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Surname, Initial(s). (2012). Title of the thesis or dissertation (Doctoral Thesis / Master’s Dissertation). Johannesburg: University of Johannesburg. Available from: http://hdl.handle.net/102000/0002 (Accessed: 22 August 2017). University of Johannesburg

2019

The effectiveness of a new electro-pneumatic braking system introduced on Transnet high capacity coal trains

Mini Dissertation

Phumzile Yeni

Submitted in Partial Fulfilment of the requirements for the

MASTERS OF PHILOSOPHY

ENGINEERING MANAGEMENT

In the

FACULTY of ENGINEERING and BUILT ENVIRONMENT

SUPERVISOR: DR. ANTON MANESCHIJN

CO-SUPERVISOR: PROF. J.H.C. PRETORIUS

10-January-2019 Declaration Page

I, “Phumzile Prudence Yeni”, student number “201464354”, hereby declare that this mini- dissertation is wholly my own work and has not been submitted anywhere else for academic credit either by myself or another person.

I understand what plagiarism implies and declares that this mini-dissertation contains my own ideas, words, phrases, arguments, graphics, figures, results, organization, except where reference is explicitly made to another’s work.

I understand further that any unethical academic behaviour, which includes plagiarism, is seen in a serious light by the University and is punishable by disciplinary action.

Signed ...... Date ...... 10-January-2019......

i Abstract

This study provides an analysis of the technology development within the railway brake system in the Transnet Freight Railway heavy haul line. The study focuses on brake system development within the freight railway business transporting coal from the mines in Ermelo to the client’s yard in Richards Bay. This study also provides findings from the technology development in freight railway braking system. An introduction of electronics in train braking system has brought operational improvements with an improved braking reaction feature that has simultaneous response capability during a brake command.

The study was performed to determine railway transportation strategies that will improve performance thus meet client’s demand and improve business revenue. An analysis of the studies conducted by various authors reveals that a technology developed braking system features include safe operation and improved brake management in trains with longer cargo. The electro- pneumatic brake system is well-defined as the system with an improved safety feature, consistent operation and possesses a quick response feature during an application to slow down motion or to stop.

An increase in export coal volume by a client has led into a research study on developments that will assist to achieve the expected quantities. A study conducted was aimed to achieve the coal tonnages as per the client demand, an increase in railway business revenues; improve the railway infrastructure business and operations. A study was conducted with reference to the railway brake system developments in different railway companies internationally.

The results of the study reveal benefits of the system to improve operations and the control of all cargo in a train. The train’s serial cargo identification reduces standing times in case of fault identification by locating a defective object. In order to ensure continuous improvement in railway infrastructure and business competitiveness within the South African Railway infrastructure and neighbouring countries; research studies within the company is recommended for greater depth resulting in an increase in revenue.

Dedication

I would like to extend my special gratitude to my children (Anelisa, Ndoselihle and Andile) for believing in me; their support in everything that I do strengthens me. My mother and friends have been supportive towards my degree.

I believe that the Master who deserves the greatest acknowledgement is my Lord and Saviour, Jesus Christ.

iii

Acknowledgements

I would like to extend my special gratitude to my colleagues at Transnet and GDID with support towards my research.

I would like to thank my Supervisor Dr. Maneschijn and Prof. J.H.C. Pretorius for believing in me and providing the opportunity to complete my master’s degree. The meetings we had have always assisted me and gave courage to continue.

Contents

Chapter 1: Introduction ...... 1 1.1 Background ...... 1 1.2 Research Problem Statement ...... 5 1.3 Research Hypothesis...... 6 1.4 Objective of the Study ...... 7 1.5 Purpose of the Study ...... 7 1.5 Purpose of the Study ...... 7 1.6 Chapters Overview ...... 7 1.7 Chapter Conclusion ...... 9 1.6 Chapters Overview ...... 9 1.7 Chapter Conclusion ...... 10 Chapter 2: Literature Review Studies ...... 11 2.1 Introduction ...... 11 2.2 Definition of the Braking System ...... 11 2.3 Factors and Benefits of the Improved System Design ...... 12 2.3.2 Braking System Performance ...... 14 2.4 Constraints ...... 19 2.5 Chapter Conclusion ...... 20 Chapter 3: Research Methodology ...... 21 3.1 Introduction ...... 21 3.2 Research Approach and Design ...... 21 3.3 Research Setting ...... 22 3.4 Study Population and Sample ...... 23 3.5 Data Collection ...... 24 3.6 Reliability and Validity ...... 27 3.7 Data analysis ...... 28 3.8 Chapter Conclusion ...... 29 Chapter 4: Results and Findings ...... 31 4.1 Introduction ...... 31

4.2 Discussion of the research question...... 31 4.3 Chapter Conclusion ...... 38 Chapter 5: Conclusion and Recommendations ...... 39 5.1 Introduction ...... 39 5.2 Discussion of the research questions conclusions ...... 39 5.3 Chapter Conclusion ...... 41 5.4 Recommendations ...... 41 REFERENCES ...... 43 BIBLIOGRAPHY ...... 50

List of Figures Figure 1: Coal line route between Richards Bay and Ermelo (Transnet, 2014) 3 Figure 2: Locomotive fitted with ECP system components in heavy haul line 4 (Transnet, 2014) Figure 3: Heavy haul jumbo wagons fitted with ECP system components (Transnet, 2014) Figure 4: Rail mounted train condition monitoring system 25 Figure 5: Data collection and transmission (Wikipedia) 26

vii

List of Tables Table 1: Results of rail and export tonnage 5 Table 2: Braking time of high-speed train (Zhu et al., 2014) 18 Table 3: Stopping distance results between Richards Bay and Ermelo 28 Table 4: Stopping distance results between Ermelo and Richards Bay 29 Table 5: ECP train test results 32

viii

List of Graphs Graph 1: Terminal coal delivery vs. coal export per annum 6 Graph 2: Investment Recovery (González-Gil, et al. 2014) 16 Graph 3: Results Analysis 33 Graph 4: Coal volume growth in million ton 33 Graph 5: Space taken during a braking manoeuvre (Malvezzi et al, 2013) 34 Graph 6: Space taken during a braking manoeuvre (Malvezzi et al, 2013) 35 Graph 7: ECP and conventional air brake train (Volpi 2013) 36 Graph 8: Trains turn-around time 37 Graph 9: Train derailments 38

