern Cape clusters

Reinstatement of the Graskop-Sabie, Mogopong-Zebediela and Pienaarsrivier-Marble Hall lines
Figure 106: Limpopo and Mpumalanga clusters

Reinstatement of the Belmont-Douglas, Orkney-Vierfontein and Springfontein-Koffiefontein lines
Figure 107: Free State and Northern Cape clusters

Reinstatement of the Calvinia-Hutchinson, George-Knysna, and Port Elizabeth-Avontuur lines
Figure 108: Western Cape, Eastern Cape and Northern Cape clusters

10 SADC Region
10.1 Transnets strategic intent: Africa strategy 10.2 Cross-border freight flows in 2012 (tpa)
To spearhead South Africas economy through export- Significant total surface cross-border flows are indicative
led growth strategy, through infrastructure and services of substantial regional trade and interdependencies.
provision in the freight services sector; Thefollowing are quite evident:
To focus specifically on improving trade and logistics in Total surface exports from South Africa to all neighbouring
the Southern Africa market so as to foster growth and countries exceed that of imports. This is also the case for
economic development; and rail traffic, except for Namibia;
To solidify South Africas competitiveness as a gateway Total surface and rail exports to Mozambique far exceed
into Africa by serving neighbouring land-locked countries that to any other country. Most of this traffic are destined
through its port and rail systems. for the port of Maputo and demonstrates the importance
of this route to the Gauteng economic hub and Mpumalanga
coal fields;
Rail traffic is significantly lower than total surface flows,
indicative of the substantial potential for rail development
in the region; and
Swaziland serves as an important conduit for through
traffic within the region.
Figure 109: Cross border freight flows (tpa)

10.3 Overview of regional rail infrastructure capacity, tons and TEUs
Figure 110: Railway tons and TEUs
The SADC has a Cape gauge rail system that is reasonably Focussed maintenance strategies and improved operational
well connected and can contribute significantly to economic efficiencies can contribute to regain rail capacity, but
development. for many corridors, this will not be sufficient and rail
infrastructure will require major rebuilding to meet current
However, most of the regional rail network is operating
and future imperatives.
at well below design capacity as infrastructure condition,
(asdescribed further on in this document), and rolling Rebuilding some of the more important rail corridors and
stock condition, availability and reliability have severely construction of a few additional strategic connecting lines
impacted on ability to match design capacity or meet present will contribute significantly to increased economic growth
transportdemands. and development and regional competitiveness.
The net effect was extensive loss of market share to road

transport with deteriorating road infrastructure and
associated environmental impact.

10.4 Overview of rail conditions in sub-Saharan Africa
Status quo
Figure 111: Rail conditions overview in sub-Saharan Africa
For decades there has been a lack of maintenance and The reasons for this have been well debated and studied
investment. As a result, most of the railways are badly for many years and are also well understood initial loss
run-down, requiring substantial rehabilitation of both of volumes and income from road transport deregulation,
infrastructure and rolling stock. followed by lack of investment and deferred maintenance,
leading to declining reliability and further loss of traffic.
During wars and civil disturbances, railways are often one of
the first targets for destruction and this has affected railways Reference: The SADC Regional Infrastructure Development Plan: Draft
either directly (eg Angola and Mozambique) or indirectly by Final Transport Sector Plan: 31 May 2012: Version 1.0.
separating inland railways from their ports (eg Malawi).
Theft of operating equipment has disabled services and tied

up available finance in replacement.
Many of the regional railway systems, in eastern and southern

Africa, are not functioning as they should, in virtually all
respects poor reliability, high accident and failure rates,
high costs, low volumes, financially loss making and not
operationally sustainable.

10.5 Detail of regional rail capacity, tons, and conditions
Design capacity Current
Railway Mtpa (Trains/d) Mtpa (Trains/d) Main capacity constraint

