DOCSLIB.ORG

The First Public Railway in South Africa: the Point to Durban Railway of 1860

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The First Public Railway in South Africa: the Point to Durban Railway of 1860 The first public railway in South Africa: The Point to Durban railway of 1860 ailways are very much the by the rapid development of this mode product of 19th century of transport in Britain, Europe and all Rinnovation, with the harnessing the continents. Egypt built Africa’s of steam-power for a more efficient first railway, which opened in 1856 form of transportation with improved between Alexandria and Cairo. This speed and carrying capacity for the was followed by the Point to Durban movement of people, raw materials railway, which opened on 26 June and processed goods. They served to 1860, and that between Cape Town facilitate the industrial revolution, and Wellington on 4 November 1863. accelerate development and extend The first railway in South Africa, frontiers (Cottrell, 1957). Fawcett albeit not with steel rails and a steam (1953) highlights this in two locomotive, was also in Durban – the sentences: ‘The railway revolutionised 1856-57 Bluff wooden railway. It was land transport. It became possible linked to harbour development and is to organise the human and natural described in an article in Natalia 26 resources of far larger geographical (Hutson, 1997). bases.’ It is remarkable that, in 1860, The world’s first public steam a small town like Durban had the railway in Britain between Stockton distinction of operating the first public and Darlington in 1825 was followed steam railway in South Africa. The 20 Natalia 40 (2010), Michael Cottrell pp. 20 – 31 Natalia 40 (2010) Copyright © Natal Society Foundation 2010 The first public railway in South Africa: The Point to Durban railway of 1860 population of Durban in 1863 was with bull head rails mounted on 4 313, which included 1 593 Africans ‘potlid’ sleepers. Russell (1899) and 153 Indians (Goetzsche, 1966). mistakenly records that the gauge was Few Africans were urbanised and the 3ft 6in. From Point Road it followed first indentured Indian labourers for what is now Kearsney Road, across the sugar farms were only to arrive on Smith and West Streets and along the 17 November 1860. While there were northern side of Pine Terrace. The primary schools in Natal, there was Point Station was on the wharf built not yet a secondary school, the first at a deeper part of the harbour where opening in Pietermaritzburg in 1863 the present B and C Sheds are located. and in Durban in 1866. This is not to be confused with the later The economy was somewhat Natal Government Railways station, limited to service industries such in Point Road, which opened in 1891 as blacksmithing, carpentry, wagon as a single storey building and with building, transport riding and inn- a second added by 1911. Passenger keeping. The sugar industry was still in services to it from the central Durban its infancy, but it was expanding, with Station ceased in 1927. It is currently about 8 000 tons produced in 1860. By used by the harbour authority. 1862 sugar became Natal’s principal Russell (1899) gives details of the export (Brookes and Webb, 1967). rolling stock, which included, apart Transport by ox-wagon was from two jib cranes, six four-wheeled expensive and slow, taking some freight trucks and one four-wheeled three or more days from the port to passenger carriage. This had one Pietermaritzburg. Heydenrych and carpeted First Class compartment Martin (1992) mention that the cost which seated up to 10 on cane seats of haulage per ton from Durban to and two Second Class compartments Pietermaritzburg was higher than the in varnished oak, which together freightage from England to Durban. seated 20 passengers. Roads were exceptionally poor and the Robert Legg of London is credited streets of Durban sandy tracks, making as being the builder of the ‘Natal’ the railway an extremely desirable locomotive, but MacDonald (2010) option for development. has evidence that it was manufactured by Carrett Marshall in Leeds. The 24 The Natal Railway Company horse-powered locomotive with a In January 1859 the Natal Railway 0-4-0 wheel arrangement was brought Company was formed to build a by the brig Cadiz on 13 May 1860 three-kilometre railway from the in broken-down form and assembled harbour at the Point to the north of the by Henry Jacobs, the Locomotive Durban Market Square where the old Superintendent, fitter and driver, in Durban Station is located. The Natal the engine shed at the Market Square Legislative Council passed a private Station. It was somewhat rustic, with law which granted the Company the no covered cab for the protection sole right to provide railway transport of the driver, who particularly felt