List of Acronyms AAR Association of American Rail Road

AD Alternating Current

ATC Automatic Train Control

CCD Charge-couple Device

DC Direct Current

DPE Department of Public Enterprises

ECP Electro-Pneumatic System

EMU Electric Multiple Units

EOT End of Train

ITCMS Integrated Train Condition Monitoring

Mt million ton

NPA National Ports Authority

RBCT Richards Bay Coal Terminal

RTU Remote Train Unit

SA South Africa

SAPO South African Port Operation

TFR Transnet Freight Rail

U.S. United States

TTBS01 Tests verification tool

Chapter 1: Introduction

1.1 Background

Transnet SOC Ltd is a large South African rail, port and pipeline company, headquartered in the Carlton Centre in Johannesburg. Transnet was formed as a limited business on 1 April 1990 (Transnet, 2018). “The majority of the company's stock is owned by the Department of Public Enterprises, or DPE, of the South African government” (Transnet, 2018). The company was made by restructuring into business units in the operations of South African Railways and Harbour’s and other existing operations and products (Transnet, 2018). Formed

The organization units of Transnet include: • Transnet National Ports Authority and Transnet Port Terminals - NPA and SAPO - own and operate the country's main seaports • Transnet Pipelines - principal operator of South Africa's fuel pipelines • Transnet Freight Rail railway operator - freight service • Transnet Rail Engineering - rolling stock manufacturing and maintenance (Transnet, 2018)

Transnet offers efficient, incorporated transport facilities to the bulk and manufacturing sectors. The company commitment is to ensure that the business delivers an efficient transport platform that facilitates trade growth in SA (Transnet, 2018). “Transnet has capabilities to transport goods to the most distant destination for the clients” (Transnet, 2018). Transnet is the custodian of Port, Rail and Pipeline Infrastructure Transnet serves explicit industries to control its strength in assets. Transnet collaborates with clients to jointly design services and capitalize in areas that increase the performance of all parties (Transnet, 2018).

Transnet Freight Rail is “an exceptional heavy haul rail business that specialises in the carriage of cargo” (Transnet, 2014). The company sustains an extensive rail system across South Africa that associates with another rail network in the sub-Saharan region, with its rail organization (Transnet, 2014). “Transnet Freight Rail has put itself to become a cost-effective and sustainable

1 freight railway business, supporting in driving the competitiveness of the South African Economy” (Transnet, 2014). The company is made-up of the subsequent businesses; • General freight commercial, • Coal line and • Ore line (Transnet, 2014)

Transnet has embarked on the Market Demand Strategy qualifying the effectiveness, growth and expansion of the South African economy transporting consistent freight handling and carriage amenities (Transnet, 2014). The research study focuses in Richards Bay an area situated in the Eastern Region of South Africa; transporting coal from the mines in Ermelo to Richards Bay Coal Terminal. Transnet consists of heavy line that transporting coal and general freight (Transnet, 2014).

Specializing in the country’s “black gold” (coal), this Business Unit accounts for over 60% of TFR’s revenue. Through the domestic coal sector, “the Coal BU plays a vital role in the transportation of requisite amount of coal to Eskom and other industries to generate electricity for the country” (Transnet, 2012). Furthermore, “the unit is responsible for exporting sizeable amount of coal to generate billions in foreign exchange through Richards Bay Coal Terminal (RBCT), Maputo ports (TCM & Maputo Main Port), Navitrade and Transnet Port Terminal in Richards Bay and Bulk Connection in Durban”. “The unit’s commitment in transporting coal is in line with the company’s long-term strategy to migrating traffic from road to rail” (Transnet, 2012).

Richards Bay Heavy Haul Line

Figure 1: Coal line route between Richards Bay and Ermelo (Transnet, 2014)

Notes

“Achslast” - Axle load

“Dieselbetrieb” - Diesel operation

3 kV (DC) - The traction line properties

Figure 2: Locomotive fitted with ECP system components in heavy haul line (Transnet, 2014)

Figure 3: Heavy haul jumbo wagons fitted with ECP system components (Transnet, 2014)

1.2 Research Problem Statement

There is continuous demand for export coal to other countries. Therefore, RBCT must expand their yard so that they can keep enough coal on site for export. This means Transnet must increase the coal volume to meet this demand. The transportation of coal therefore must be up to speed so that coal is readily available for export. The Transnet trains therefore must improve the delivery service of coal. “The company sustains an extensive rail network across South Africa that associates with other rail network in the sub-Saharan region, with its rail infrastructure” (Transnet, 2014). Even if this is the case Transnet is still pressured to deliver the coal on time and in bulk. “Transnet Freight Rail has put itself to become a cost- effective and sustainable freight railway business, supporting in driving the competitiveness of the South African Economy”. In order to sustain the competitiveness Transnet therefore must keep upgrading their cargo for them to deliver on time.

According to a research conducted, increasing the number of trains only is not a solution. The increased train numbers increase railway traffic and thus cause congestion in the main yards. Therefore, a research conducted on the solution that will assist both Transnet and RBCT to maximise their demand. RBCT has an increasing demand of export coal and a reduced turn- around time for the loaded vessels. The terminal performance illustrates the recorded tonnages of coal delivered to RBCT by Transnet and the export coal from the terminal over a period of three years.

The table below consists of the recorded terminal performance.

Year 2009 2010 2011 Coal tons exported 61 136 437 63 427 448 65 511 840 Coal tons received 61 003 548 62 860 748 65 705 933 Table 1: Recorded results of rail and export tonnage

1.3 Research Hypothesis

What is the reliability or the assurance that the incorporation of the new braking system in the train will improve the efficiency, which will result in the delivery of the coal to the harbor quicker? The hypothesis of study will therefore prove that the technology installed in the trains will Increases capacity: advanced speeds and enhanced braking, develops train handling and thus decrease related derailments and train breaks, improves turnaround time and increase safety margins, decreases cycle times in change over yards, increase consistency, and availability of the locomotives and wagons fleet (Transnet, 2011).

The graph illustrates the coal delivered to the terminal by Transnet and the export coal over a period of 11 years. There has been a decline in delivery of coal followed by an increase in demand of coal since the year 2009.

Delivered and export coal tonnage records 74 RBCT export coal (mt); 72 71,2 70 68 66 64 62 60 58 Coal volumeCoal in million tons 56 54 Year Year Year Year Year Year Year Year Year Year Year 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Coal delivered by Transnet (mt) RBCT export coal (mt)

Graph 1: Terminal coal delivery vs. export per annum

1.4 Objective of the Study

A study objective is to analyze the efficiencies of the new braking system and see how they improve the transportation of coal to meet the demands of the client. The research also aims to determine the effects of the technology improvements not only in fastening the transportation of coal but in improving the train system in its totality which can has the potential to increases capacity, advanced speeds and enhanced braking. The developed train handling, improves turnaround time, increase safety margins, decreases cycle times in change over yards, improved energy efficiency and availability of the locomotives and wagons fleet (Transnet, 2011)

1.5 Purpose of the Study

The purpose of the study is to review the introduction of an electro-pneumatic system on the jumbo wagons to improve the low brake rigging efficiencies. This is inspired by an ever increasing targets set by management to increase throughput on the coal line. Jumbo wagons were found to have low brake rigging efficiencies and hence long stopping distance after an application. To improve the efficiency, one of the possible solutions was to introduce a braking system that can increase the brake rigging efficiency on coal line wagons.