1. TRL/TRC 0.5 (2) 0.1 (0.5) Main constraint is collapsed marine services on lake
Mwanza Victoria Virtually no traffic.
2. TRL/TRC 1 (2) 0.4 (1.5) Poor track condition, poor equipment, lack of capital and
Kigoma working funds.
3. TAZARA 1.5 (3 to 5) 0.5 (1 to 2) Equipment availability and lack of working capital, needed
investment to break even, about US$200 million.
4. C
DN/CEAR 0.5 new section 0.2 (< 1) Severe capacity constraint on very poor 77km section,
Nacala Moz 5 (5) and also poor equipment availability.
5. CCFB Beira 7 (4 to 5) 0 (<1) Railway line refurbished to handle 7mtpa, coal traffic
Malawi/Moatize expected in 2011, further upgrade to 12mtpa will need
US$150 million. Link to Malawi not yet operational.
Expect five trains per day after 2011/2012, mainly coal
6. CCFB Harare 5 (6 to 8) 0.5 (1 to 2) Poor track condition, poor equipment availability, low
demand investment required.
7. CFM Maputo 6 (6) 2 (3) Thirty-wagon trains, refurbished track, main constraint,
lack of wagons and locos. Longer trains, 40-wagon, should
be aimed for.
8. NRZ BBR 15mtpa 1 on NS mostly BBR, Poor track and equipment needs US$150 million for NRZ
viability 385km BBR private and has marketing rights
10 to 15 2.5 on whole NRZ
on the Bulawayo Vic Falls line, ie, all NS transit traffic is
(2 to 3)
handled by BBR/NLPI. BBR is said to be profitable, but no
financials available.
9. RSZ Zambia 3 (6 to 8) 0.7 (1) Concession planned for +3mtpa, previously 5mtpa, poor
track condition. Track rehab required, improved loco
availability.
10. SNCC DRC 2 (4) 0.1 (< 1) Track and equipment very poor, WB US$250 million
funding considered
11. BR Botswana 4 (6 to 8) 2 (2 to 3) Excellent track, loco and equip rehab required.
One fuel train per day + cement, grain, soda ash.

12. Trans-Namib 2 1.8 Constraint locomotives and wagons. Increasing each
year. Track upgrade is contracted for Kranzburg Tsumeb.
Verylittle traffic via SA.
13. Benguela Angola 2.5 (5) N/A (<1) Refurbished, operational to Huambo to DRC border
by2011.
14. Lobito Angola 2.5 (5) N/A (2) Refurbished, operational to Malange.
Table 3: Rail condition details in sub-Saharan Africa
Reference: The SADC Regional Infrastructure Development Plan: Draft Final Transport Sector Plan: 31 May 2012: Version 1.0.

10.6 Overview of key development clusters along the North-South corridor
Figure 112: Key development clusters along the North-South corridor
Note: The draft report prepared for the SADC titled: The Malawi has two clusters one to the south that is being
SADC Regional Infrastructure Development Plan: Draft Final threatened by relations with Mozambique and a slowly
Transport Sector Plan: 31 May 2012: Version 1.0 contains a far developing cluster in the northern part of the country that
more complete list of proposed rail, road and air development could link into the Mtwara corridor as well as Mbeya. The
plans for the region and will, for the sake of brevity, not be cluster in the south is based on mining, agriculture, power,
repeated here. cement and logistics through to Mozambique, whilst the
cluster in the north is based on mining and agriculture and
The SADC has identified various development corridors, of
links to Zambia/Tanzania (possibly ports, power, roads
which the North-South corridor is considered one of the most
andrail);
important.
Tanzania has major long-term developments beginning to
In a recent study that Whitehouse and Associates presented unfold: the Mtwara corridor, with the petrochemical-driven
on 18 April 2012 to the Built Environment Professions Export cluster at Mtwara and the iron-coal and power cluster at
Council (BEPEC) on Opportunities along the North-South Mchuchuma-Liganga. There is also the central corridor,
corridor, they identified 11 key clusters of development. directly in the ambit of the NSC, which includes agriculture-
The figure above indicates these clusters, which includes the industrial, mining, power and cement developments;
summary of the overall development in the relevant countries Mozambique is the focus of some of the regions key clusters
as follows: notably in Tete, and including the logistics that this will
Botswana is developing a cluster of energy, mining and unlock through to the ports of Nacala and Beira. In addition,
related infrastructure from Orapa to Selebi Phikwe and it is thought that the Niassa province could have more
south, as well as a minor cluster around the Kazungula potential than Tete and will be the next major growth node.
border post. Mining cluster developing from Orapa to Allied to the Niassa province is the development of the huge
Selebi Phikwe is based on gas, coal and uranium; gas fields in northern Mozambique that should unlock major
projects in the next decade. There is also a development
node around Maputo based primarily on industrial and
commercial developments, urban development, airports
and the proposed new Port of Techobanine;

