“Acting CEO Chris Wells told Engineering News Online that the group is also interrogating several possible private-sector participation (PSP) models for the two alternatives, both of which would involve ‘significant investment’. He refuses to be drawn, however, on the amount of capital that could be involved, or on the nature of the partnerships being investigated, saying only that the PSP model is integral to the plan and is being canvassed with the miners as the studies progress.

“For their part, the miners involved (BHP Billiton, African Rainbow Minerals and Assore) have indicated previously that they would prefer to ‘go west’, and convert the high-performance Sishen-Saldanha line into a dual-commodity channel for iron-ore and manganese. That said, they have supported Transnet’s investigations into both a western corridor, as well as an eastern corridor involving the harbours of Port Elizabeth, Ngqura and Durban. Still, the miners feel that greater efficiencies would be possible on a channel that is dedicated to bulk commodities, rather than one that will also have to cater for general freight.

“Currently, the Sishen-Saldanha heavy-haul line is dedicated to iron-ore exports, and has emerged as Transnet Freight Rail’s (TFR’s) top performing corridor during 2009. In the six months to 30 September, export tons increased by 32.7% to 21.1 million tons in line with contractual commitments TFR has with Anglo American’s Kumba Iron Ore and Assmang, the joint venture between African Rainbow Mineral and Assore.

“The manganese miners would like to have access to this channel so as to boost exports from the Kalahari manganese field to some 12 million tons a year, from the current position of around five million tons, most of which is currently moved through the depth- and land-constrained harbour at Port Elizabeth. The Port Elizabeth channel has a theoretical capacity of six million tons yearly, but it is unlikely that this will ever be achieved, owing to a number of constraints, especially relating to stockpiles. ‘The big issue is that there is demand from the industry for a 12 million ton business, which is a massive ramp-up,’ Well explains.

“Under the current configuration, the yearly peak is expected to be about seven million tons, with Port Elizabeth probably only able to handle 4.5 million tons and with Durban in a position to handle up to 2.5 million tons. So, to reach the 12 million target, there are only two alternatives: to develop a terminal at the new deepwater harbour at Ngqura and continue using Durban for the overflow; or transform the bulk terminal at Saldanha into a dual-commodity facility for iron-ore and manganese.

“The iron-ore channel was in the process of being ramped up from 47 million tons to 60 million tons, but significant levels of capital will be required to go beyond that level. ‘To move to 80 million tons, which the iron-ore industry wants, will require massive investment in new infrastructure and rolling stock,’ Wells outlines, adding that any move towards the 100 million ton level once mooted, ‘looks prohibitively expensive’.

“However, a combined 90 million ton channel, with 78 million tons for iron-ore and 12 million tons for manganese, ‘looks full of potential’- this is reportedly because there would be a greater sharing of risk, especially at the port, than would be the case if only one commodity was involved. ‘Either way, the investment would be significant, and while we could probably cater for it on our balance sheet, we would probably look at some kind of PSP with the miners,’ Wells concludes.”

The contract with the Bombela consortium stipulates a late June completion date. Bringing the day forward looks like pushing up the price – which already stands at R25.4 billion. A decision on which fairy godmother might pay the difference, whatever that might be, was expected in October but now looks set to surface nearer Christmas.

[ Wouldn’t the line need to be finished some time before a June opening, if adequate test running were to be carried out first? – editor

“Inventor Fanie Neethling and world-renowned designer Brian Steinhobel have developed the low cost ZaZu® soccer horn using state-of-the-art technology to create a sculpturally beautiful South African musical product that’s set to take the sports world by storm.”

Asked by Tony Roocroft to briefly describe his invention, Neethling provided the following insights into the product:

“The ZaZu has a beautiful shape and a unique and appealing sound. During the design process considerable attention was given to providing world class and permanent branding opportunities to potential customers in the form of hi-tech, in-mould labelling and by including a lanyard along which a flag of choice can be draped. This use of a colourful flag is reminiscent of trumpets in years gone by.”

Only “the highest quality internationally approved pigments have been used in the production process, to provide a stunning range of vibrant and brilliant colours. The separately moulded mouthpiece is able to be removed and cleaned when necessary.”

[ Imaginative wording – and we rather suspect the reference to railways falls into the same category. – editor

The depot comprises world-class technology used by highly skilled specialists to manage the safe, quick and seamless movement of all 24 Gautrain trainsets and 125 feeder buses. “Passengers will have the freedom to go as they please in a fast-paced province that is brimming with opportunities,” said Premier Mokonyane.