1.6 Chapters Overview

1.6.1 Chapter 1: Introduction

This section consists of the background and overview of the train operations Transnet and operations conducted by the company. The objective of the study is clearly stated, problem statement and the research hypothesis.

1.6.2 Chapter 2: Literature Review

The literature review chapter provides other theory of the research topic with regard to findings on the study conducted by different writers. The chapter elaborates on the study topic thus providing answers to the research topic.

1.6.3 Chapter 3: Research Methodology

The research methodology chapter defines the research approach selected to conduct the study. Research settings will be clearly detailed providing research settings, study population, and data collection. The content will provide data selection criteria and tools used in the coal line during the process. Approach information is provided; methodology settings, study population, and data selection criterion.

1.6.4 Chapter 4: Results and Findings

The chapter provides discussion of the analyzed data collected during a study following a study methodology criterion. The results summarized following an outcome, which clearly defines the hypothesis of the research.

1.6.5 Chapter 5: Conclusion

This chapter outlines and concludes the whole research project the chapter summaries that provides an overview of the research findings and recommendation.

1.7 Chapter Conclusion

This chapter of a study provides a reader with the content summary of a study conducted on the subject. An overview provides a presentation of the content of each chapter. This presents a breakdown of the arrangement of the research paper. The following chapter provides a literature overview of the study with reference to various authors who have conducted similar studies on the development of brakes.

1.6 Chapters Overview

1.6.1 Chapter 1: Introduction

1.6.2 Chapter 2: Literature Review

1.6.3 Chapter 3: Research Methodology

The research methodology chapter defines the research approach selected to conduct the study. Research settings will be clearly detailed providing research settings, study population, and data collection. The content will provide data selection criteria and tools used in the coal line during the process. Approach information provides, methodology settings, study population, and data selection criterion.

1.6.4 Chapter 4: Results and Findings

The chapter provides discussion of the analyzed data that is collected during a study following a study methodology criterion. The results are summarized following the outcomes which clearly defines the hypothesis of the research.

1.6.5 Chapter 5: Conclusion

This chapter outlines and concludes the whole research project the chapter summaries that provides an overview of the research findings and recommendation.

1.7 Chapter Conclusion

Chapter 2: Literature Review Studies

2.1 Introduction

The purpose of this chapter is to give theory about the research topic, stating the detailed description and analysis of the electronically train braking system, competence of the developed system, constraints and studies conducted by several authors regarding the technology improvements on train brakes. The information in this chapter is relevant to provide answers to the research problems. The literature study is categorized into the sections that will assist in providing responses to the research questions. Sections are presented in the sequence below; • The first section is the definition and history of train brakes • Factors and benefits of the improved design • The challenges encountered with the design

2.2 Definition of the Braking System

The reason for a brake command activity is to achieve controlled velocity of the train, either to achieve a specific lower speed or to stop at a settled point (Cruceanu, 2012). The invention of the pneumatic brake system by George Westinghouse is the basis of the brake system used in railroad infrastructure to decelerate and stop the train (Symril, 1998 and Deshmukh & Madanmohan, 2014).

Many researchers have conducted investigations on the development of train brakes (Anbalagan, et al., 2013 and Sharma, Dhingra & Pathak, 2015). Brakes are characterized as a mechanism that increases functional resistance in order to retard the turning motion of a wheel (Anbalagan, et al., 2013). Anbalagan, et al. (2013) defines train braking as an extremely complex process, particular to railroad vehicles and of extraordinary imperative by a basic commitment to the well-being of the activity Cruceanu, 2012).

According to a study conducted by Cruceanu (2012), the process results from the way that amid braking activity happens in various phenomena that includes mechanical, electrical and

11 pneumatic system. According to Deshmukh (2014), brakes are the railroad transport system that acts to control the motion in response to a command of a controller or an operator. Deshmukh (2014) concluded on his research that the braking system is designed for train vehicles to decelerate and keep trains stationery in order to ensure safety in the railway environment (Deshmukh, et al., 2014).

According to a study conducted regarding a braking system of the railway trains, the system is defined as an important feature and complex system that is required to control the motion of multiple vehicles connected effectively and simultaneously during an application (Sharma, et al., 2015). Cruceanu (2012) describes the complexity of the braking system by occurrences of various kinds that participate during the process such as electrical, mechanical, pneumatic etc. (Cruceanu, 2012).

2.2.1 Electro-pneumatic brake system

A pneumatic brake system is “a railway transportation system that is dependent on the compressed air for braking control” (Wikipedia). Cruceanu (2012) describes the complexity of the braking system by occurrences of various kinds that participate during the process such as electrical, mechanical, pneumatic etc. (Cruceanu, 2012). The pneumatic control in train brakes was developed and adopted after research studies that were conducted as the train transportation demand and tonnages were increasing (Cruceanu, 2012).

2.3 Factors and Benefits of the Improved System Design

2.3.1 Train Braking System Technology and Development Management

Management of the braking system and analysis of the brake performance shows significant improvement of efficiency in the railway transport system (Pugi, Malvezzi, Papini & Vettori, 2013). Several researchers have conducted studies on the management of the braking system and analysis of the braking performance (González-Gil, Palacin & Batty, 2013). The braking performance of railway vehicles at high-speed is improved by the development of brakes (Zhu,

Shang, Zhang, Yan, & Wu, 2014). The braking performance development with technology has been conducted in the railway industry for the analysis of performance (Kim, 2012).

The results of a study reveal that “performances of trains with on board super-capacitors can be considerably improved using advanced control methods”, (Ciccarelli, Iannuzzi, & Tricoli, 2014). The authors have concluded on their study that using a detailed mathematical program train performance can be improved by considering a detailed mathematical programme with advanced practices (Ciccarelli, et al. 2014). Many researchers have conducted investigations on improved technology in railroad cars (Li, Sharkh, Walsh, & Zhang, 2011; Ni & Ye, 2012; Zhu, et al., 2014). According to the findings; introduction of electronic technology in train brakes has brought significant, improvements in reliability and safety (Li, et al., 2011).