Zimbabwe does not have a true cluster as yet, but should in 10.8 Development potential for SADC railways
due course be focusing on: The need for rail infrastructure development within
Triangle area for sugar and agriculture; SADC is quite clear. Various prefeasibility studies have
Sengwa for coal; been conducted in the region, but very few projects have
Chivu for iron ore; and progressed beyond feasibility phase.
Zambias major thrusts are the copperbelt and movement Some of the reasons given are:
to the North-western province, and the southern cluster Low levels of economic freedom in SADC;
from Lusaka to Kafue and the borders with Botswana Lack of regional co-operation;
and Zimbabwe. The copperbelt development is based on Insufficient access to capital;
mining and the Lusaka area for industry, property and
Lack of ability to exploit/utilise FDI (foreign direct
logistics. The developments in the North West province
investment);
are particularly exciting and the area will in all likelihood
Highly complex consessioning arrangements;
become another Tete. There is already a proposal on the
table for the development of an industrial park in Solwezi High levels of political interference; and
to serve the mines. High levels of bribery and corruption.
10.7 Future regional integration Rail development projects associated with bulk mining such
Suggested uniform rail standards are being considered for as coal exports, appear to have a better chance of success
sub-Saharan Africa, with regional uniform standards, such as: due to simple funding arrangements and control.
Uniform general axle loads, likely about 20t, allowing 80t Opportunities for Transnet to participate in regional railways
wagons with 60t payloads; can take the form of:
Uniform track geometric standards, allowing train speeds Engineering and development agent;
of up to 80km/h; Concession holder or partner for build, operate and
Uniform track maintenance procedures; maintain phases;
Uniform track gauge, likely to be retained at 1 067mm; Track and rolling stock maintenance agency;
Standard wagon, coupling and braking systems, (dual Rolling stock OEM and supplier;
vacuum and air, gradually moving to air only to allow for Rolling stock leasing agent; and
longer trains) already in force;
Training and development.
Standardised maximum train lengths, often limited by
poor track condition, but ideally up to 50 wagons, requiring
passing loops of 900m; and
Ideally, a standardised mainline locomotive fleet, such as
a GE type +3000hp unit, allowing for ease of maintenance
and improved availability and utilisation.

Chapter 3 - Rail Development Plan

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Chapter 3 - Rail Development Plan

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RAIL DEVELOPMENT PLAN

Figure 1: Infrastructure overview map

Transnet 30-year Long-term Planning Framework 2013 29

30 Transnet 30-year Long-term Planning Framework 2013

Principle 6 highlights the need for integrated planning with

Figure 2: Development planning principles

Transnet 30-year Long-term Planning Framework 2013 31

Figure 3: Options for capacity creation diagram

Standardisation Communication based authorisation (CBA; In-cab signalling)

32 Transnet 30-year Long-term Planning Framework 2013

Transnet 30-year Long-term Planning Framework 2013 33

Figure 4: Capacity creation logic diagram

34 Transnet 30-year Long-term Planning Framework 2013

Figure 5: Infrastructure development alignment to SIPs map

Transnet 30-year Long-term Planning Framework 2013 35

Figure 6: Rail gauge context diagram

36 Transnet 30-year Long-term Planning Framework 2013

Figure 7: Global rail gauges

Transnet 30-year Long-term Planning Framework 2013 37

Figure 8: Rail connectivity and gauges in Africa map

38 Transnet 30-year Long-term Planning Framework 2013

Transnet 30-year Long-term Planning Framework 2013 39

40 Transnet 30-year Long-term Planning Framework 2013

A high level standardisation status assessment was taken

Good Acceptable Not acceptable

Axle load: Axle load on virtually all the main corridors

A longer-term goal would be to operate more heavy haul

Transnet 30-year Long-term Planning Framework 2013 41

Customer and commodity base: consolidation will

LTPF standardisation approach:

42 Transnet 30-year Long-term Planning Framework 2013

Figure 17: Condition train control

Figure 16: Condition OHTE (Electrical)

Transnet 30-year Long-term Planning Framework 2013 43

Figure 18: Network comparative performance

44 Transnet 30-year Long-term Planning Framework 2013

Figure 20: 2022 Flows map

Transnet 30-year Long-term Planning Framework 2013 45

Figure 23: Translating tonnage to capacity utilisation

46 Transnet 30-year Long-term Planning Framework 2013

Transnet 30-year Long-term Planning Framework 2013 47

Figure 24: Line capacity diagram

48 Transnet 30-year Long-term Planning Framework 2013

Figure 26: Network utilisation in 2022

The effect of Waterberg coal export is showing capacity

The line running through Swaziland also shows heavy

Transnet 30-year Long-term Planning Framework 2013 49

Figure 28: Network utilisation in 2042

50 Transnet 30-year Long-term Planning Framework 2013

Figure 29: Core network systems

Transnet 30-year Long-term Planning Framework 2013 51

Figure 30: Coal system network

52 Transnet 30-year Long-term Planning Framework 2013

Figure 31: Coal system status quo

Transnet 30-year Long-term Planning Framework 2013 53

Status quo Status quo

(d) Glencoe to Vryheid

54 Transnet 30-year Long-term Planning Framework 2013

Figure 32: Ermelo Richards Bay: demand and current capacity

Transnet 30-year Long-term Planning Framework 2013 55

56 Transnet 30-year Long-term Planning Framework 2013

Figure 33: Coal system: results after capacity interventions