She reiterated that Gautrain is a long-term investment by government in public transport and has been designed for 100 years. “Gautrain will change the face of public transport – not only in Gauteng but also in the rest of South Africa. We celebrate the beginning of a whole new lifestyle for the people of Gauteng. Soon, the best place to find work, housing and seek entertainment will be conveniently situated along Gauteng’s route. It will indeed be the transport mode for people on the move.”

As a visionary infrastructure project which invests in the socio-economic fabric of the province, the impact of Gautrain will become even more evident in the long-term. Taking advantage of a new lifestyle that is emerging, it is foreseen that Gautrain will have the necessary flexibility to adhere to passengers’ changing needs.

Increasing capacity will be simply a matter of linking more trains together or to decrease the intervals between trains. “This is the beauty of rail,” said Mokonyane. “Systems can be dynamically adjusted to passenger needs while integration with other modes of transport brings Gautrain within easy reach of all the people of Gauteng. Our vision of ‘public transport being a natural part of travel in a sustainable society’ means that our services need to be sufficiently attractive and competitive for people to choose public transport over their own car.”

The Gautrain depot comprises train and bus maintenance workshops, train system administration buildings and an operations control centre. From here, signalling, telecommunications, automatic fare collection, traction power and overhead distribution, closed circuit television (CCTV) cameras and maintenance will be managed using state-of-the-art systems.

A range of vigilant security systems will guard Gautrain passengers. This includes camera surveillance via 650 CCTV monitors, the SAPS railway police and over 400 visible security officers at all stations, car parks and inside trains. Passengers will be assured that they are constantly guarded and that the latest security technology will monitor all movement across the entire system.

At the train depot, Gautrain’s 24 train sets will be maintained, serviced, cleaned, and securely stabled overnight. Similar functions will be performed at the adjacent bus depot for Gautrain’s fleet of 125 luxury buses.

“We are proud to bring a truly sustainable heavy rail system to the people of Gauteng. By easing traffic congestion on our roads, we are simultaneously reducing our carbon footprint. By being the catalyst for a new urban form, our inner cities are rejuvenated while high density developments form closer relationships between business and people,” said Mokonyane. “Over and above that, social economic development has not been left behind.”

“I am happy to report that Bombela exceeded their socio-economic development obligations:
• Procurement from and sub-contracting to a total of 260 BEEs to the value of R1.4bn
• Procurement from and sub-contracting to a total of 90 new BEEs to the value of R720m
• Procurement from and sub-contracting to a total of 230 SMMEs to the value of R400m
• By 31 March 2009 13,400 jobs were created of which 92% were local and 70% HDI
• More than 11,000 unskilled and semi-skilled people were trained while 1,400 people received training in management skills.”

“I am sure you will agree with me that Gautrain is soon to become part of the heartbeat of the province. Our golden train will become synonymous with people on the move, hungry to invest in new opportunities, seeking new investments and opening up new markets. Today we celebrate a giant step closer to that exciting reality,” Mokonyane concluded before inviting guests to join her on a trip on one of the trains.

The first of nearly 50 train drivers have already graduated from the Bombela Operating Company’s training programme and have been trained to high levels of technical skill and competence.

An innovative part of this programme is a computerised driving simulator which allows the trainee to gain hands-on experience of the functionality of the on-board signalling system (Automatic Train Protection – ATP) and acquire the skills necessary to react properly to the information and orders given by the ATP through the train cab Multi Function Speed Display (MFSD).

The Gautrain driver cab simulator has been designed as a representation of the train driving cab with its main functionalities and with real fittings from the train, such as the seat, the traction/brake controller and the buttons. A full representation of the train cab MFSD has been computerised on a touch screen.

The Gautrain driver cab simulator permits the simulation of various ATP’s driving modes, from the normal (full supervision mode) to the degraded driving mode (proceed with caution, pass-stop mode), including emergency scenarios. Most incidents that might occur on the Gautrain system are represented on the simulator, to test and instruct drivers.

The two trainee stations provided permit two drivers to receive instruction simultaneously. By means of three plasma screens in the training room, six other “attending trainees” are able to watch the performance of their colleagues. Two instructors manage the group.

The simulator will be used in addition to practical training carried out on the test track at Midrand.