for 14 years. the weather on the windy day of Early in 1860 work started on the the opening ceremony. However, building the 4ft 8½in gauge railway locomotives of this type were common 21 Natalia 40 (2010) Copyright © Natal Society Foundation 2010 The first public railway in South Africa:ThePointtoDurbanrailwayof1860 The firstpublicrailwayinSouth 22 Plan and section of the Road & bridge NATAL RAILWAY 100 FEET Cut, stream through swamp Proposed line as drawn to accompany WEST ST. Proposed terminus Cato's Bridge Erven Bill of Legislation to Executive and Legislative Councils 4 acres Zeederberg SMITH ST. Boundary of Town Lands May 1859 RIGHT OF WAY RESERVED FORT O PUBLIC W N O F D' U R B A N T O W N L A N D S English Church Cato's Natalia Flag Staff LENGTH OF LINE ABOUT 2 MILES 40(2010) Copyright © NatalSociety Foundation 2010 H A R B O U R R E S E R V E N B A Y O F N A T A L E W S O R D N A N C E R E S E R V E Boundary of Harbour Reserve OrdnanceCustom Boundary House & Pier English Chuch Proposed Railway Pier Cato's Pier Cut, stream&bridge B.O. Beacon Bridge &road Line crossesroad 300 ft. Harbour Board Pier Harbour Board B.O. Beacon S E C T I O N Cato's Pier Utmost gradient 1 in 186 Pier SURFACE OF RAILS High water mark Datum line 0 10 20 30 40 50 Chains Adapted from a tracing of the original plan (M2460, S.A. Archives, Cape Town) by Theo J. Espitalier, 10/2/1943. B. Martin, 11/2009. The first public railway in South Africa: The Point to Durban railway of 1860 in Europe and Britain at this time, for (1899) stated that it was assembled example those built for the London with its head to the Point and, as there to Chatham and Dover Railway from was no turntable or turning triangle, 1862 until 1899 and which lasted until it would have pulled this official train 1906 (Salmon, 1972). running forwards to the Point. Tatham’s The plaque on the ‘Natal’ painting shows the locomotive facing locomotive displayed on the concourse the other way, which meant that it of the present Durban Railway Station would have hauled it backwards. states: ‘The first train in South Africa Russell, as the Station Agent at Market operated between the Point and Durban Square Station, would surely have on 23 June 1860. This locomotive is a known. Likewise, one would expect reconstruction of the original chassis Tatham as the Manager of the Natal and wheels which were recovered in Railway Company to paint it correctly. the Umzimvubu River near Port St Who was correct? Copies of all the Johns.’ images in my possession indicate that This first journey, as opposed to the the locomotive ran backwards towards Official Opening on 26 June, was a test the Point. run which took place on Saturday, 23 In the background of the painting June 1860. Russell (1899) mentions is the original St Paul’s Anglican that the train had five freight trucks Church with only one other building containing 40 tons of sugar mill visible, for this was the vast Market machinery, carried a few passengers Square. There was no station building and on the footplate were William apart from a platform on which stood Smerdon and Edmund Tatham, the official guests including the chairman and secretary respectively of acting Lieutenant-Governor, Major the Natal Railway Company. Williamson, members of the Natal Legislative Council, the Mayor of The first official steam train Durban, Cllr W. Hartley, the Mayor journey on 26 June 1860 of Pietermaritzburg, Cllr J. Ackerman, A watercolour painting by Robert Bishop Colenso and clergy, the Tatham, Manager of the Natal Railway Railway Directors and the Royal Company, of the official opening Durban Rangers. In the foreground gives an interesting glimpse of this of the painting on the left is the 85th important occasion at the Market Regiment and on the right is a group of Square Station. On the left is the ‘Natal’ onlookers, including intrigued African locomotive, described by Russell people. One is carrying firewood on (1899) as ‘blowing off steam in fretful her or his head. impatience’, waiting for driver Jacobs George Russell was an avid to connect to the only passenger coach commentator on life and happenings for the important guests and, pictured in Durban from 1850 to 1860 (Russell, on the right, a freight truck that Russell 1899). He gave an account of the converted temporarily to provide opening, extracts of which follow: additional passenger accommodation. The inauguration took place at There is an interesting discrepancy 11 o’clock by His Excellency, Major in the way in which the ‘Natal’ Williamson after the Rangers and the locomotive was orientated. Russell 85th Regiment presented arms, while 23 Natalia 40 (2010) Copyright © Natal Society Foundation 2010 The first public railway in South Africa: The Point to Durban railway of 1860 the band played the national anthem.