Studies have highlighted that electronically controlled braking system provides various improvements within the railroad infrastructure that include gradual response during an application (Zhu et al., 2014). In the recent years, rail route wagon advances are successfully created. The characteristics are comprised with low tare weight, high unwavering quality of wagon body innovation, overpowering pivot load and low wheel/track impact. Other features comprise of quick speed bogie innovation, low motivation coupler and draft adapt innovation, high unwavering quality of train brake innovation and propelled manufacturing innovation (Ni & Ye, 2012; Zhu, et al., 2014).

Several studies on the improved systems emphasize the importance of conducting the inspection on trains fitted with the new system to ensure the safety of a fitted system. Evaluation tests were conducted on train fitted with the new technology brake system at a high-speed of 400km/h to determine performance and in results from analysis of data recorded (Kim, 2012). It has been noted that with the new technology in control there are significant improvements on railway safety and train reliability thus increasing efficiency on longer trains. The authors in their study on railway technology development refer to safety as the key element in the designs (Ning, Tang, Dong, Wen, Liu, Gao & Wang, 2011; Zhu, et al., 2014).

Several researchers conducted safety analysis on braking system safety while descending and during a brake command to ensure that vehicles remain stationery while at rest. Analysis and tests conducted on braking performance considers the braking pad friction in order to obtain reliable performance (Pugi, et al., 2013).

2.3.2 Braking System Performance

Several researchers have been focusing on the infrastructure development within the railway sector thus leading to the analysis of benefits introduced by the new technology Train developments are realized to bring significant improvements to the braking system thus reducing delays which may result due to poor performance (Jiang & Niu, 2015). Researchers have conducted a braking performance on high-speed trains to determine braking characteristics (Zhu, Shang & Zhang, 2014). Utilizing the ECP framework to apply the constraints consistently and immediately gives enhanced brake control, abbreviates the ceasing separations and minimizes a rate of derailments (Ahmed, Aboubakr, Volpi, Shabana, Cheli, & Melzi, 2016).

Essential ECP particulars are composed for frameworks to give stopping mechanism control utilizing an electronic correspondence media working at about the speed of light; in this way giving improved braking ability over that of customary U.S. single-line air only equipment (Smith & Carlson n.d.). Electronically controlled brake system is providing the railway industry with proficient brakes allowing the sector to increase the productivity with improved train handling on longer trains (Liu, Liu, Huang, Gui & Hu, 2012).

2.3.3 Train Serial Identification

Research show that many performance tests have been conducted on the braking system technology improvements. Railway technology that is electronically controlled was found to be more effective with an ability to detect faults that were not recognized through visual inspection (Cruceanu, 2014 and Kim, 2012). An article presented by the authors; provides an indication of storage battery technologies for railways electric cars (Shimada, Miyaji, Kaneko & Suzuki,

2012). The technology improved system renew brakes with prolonged operative speed control, provides an ability to extend the functional speed range for regenerative braking by means of storage batteries to intensify the direct current (DC) voltage for the inverter, and which is used in the proficient regenerative system (Shimada, et al 2012).

2.3.4 Cost Effectiveness

An electronically comprised brake system has been recognized as cost effective with reduced component wear thus postponing a life of friction brake components such as brake pads etc. (Cruceanu, 2012). A health management system has been adopted and piloted on the system parts to improve the efficiency and safe operation to minimize faults by ensuring that safe maintenance procedures are controlled (Jiang & Niu, 2015).

Several papers were compiled by different authors with the results of a research work clearly highlighting savings introduced by new technology thus improving on the comfort control functions in railway vehicles. Authors have characterized technology development on systems as improvements on administrative timetables; the application of eco-driving procedures has been recognized as the most encouraging answers for those frameworks (Teymourfar, Asaei & Iman- Eini, 2012; Hannan, Azidin & Mohamed 2012; González-Gil, et al. 2014).

According to the study by Xia (2011), the adoption of longer trains may lead to the cost savings to the railway operators. Powell (et al. 2014), conducted a study on the cost implications in the railway services that was brought because of the introduction of the electro-pneumatic system. In addition, the following graph below provides details of the projected investment saving of the electro-pneumatic brake system.

Investment Recovery

8000 7000 6000 5000 4000 3000 2000 1000

$ per railway car railway per $ 0 -1000 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 -2000 -3000 Year

Graph 2: Investment Recovery (González-Gil, et al. 2014)

2.3.5 ECP Feature and Benefit

Based on the research outcome train technology is regarded as the solution in reducing turn- around time, safe operating environment and improved efficiency brought by the advanced automatic control in transit trains. The brake system response during a command is a key element in safety within an operation and an influence in efficiency leading into several researchers conducting simulation tests (Fen-Ling & Dan, 2012; Cantone & Vullo, 2014).

ECP trains are characterized as high-speed trains according to research conducted by different authors (Liu, et al., 2012). “With the development of high-speed train, the running speed becomes greater and greater. In order to certify the new generation of train with aerodynamic brake successively in a high-speed safety; a good braking wing must be selected” (Liu, et al. 2012). Simulation tests conducted by (Fen-Ling & Dan, 2012) has revealed different results from an actual train readings as there are external factors that are adopted by a train in traffic, such conditions include a slope radius, acceleration and deceleration which then affects speed changes.

TTBS01 is considered as a good tool that can lead to accurate results that clearly assist in determining brake forces with respect to constraint pad resistance factor for the system effectiveness (Luca et al., 2013). Train safety and efficiency are being guaranteed by the automatic control of braking systems that has been developed through technology (Sun, Hou & Tang, 2011). Train efficiency and safety is dependent on the train control system for its operation (Fen-Ling & Dan, 2012).

2.3.6 Safety

Many researchers have shown interest on the new technology and the safety improvements brought by the technology development resulting in reliability of safety and automatic brake application. The authors have developed several ways to ensure automatic brake control that are magnetic, and rail mounted to ensure signals are obeyed thus preventing accidents (Banerjee, De & Singh, 2012). Authors concluded on their studies on high-speed and electric trains; in order to ensure safety and comfort in train operation at high-speed using ATC, implementing an automatic train control system will improve operating conditions (Li, Yang, Li & Gao, 2014).

“In order to ensure improvements in consistency, safety and proficiency; progressive approaches of management, fault-detection and fault diagnostics become gradually significant” (Niu, Zhao, Defoort & Pecht, 2015). The findings on a study conducted revealed, “satisfaction on fault detection and isolation enactments even under cumulative uncertain performance simulation tests on fault detection and diagnosis on fault detection for a pneumatic equalizer control unit of locomotives electronically controlled air brake system” (Niu, et al. 2015). Sensors in the condition monitoring system have an ability to monitor the behaviour of train systems (Niu, et al. 2015).

