Rail: Network Status Quo Branch Lines Strategy

Transcription

1 Branch Lines Strategy Source: Transnet Group Policy Slide 1

2 Network Classification / Transnet Freight Rail Slide 2

3 Core Network Port- Rail Corridor Port Interconnect Cross-border Interconnect High volume Feeder Network operational flexibility Future Network Expansion Mafikeng Botswana Zimbabwe Musina Louis Trichardt Groenbult Lephalale Mozambique Polokwane Phalaborwa Vaalwater Zebediela Steelpoort Modimolle Nelspruit Komatipoort Witbank Kaapmuiden Namibia ErmeloSWAZILAND Hotazel Vryburg Vereeniging Klerksdorp Pudimoe Nakop Sishen Kroonstad Warden Vryheid Upington Veertien Strome Virginia Harrismith Bethlehem Kimberley Ladysmith Kakamas Douglas Bloemfontein Richards Bay Belmont Koffiefontein LESOTHO Pietermaritzburg Durban Springfontein Sakrivier De Aar Aliwal North Harding Maclear Port Shepstone Calvinia Hutchinson Rosmead Umtata Noupoort Hofmeyer Queenstown Saldanha Cape Town Beaufort West Klipplaat Worcester Oudtshoorn Knysna Mosselbaai Blaney Cookhouse East London Alicedale Port Alfred Ngqura Port Elizabeth Slide 3

4 Branch Line Network Closed Lines Zimbabwe Musina Lifted Lines Low volume active branch line High volume active branch line Botswana Middelwit Louis Trichardt Groenbult Lephalale Polokwane Phalaborwa Vaalwater Zebediela Steelpoort Modimolle Marble Hall Mozambique Witbank Nelspruit Komatipoort Mafikeng Kaapmuiden Namibia Nakop Vryburg Hotazel Pudimoe Sishen Vermaas Ottosdal Vereeniging Klerksdorp Makwassie Kroonstad Vrede Warden Ermelo SWAZILAND Vryheid Kakamas Upington Douglas Veertien Strome Virginia Kimberley Bloemfontein Bethlehem Harrismith Ladysmith Richards Bay Belmont Koffiefontein Springfontein LESOTHO Pietermaritzburg Franklin Durban Calvinia Sakrivier Hutchinson De Aar Rosmead Noupoort Hofmeyer Aliwal North Maclear Umtata Queenstown Harding Port Shepstone Beaufort West Saldanha Porterville Prince Alfred Hamlet Oudtshoorn Klipplaat Cookhouse Blaney Alicedale East London Cape Town Worcester Knysna Mosselbaai Port Alfred Ngqura Port Elizabeth Slide 4

5 Network Characteristics - Traction Core network is mostly 3kV DC or 25kV AC 25kV AC is the preferred standard Not Electrified (Diesel) 50kV AC 25kV AC 3kV DC Pyramid South Changeover points Ermelo Kimberley Vryheid New 19E Dual Voltage 3kV DC / 25kV AC LESOTHO Richards Bay Durban Beaufort West Saldanha East London Cape Town Mossel Bay Ngqura Port Elizabeth Slide 5

6 Network Characteristics Train Control Systems Main corridors mostly using CTC Many diverse systems in use Radio Train Order Telegraph Order Track Warrant Wooden Train Staff CTC Van Schoor Colour Light Richards Bay Durban Saldanha East London Cape Town Mossel Bay Port Elizabeth Slide 6

7 Network Characteristics Axle Loading High Density network is predominantly 20t/axle Heavy Haul lines are 26t/axle or higher Standard for new lines will be 30t/axle 30 t 26 t (rated 30 t ) 20 t (rated 22 t) 18.5 t 16 t 15 t 11.5 t Durban Richards Bay Saldanha East London Cape Town Mossel Bay Port Elizabeth Slide 7

8 Rail Planning Principles 1 Match Capacity to demand Capacity supplied ahead of demand Align investments with freight type 2 Improve operational characteristics Separate from commuter services and freight network where appropriate Reconfigure the network to optimize flows 3 Provide strategic and connectivity links Support connectivity to SADC / Regional railways Support flexibility for market shifts and port terminal locations 4 Standardisation Where possible, the network should be standardized in design to simplify operations, flexibility and maintenance Slide 8

9 Rail Planning Principles 1 Match Capacity to demand Installed Capacity Capacity Utilisation Projected Demand Operational Capacity = 65% of theoretical slots (35% for maintenance, peaks, = Demand % Capacity Annual Rail Timeslot requirements per section forecast for 30 years operational failures, etc.) Passing Distance Operating Speed Gradients / Curvature Train Control Systems Double / Single line Service Type Light Traffic <60%. No Action Required Moderate Traffic 60-80%. Consider Operational Re-engineering Heavy Traffic 80-95%. Operational redesign essential. Limited infrastructure upgrades. Traffic Limit %. Operational redesign limit. Infrastructure upgrades essential. Exceed Traffic Limit %. New Infrastructure needed. New operational plan. Transportation Modeling Convert Rail Demand per commodity to equivalent trains per day Assume efficiency improvement Assume market share shift Surface Forecast - all modes System Failure > 130% Significant infrastructure improvements. Doubling / new lines. Determine Rail-able portion Freight Demand Forecast Slide 9

10 Rail Planning Principles 1 Match Capacity to demand Installed Capacity Operational Capacity = 65% of theoretical slots Freight Supply Density (Production Areas) 35% = maintenance, peaks, operational failures, etc Capacity Utilisation Demand = % Capacity Freight Demand Density (Consumption Areas) Projected Demand Annual Rail Timeslot requirements per section forecast for 30 years Freight Demand Forecast Slide 10