Load more

Recommended publications
  • Gandhi Sites in Durban Paul Tichmann 8 9 Gandhi Sites in Durban Gandhi Sites in Durban
    local history museums gandhi sites in durban paul tichmann 8 9 gandhi sites in durban gandhi sites in durban introduction gandhi sites in durban The young London-trained barrister, Mohandas Karamchand Gandhi 1. Dada Abdullah and Company set sail for Durban from Bombay on 19 April 1893 and arrived in (427 Dr Pixley kaSeme Street) Durban on Tuesday 23 May 1893. Gandhi spent some twenty years in South Africa, returning to India in 1914. The period he spent in South Africa has often been described as his political and spiritual Sheth Abdul Karim Adam Jhaveri, a partner of Dada Abdullah and apprenticeship. Indeed, it was within the context of South Africa’s Co., a firm in Porbandar, wrote to Gandhi’s brother, informing him political and social milieu that Gandhi developed his philosophy and that a branch of the firm in South Africa was involved in a court practice of Satyagraha. Between 1893 and 1903 Gandhi spent periods case with a claim for 40 000 pounds. He suggested that Gandhi of time staying and working in Durban. Even after he had moved to be sent there to assist in the case. Gandhi’s brother introduced the Transvaal, he kept contact with friends in Durban and with the him to Sheth Abdul Karim Jhaveri, who assured him that the job Indian community of the City in general. He also often returned to would not be a difficult one, that he would not be required for spend time at Phoenix Settlement, the communitarian settlement he more than a year and that the company would pay “a first class established in Inanda, just outside Durban.
    [Show full text]
  • Why There Are So Many Trucks on the Road and So Few Trains on The
    WHY ARE THERE SO MANY TRUCKS ON THE ROAD – AND SO FEW TRAINS ON THE TRACKS? Why There are So Many Trucks on the Road and so Few Trains on the Tracks David Williams April 2021 Discussion paper 003/2021 0 WHY THERE ARE SO MANY TRUCKS ON THE ROAD AND SO FEW TRAINS ON THE TRACKS Published in April 2021 by The Brenthurst Foundation (Pty) Limited PO Box 61631, Johannesburg 2000, South Africa Tel +27-(0)11 274-2096 Fax +27-(0)11 274-2097 www.thebrenthurstfoundation.org Cover image: Pixabay / Martin Hachuel All rights reserved. The material in this publication may not be reproduced, stored, or transmitted without the prior permission of the publisher. Short extracts may be quoted, provided the source is fully acknowledged. 1 WHY THERE ARE SO MANY TRUCKS ON THE ROAD AND SO FEW TRAINS ON THE TRACKS Contents State of Play: Crisis …………………………………………………………………………………………………………… 3 The Historical Context ……………………………………………………………………………………………………... 5 Policy Shift ……………………………………………………………………………………………………………………….. 7 Corporatisation ………………………………………………………………………………………………………………… 8 On the Roads …………………………………………………………………………………………………………………. 10 Rail In Retreat and Defeat…………………………………………………………………………………………..…… 12 Danger Down the Line ……………………………………………………………………………………………………. 13 Management: Questions on Integrity and Competence ………………………………………….….…. 16 Next Steps ……………………………………………………………………………………………………………………… 18 Strategy …………………………………………………………………………………………………………………. 18 Policy ……………………………………………………………………………………………………………………… 18 Structure ………………………………………………………………………………………………………………… 19 Management …………………………………………………………………………………………………………. 19 2 WHY THERE ARE SO MANY TRUCKS ON THE ROAD AND SO FEW TRAINS ON THE TRACKS State of Play: Crisis It is early 2010. We are standing on one of Johannesburg’s old yellow mine-dumps, looking south. In the middle distance is the magnificent FNB Stadium that will host the FIFA World Cup Final. In the foreground, an elegantly-arched concrete bridge carrying the shining rails, masts and overhead cables of the revamped 14km rail link between central Johannesburg and Nasrec.