There are several papers related to the study of high-speed train, good braking, safety compliance and efficiency improvements (Levchenkov & Gorobetz, 2015). Many studies were conducted to ensure safety on electric controlled trains to overcome skidding when decelerating under low- adhesion-coefficient (Kondo, Ohishi, Makishima, Mori & Uezono, 2015). Authors on their findings of analysing performance of high-speed trains in order to ensure safety have concluded

17 that a braking wing improves efficiency during brakes application (Levchenkov & Gorobetz, 2015; Kondo et al. 2015). Simulation tests were conducted, results show trains with braking wings while travelling at high-speed has an ability to stop faster than a train without wings (Zhu et al., 2014). The table below demonstrates effectiveness and response time of the improved technology during an application on trains used in different countries globally (Zhu et al., 2014).

The table below shows braking time of high-speed trains Velocity High-speed train High-speed train High-speed train (km/h) with with without Bent braking wing Straight braking Braking wing wing 450 97.68 97.84 98.62 425 95.14 95.29 96.03 400 92.35 92.45 93.14 375 89.23 89.25 89.92 350 85.69 85.71 86.31 325 81.66 81.67 82.22 300 77.08 77.05 77.56 250 66.50 66.41 66.84 200 53.05 52.95 53.27 150 43.19 43.12 43.27 100 27.1 27.08 27.13 Table 2: Recorded braking time of high-speed train (Zhu et al., 2014)

2.3.7 Train Reliability

Safety is an important subject in the railway sector. Safety improvements are one of the important characteristics of improved technology conducted studies on the benefits of improved technology in South African heavy haul trains with an advantage of an instantaneous response in all vehicles during an application thus reducing incidents (Xia & Zhanj, 2011). The Association of American Rail Road (AAR, 2016) paper reveals that rail technology developments are making

18 the railroad industry to be safer constantly and continuously improving as technology implementation and operating practices are incorporated.

On a study to reduce train derailments, the authors have conducted an analysis of the software development that will enhance in-train forces in freight heavy haul vehicles in order to improve efficiency and the braking performance (Cantone & Vullo, 2014). Simulation tests have been adopted to ensure safety and satisfaction on interoperability of trains and to conduct analysis on the brake system performance (Luca, Malvezzi, Papini & Tesi, 2013).

Several authors have conducted a study and tests on the direct moment activated through electrically controlled trains and friction brakes. The results obtained from studies conducted reveals that a control of constantly undisturbed moments permits substantial on demand changes of the railway car reaction in curves, safety improvements during extreme driving conditions (De Novellis, Sorniotti, Gruber, Orus, Fortun, Theunissen & De Smet, 2015).

2.4 Constraints

A minor failure may lead to a severe impact on the performance of the equipment. The Failure Mode and Effect analysis is a mainly a quality planning tool to recognize failure and effect and prioritize the risk on system, product or service. The model-based tool establishes control, prioritize process and prevent process errors (Banerjee, 2015).

A train cannot depart until a failure is determined and the entire vehicle coupled in a train appears on the train screen found in the leading locomotive. The authors presented a strategy to follow while facing a challenge of the semi-automatically created code to be used expected to analyse progressive electro-pneumatic brake systems, different brands, for industrial vehicles, using a model-based methodology, by means of task, domain and platform simulations (Jurado, Santofimia & Redondo, n.d.).

2.5 Chapter Conclusion

Analysis of information on the studies carried out by different authors concludes that hybrid system developments are an advanced methodology improving operations within the railway sector. Intelligence observed in the combined brake system is acknowledged as a solution to manage brake operation thus improving the railway business operation. Results of this study finding will be discussed in the following chapter.

Chapter 3: Research Methodology

3.1 Introduction

This chapter provides a reader with details of the research method selected for the study. The chapter begins with an explanation of related method that was followed in railway freight braking system technology developments. Definitions of the criterion used are provided and the purpose of using a selected method of technology development in railway braking system and results obtained during the process. The instruments used are highlighted and the population study is detailed.

3.2 Research Approach and Design

A research is termed as a continuous study that involves data collection, analysis that leads into questioning that will then lead into more analysis being conducted (Strauss & Corbin, 2014). An approach selected for the study is a quantitative approach. Walker (2005), defines a quantitative research as a methodology that is presented in three categories; descriptive, correlation and experimental. The quantitative method in this the best method selected to give answers, obtained through data analysis on the behaviour of trains. A study is conducted through analysis of data recorded by train systems while they are in motion covering a return distance from the terminal in Richards RBCT heading to the mines in Ermelo.

A rail-mounted tool was used on railway infrastructure in the U.S. and Los Angeles to evaluate benefits and costs of rail improvements alternatives, which will be influenced by the increase in demand of the railway transportation. A hybrid simulation approach applied during a research integrates a system software and timetable usage during a case study. Methodology used became a success; analysis of records has detailed significant improvements with incredible results (Pouryousef & Lautala 2015).

3.3 Research Setting

Transportation information is provided utilizing two distinctive methodologies: statistics as well as the computational intelligence. A statistical method that is adopted in the railway transportation includes mathematical data collection, planning and organizing; analysis is conducted considering data collected through sampling (Karlaftis & Vlahogianni, 2011).

3.3.1 Field Test Method

The study was conducted between Richards Bay and Ermelo in the Eastern Region of Coal line in the Republic of South Africa. The average electro-pneumatic train consists of 6 locomotives and 200 wagons while a pneumatic controlled train consists of a maximum of 100 wagons. An empty train was set to depart in Richards Bay to be loaded with coal in Ermelo mines. There were four stop tests conducted between Richards Bay and Ermelo in empty condition and three stop tests were conducted between Ermelo and Richards Bay in loaded conditions. A sketch provided below illustrates a train sequence that was followed, locomotives at the front, test coaches and wagons fitted with an EOT on the last vehicle.

Sketch 1: Train set-up for a test train

3.4 Study Population and Sample

Sampling in this paper considers being the guideline in decision-making achieved through quantitative research in order to identify findings in a targeted population (Coughlan, Cronin & Ryan, 2007). Two trains fitted with electro-pneumatic system were sampled and recorded by the ITCMS (Integrated Train Condition Monitoring) results. The train list was manually verified to ensure that recorded data is a true reflection of the sampled train list.

All selected vehicles were fitted with an electro-pneumatic brake system. The selected population was ensured for readable transponder tag with a vehicle number and the type or manufacturer of the electronic braking system fitted in each car i.e. 63 259 608 (wagon number) and CCEPW2 (wagon type). Results obtained through sampling provide an overview of the population size (Coughlan, et al., 2007).

3.4.1 The Sampling Criteria

All vehicles selected met the sampling criteria for conducting a research. The selected railway vehicles had to meet the following criteria; • The trains selected consisted of locomotives, test coaches and wagons fitted with ECP braking system new components • The wagons were coupled in rakes of four • All vehicles each fitted with transponder tags on both wagon sides as a tracking device • All vehicles selected had been conducted a major service within a period of three months

Selected vehicles include locomotives and jumbo wagons. 11E locomotives selected are fitted with electro-pneumatic braking controls. Wagons selected for the sampling criteria are the jumbo types; each wagon has 4 axles with an ability of 24-ton load and fitted with electronically controlled braking system.

3.5 Data Collection

3.5.1 Data Collection Instrument

Condition monitoring has an ability to track faults on the initial stages through signals. ITCMS has an ability to provide accurate results as it is rail mounted; the system requires signal processing to detect corrugation from railway vehicle vibrations (Tsunashima, Naganuma, Matsumoto, Mizuma, & Mori, 2012).

A formulation of data recorded; was structured to conduct analysis that provides advancement on the new system implemented on railway vehicles. Information was recorded with a set of hypothesis statements that guided data collection as basis of the research study. The hypothetical questions are as follows;

• Is the electronically controlled system efficient? • Is the train safety feature improved? • Will the turn-around time be improved? • How reliable is the electro-pneumatic system?

The questions were used to gather data. Answers to the questions provided information that determines the need of the advanced system and the necessity of the system within the railway environment. Collected data was set for analysis to obtain results that will determine if they provide answers that bring about change within the railway infrastructure and good benefits of the railway transport advanced braking system.

Data collected by the rail-mounted system in different measuring stations. The similarity method applied to track the records is determined to provide the researcher with information that reveal behaviour of the railroad vehicles and train characteristics.

Figure 4: Rail mounted train condition monitoring system (Data Collection Instrument), (https://www.sphinxcomputer.de/zeige)

3.5.2 Data Collection Procedure

A development of the wayside condition monitoring system influences safety in the railway infrastructure through monitoring safety of the rolling stock (Schlake, Barkan, & Edwards, 2011). Transnet adopts the wayside train condition monitoring system to improve operational safety. Imposed improvements on the effectiveness railcar observation of conditions could significantly minimize in-service catastrophes and derailments, operative wastefulness in railway infrastructure and could cultivate efficiency, capabilities and dependability. Condition monitoring is a connection in the improved management of the railway infrastructure development (Stenström, Parida, Galar & Kumar, 2013).

An ITCMS system that is used in the coal-line fleet is a tool that maintains constant fleet operation staged in different stations throughout the journey. An ITCMS records data from

25 trackside and train equipment and transfers the information in a control panel. The system gives notification with details to avoid failures and derailments. Applications of the condition monitoring system includes the following; immediate monitoring, alert and notification, national fleet view, safety and security view, immediate information from the transferred source of information.

The practical concept installed in train sets to car-body consists of sensors that monitor acceleration, wheel axle load, dynamic loads and wheel conditions. However, the system may be affected by electromagnetic interferences (Filograno, Guillén, Rodríguez-Barrios, Martín-López, Rodríguez-Plaza, Andrés-Alguacil & González-Herráez, 2012). The questionnaires are guidelines, which assist to determine train behaviour and the operability of the fitted system. The following figure provides details of data collection and transmission.

Figure 5: Trains data collection and transmission system (Wikipedia)

3.6 Reliability and Validity

3.6.1 Reliability

The uniformity of results and accuracy in the management of the population during a study is referred to as reliability with consideration of the similar method followed and research tools. According to a research conducted by Jombe (2010), validity refers to the accuracy of measurements, a correct application of the tools used and the true reflection of the results.

All the selected participating vehicles during a study were subjected to travel using the same route. Measuring instruments were tested for functionality. Maintenance team were staged at different measuring stations with equipment packages for condition monitoring of the study subjects. The uniformity of the results during a study and accurate management of the population during a study is referred to as reliability with consideration of similar methodology and research tools. Reliability was certified by using electronic devices that reads the data and transfers information into computerised system. The population that was used during a study was fitted with a new system and fitted with programmed tags to ensure accurate data was recorded. All the vehicles in a selected population were serviced to ensure reliability of the tests and accuracy in the readings recorded while on traffic.

3.6.2 Validity

According to a research by Jombe (2010), validity refers to the accuracy of measurements and the correct application of the tools that will provide a true reflection of measurements. Each vehicle in a train was fitted with a programmed transponder tag allowing item identification and sequence in their order in a train for the data recording. Transponder tags track the keep records of each train to allow monitoring of trains in traffic.

3.7 Data analysis

The collected train data was analysed to monitor the behaviour of each vehicle and answer the research questionnaires. ITCMS, a computerised method used to capture information creating closed-end answers on questions compiled. The answers to the formulated questions followed a quantitative method to determine the behaviour and performance of the advanced and electronically controlled train braking system.

3.7.1 Richards Bay to Ermelo empty train

The stop tests were conducted at a speed of ±80 km/h between Richards Bay and Ermelo, and Ermelo to the mines respectively. The stop tests for 100 wagon loaded train between the mine and Ermelo were conducted at a speed of 60 km/h. The recorded information is listed in the following table.

Empty wagon train test Brakes applied at % Brakes Down Gradient Speed (km/h) Stopping km point operability Distance (m) 207 86 Level 80 796 109.2 100 1:66 83 690 155.6 86 1:100 84 738 148.8 100 1:70 84 752 Table 3: Stopping distance results between Richards Bay and Ermelo

3.7.2 Ermelo to Richards Bay coal loaded train

As shown in Table 1 below, all stopping distance tests conducted with a 200 wagon train between Richards Bay and Ermelo were within the maximum specified stopping distance of 1200 m.

Loaded wagon train Brakes applied % Brakes Down gradient Speed (km/h) Stopping at km point operability distance (m) 65.1 86 1:150 59.6 1067 102.8 100 1:187 59.6 781 113.3 100 1:110 48.1 619 Table 4: Stopping distance results between Ermelo and Richards Bay

3.7.3 Discussion of tests results

The test results for all the stops, empty and loaded were within the expected distance of 1200 m. The composition of the test train consisted 200 coal jumbo wagons, 2 test coaches and 6 locomotives. The test train stopped safely with the maximum weight of the test’s coaches. The operable brake achieved was within the allowable brake system on a train vehicles limits; a minimum of 85% and a maximum of 100%. During a test, brakes were applied on the loaded vehicles.

The ECP system will apply a penalty brake application on a train, if the percentage or operable brake system on wagons drop below 85%. The ECP system allows the train to travel with the faulty brake system provided the operable brake will reach a minimum of 85% and the faults vehicles are not an in orderly sequence. All the stops were far less than the maximum stopping distance of 1200 m. The results indicate that the modification of the brake system on valves on ECP brake wagons improved the braking distance.

3.8 Chapter Conclusion

A descriptive, quantitative survey was followed by a researcher. Constructed questionnaires provided guidance on the characteristics of the trains thus bridging the gap and revealing true characteristics of the system in the selected population. Coughlan, Cronin & Ryan (2007), refers

29 to the quantitative research as a descriptive method that clearly approaches results in a detailed manner. The computerised system in the train was found to be effective and the computerised rail mounted instruments as the data recorded was found to be a true reflection of train list.

Chapter 4: Results and Findings

4.1 Introduction

This section is aimed at providing research findings and analysing the results. This section also presents analysis of the findings through statistical analysis and graphs. This chapter refers to Chapter 3, where all the methods of data collection have been explained. Results were received following the quantitative, descriptive methodology to obtain the characteristics and efficiency of the improved braking system that incorporates electronics in Transnet trains heavy haul line.

The chapter is also aimed at providing the reader with answers to the research questions. Results and findings are discussed with the significance of theoretical background of the study.

Prepared questions are as follows; • Is the electronically controlled system efficient? • Is the train safety feature improved? • Will the turn-around time be improved? • How reliable is the electro-pneumatic system?

4.2 Discussion of the research question

4.2.1 Is the electronically controlled system efficient?

The first presentation consists of the brake tests results conducted at a departure yard in Richards Bay. The brake test was conducted to test the effectiveness of train brakes and a level of communication on an electrically equipped brake system in comparison with an air-brake system. The first test is the safety measure as it ensures reliability of all vehicles and locomotives, vehicles roadworthy and that all the cars achieve an operating pressure of 560 kPa coupled in a train.

An EOT (End of Train) unit fitted on a train pipe of the last wagon read pressure of the train brake pipe, thus ensuring equivalent brake pipe throughout the train. The EOT train pressure matched the pressure that was on the driver’s computerised system in the leading locomotive. A simulation tests results conducted in Europe has revealed improved characteristics of an electrically controlled braking system acting as a primary source during an application. ECP brake system acts simultaneously when braking thus reducing time taken during an application (Minde & et al., n.d.).

During the first test, the observations were compared between two trains consisting of an air- brake system and an ECP. Both trains were assumed to have the same pressure applied during a test. The electronically controlled brake system was found to respond quicker and that was observed by the simultaneous actions of the brake cylinders responding to a command. The ECP system operation was found to work effectively on the heavy haul line. The electronic control in the railway infrastructure sustains the coal business through the development of brake system allowing an effective operability of railway coal freight trains.

A summary of tests results achieved of conventional brakes versus ECP brake system is in the table below, which provides a reader with the characteristics of the electronic controls.

Results analysis Performance measured in percentage (%) Shorter stopping distance 40 - 60 Energy saving 7 - 18 Increase brake block/wheel life 20 - 25 Decrease coupler and draft gear 20 - 25

Table 5: ECP train test results

Conventional vs ECP brake system performance analysis 70 60 50 40 30 Conventional brakes 20 ECP brakes Results Analysis Results Analysis (%) 10 0 Shorter stopping Energy saving Increase brake Decrease Coupler distance block/wheel life and Draft gear Trains Performance

Graph 3: Conventional ECP vs. Performance Analysis

ECP performance in coal line is measured by the production that is achieved. An example that is used below reflects the export coal in 2011 to year 2014 measured in million tons inclusive of the targets set. Results reveal the increase in the targets that are projected by conducting an analysis on the brake system efficiency in coal line.

Coal growth in million ton (mt) 90 80 70 60 50 40 Coal growth in mt

Coal VolumeCoal 30 20 10 0 2011 Actual 2012 Actual 2013 Actual 2014 Actual Coal volume/year

Graph 4: Coal volume growth in million ton

4.2.2 How did the train brakes improve operability?

The reduced stopping distance is enhanced by the quick response that is actuated by the CCD. Quick response during an application shortens the time taken for a train to stop thus minimising the time on traffic. Quick response that is boosted by a train line connecting all train vehicles improves performance of heavy haul trains with an ability to connect longer trains compared to the pneumatic system used by Transnet. Electronics technology has been regarded as a solution that provides increased performance on trains allowing wagons to brake and release immediately (Toubol, Castagnetti & Olsson, 2014).

The stopping distance and recorded speed during a brake application are presented in graphs below.

Space improvements during an application

1000 800 600 400 200 0 1 2 3 4 5 -200 Distance (m) -400 -600 -800 -1000 Time (s)

Graph 5: Space taken during a braking manoeuvre (Malvezzi et al., 2013)

Speed vs Time 250

200

150

100 Speed (km/h)

0 0 5 10 15 20 25 30 35 40 45 Time (s)

Graph 6: Speed taken during a braking manoeuvre (Malvezzi et al., 2013)

The graph below demonstrates the readings that were recorded during a test comparing the response during a brake application on pneumatic controlled brakes and the electronically compressed brakes. The graphs give details of the distance it takes for trains to stop when the brakes are applied. The in-train delays in longer freight trains results from the coupler forces as they are directly proportional to the number of locomotives and rail vehicles in a train (Wei & Ahmadian, 2014).

ECP and Pneumatic Brake Train 2000 1800 (m) 1600 1400 1200 1000 Electro-pneumatic 800 600 Pneumatic 400 200 Position of Centre of Mass 0 0 50 100 150 200 250 300 350 Time (s)

Graph 7: ECP and conventional air brake train (Volpi, 2013)

Simulation results have revealed that an ECP system has an ability to overcome the limit of an air-brake system with the introduced electronics in the brake system thus improving the communication system during a brake command (Minde & et al., n.d.). The following graph provide details of the reduced turn-around time of Transnet coal line trains and the planning that is conducted with reference to results achieved through analysis of the brake system efficiency.

Cycle times 74

66 Cycle times Time (Hours) 64

60 Y 2011 Y 2012 Y 2013 Y 2014 Trains turn-around time recorded per annum

Graph 8: Trains turn-around time

A study on longitudinal train dynamics reveals the implications for wagon stability, designs of the rolling stock and fatigue on components (Wu, Spiryagin & Cole, 2016). Wagon technology consists of improved stability, high consistency of braking, reduced coupler forces and an ability to handle longer trains (Wei, Yu, Lei & Li, 2012).

4.2.3 How reliable is the electro-pneumatic brake system?

The micro-technical sensors in new technology provide information per train vehicle for reliability and operability of the brake components. This minimise the delay that is caused during a fault-finding process. Fault diagnosis approach improves safety, reliability and efficiency through the monitoring application and the coordination of the computerized system in electro- pneumatic trains (Niu, Zhao, Defoort & Pecht, 2015).

Comparing the pneumatic system with the technology improvements on the brake system, train delays were due to the diagnosis approach that prevented maintenance team to locate a faulty

37 wagon during an incident. Practically ECP brake system has brought reliability improvements with the latest technology in improving the system operability by improving safety features (Xia & Zhang, 2011). Developed feature that is found in leading locomotives improves; safety, reliability, efficiency and the scheduled plans by conducting fault diagnosis and detection (Niu, Zhao, Defoort, & Pecht, 2015). Test results reveal a decreasing number of incidents that were causing train delays and how the development in the brake system has overcome these challenges.

The graph below will provide the statistics of the reported incidents that have been superseded by the electronics and cruise control in heavy haul train brakes.

No of recorded derailments on main line 140

120

100

60 No of derailments on main line 40

Reportedtrain derailments 20

0 2011 Actual 2012 Actual 2013 Actual 2014 Actual Actual train derailments recorded/annum

Graph 9: Train derailments

4.3 Chapter Conclusion

Chapter content provides the reader with answers to the hypothetical questions. Result analysis in the chapter consists of the development brought by the hybrid system with improved operability. Graphs details clearly highlight projections and actual recordings of the system, which clearly shows progressive changes as compared to the initial year of records.

Chapter 5: Conclusion and Recommendations

5.1 Introduction

This chapter is highlighting on the outcomes of the study, methodology applied during data collection and results analysis. Results emphasis is mainly on the trains that operate in coal line, a heavy haul line between Ermelo and Richards Bay. Research chapters provide the reader with the fundamentals and characteristics of the electronics in the advanced braking system. Chapter two provides literature studies relating to different researchers’ comments regarding railway train braking system in the heavy hail line operating in different countries.

Chapter three provides a methodology applied during a study which basically consists of a set-up to obtain data and research settings. The chapter provides clearly a set of subjects that were sampled for research purposes. Fourth chapter clearly discusses the analysis of the research results obtained through qualitative method followed. Focusing in future, the development on trains can also be rolled-out in all trains for the improvement of systems within the railway environment. The system can be rolled-out in all Regions in South Africa and the neighbour countries for the benefits that are brought by the brake system improvements.

5.2 Discussion of the research questions conclusions

This section provides details of the research and answers of the questions regarding the study. Questions to the study have been answered with reference to information of studies conducted by other researchers. The findings are the summary of the results obtained by providing answers to the following questions:

• Is the electronically controlled system efficient? • Is the train safety feature improved? • Will the turn-around time be improved? • How reliable is the electro-pneumatic system?

Transnet coal volume growth has improved with projection of continuously increasing to meet the client’s requirements. Richards Bay Coal Terminal is the main client for Transnet Freight Rail; the company’s export coal demand has developed a need for Transnet to conduct a research on improving the services. The delivery of export coal at the Richards Bay Coal Terminal from mines that are at an average distance of 500 km demand has created a gap in the improvement of the services within the railway environment to offer the best service to the client.

Results of the research conducted reveals reduced hours travelled by train during a turn-around trip. ECP trains provide efficiency that has been observed through response that is achieved during an application command. Electronics feature is found to reduce delays that were caused by a transfer of message in an air brake system. Another feature of the ECP system is an ability to control longer trains up to 100 per-cents comparing with the operations of an air brake system.

Research objection is to develop improvement within railway infrastructure. The development was aimed to increase quantities of coal in order to meeting client’s demand expectation and reduce the ships turn-around time. Ships were experiencing penalties due to the long waiting times at the harbour; therefore, Transnet conducted a research on reducing standing times by improving services to the client.

The literature review chapter emphasizes the characteristics brought by technology in heavy haul transportation. The features provide benefits of the system to improve operability and control of all vehicles in a train. Trains serial vehicle identification reduces standing times in case of fault identification by locating a defective object.

5.3 Chapter Conclusion

Based on the study Transnet has a demand in coal in the Eastern region. An increase in the number of wagons without any mitigation on the transportation system was not sufficient. Several other countries had similar challenges that were overcome by the mitigation factors on the railway infrastructure. Engineers had to look at different strategies that were applied worldwide. Several simulations had to be conducted in order to bring about solution that will provide strategic improvements.

ECP brake system was only tested and provided for the heavy haul line and the changes were remarkable. Growth that is gradually increasing in the coalink is supported by the efficiency that is brought by the development of the infrastructure. Research results clearly states the benefits of the brake system development and the safety control measure that is brought.

The train condition monitoring system operates competitively with trains fitted with ECP systems in terms of vehicles identification correspondence. The railway cars are fitted with identification system; it is a good benefit for providing information, which includes a position of a faulty car in case of a failure indication.

5.4 Recommendations

Based on the research study conducted it is endorsed that Transnet Engineers to continuously conduct research on the development strategies to improve the railway infrastructure and thus increase revenues of the company. It is also recommended for the whole South African rail infrastructure to do the analysis of the braking system and implement the efficient braking systems in order to improve transportation of goods through the railway system. It is recommended that railway maintenance planning be conducted in order to improve the operability, reliability and availability of railway transportation.

Recommendations of the study are concluded with respect to the analysis of findings achieved. Considering the demand of railway services and the distance travelled in between the mines and coal terminal; it is therefore, recommended for the railway company to continuously focus on the train’s development strategies to be in line with the customer needs. The demand in export coal growth in South Africa is creating a gap in railway transportation. Therefore, studies and improvements in train handling require thorough investigations in order to allow competitive railway operations. The increase in train lengths and control is the basis and the centre of attention in the railway industry.

The safety feature brought by technology development has brought improvements and reduced train incidents that include derailment and component failure because of emergency braking. Continuous improvement studies and tests on the train safety will improve freight transportation in both heavy and light goods service lines. The analysis of train system developments can be recommended for the entire South African railway infrastructure for growth and development within the industry. Implementation of maintenance strategies may improve train planning, operability, reliability and availability of railway transportation.

Further, studies may be conducted to achieve a reduced braking distance and overcome the 1200 m braking distance. It is therefore, recommended to conduct a study that will focus on the speed that is ±100 km/h.

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