    [Show full text]
  • The Hills Above Pietermaritzburg: an Appreciation
    THE HILLS ABOVE PIETERMARITZBURG: AN APPRECIATION P.G. Alcock May 2014 The residents of Pietermaritzburg are well-aware that the hills overlooking the city define Pietermaritzburg in a scenic context, and give it a particular sense of place. The optimum vantage point for viewing these hills is from the southern and eastern parts of the city, looking across the bowl-shaped Msunduzi River Valley.1 It is rather surprising that not much attention has been paid to the hills of Pietermaritzburg in articles and books about the city.2 A partial exception was a chapter in a volume published to commemorate the 150th anniversary of Pietermaritzburg in 1988.3 Specific details regarding the higher-lying land above the city are again sparse in this book, excluding maps showing the general topography, the suburbs and the natural vegetation. The book incorporates some early paintings of the settlement (circa the mid-1850s) with various hills in the background. These paintings reveal an appreciation of the terrain which does not appear to have been carried forward to more recent times.4 The hills have a special resonance, given the contrasting climates to the north and to the south of Pietermaritzburg. Many of the northern slopes are cool and well-watered with spectacular views and with remnants of verdant indigenous vegetation (although dominated by commercial forests) whereas the southern slopes are hot and dry and have limited ambience. Two commonly-touted names for Pietermaritzburg are the “The City of Choice” and perhaps more appropriately “The Green City”. In keeping with an environmental theme are the names “The City of Flowers” as well as “The Garden City”, and in a different context “The Heritage City”.
    [Show full text]
  • Challenges and Developments Facing SA Coal Logistics”
    “Challenges and developments facing SA Coal Logistics” IHS Energy SA Coal Conference 1 February 2019 Mandisa Mondi, General Manager: Coal BU - Transnet Freight Rail Transnet Freight Rail is a division of Transnet SOC Ltd Reg no.: 1990/000900/30 An Authorised Financial 1 Service Provider – FSP 18828 Overview SA Competitiveness The Transnet Business and Mandate The Coal Line: Profile Export Coal Philosophy Challenges and Opportunities New Developments Conclusions Transnet Freight Rail is a division of Transnet SOC Ltd Reg no.: 1990/000900/30 2 SA Competitiveness: Global Reserves Global Reserves (bt) Global Production (mt) Despite large reserves of coal that remain across the world, electricity generation alternatives are USA 1 237.29 2 906 emerging and slowing down dependence on coal. Russia 2 157.01 6 357 European countries have diversified their 3 114.5 1 3,87 China energy mix reducing reliance on coal Australia 4 76.46 3 644 significantly. India 5 60.6 4 537 However, Asia and Africa are still at a level where countries are facilitating access to Germany 6 40.7 8 185 basic electricity and advancing their Ukraine 7 33.8 10 60 industrial sectors, and are likely to strongly Kazakhstan 8 33.6 9 108 rely on coal for power generation. South Africa 9 30.1 7 269 South Africa remains in the top 10 producing Indonesia 10 28 5 458 countries putting it in a fairly competitive level with the rest of global producers. Source: World Energy Council 2016 SA Competitiveness : Coal Quality Country Exports Grade Heating value Ash Sulphur (2018) USA 52mt B 5,850 – 6,000 14% 1.0% Indonesia 344mt C 5,500 13.99% Australia 208mt B 5,850 – 6,000 15% 0.75% Russia 149.3mt B 5,850 – 6,000 15% 0.75% Colombia 84mt B 5,850 – 6,000 11% 0.85% S Africa 78mt B 5,500 - 6,000 17% 1.0% South Africa’s coal quality is graded B , the second best coal quality in the world and Grade Calorific Value Range (in kCal/kg) compares well with major coal exporting countries globally.
    [Show full text]
  • Moving More Freight on Rail
    COPYRIGHT AND CITATION CONSIDERATIONS FOR THIS THESIS/ DISSERTATION o Attribution — You must give appropriate credit, provide a link to the license, and indicate if changes were made. You may do so in any reasonable manner, but not in any way that suggests the licensor endorses you or your use. o NonCommercial — You may not use the material for commercial purposes. o ShareAlike — If you remix, transform, or build upon the material, you must distribute your contributions under the same license as the original. How to cite this thesis Surname, Initial(s). (2012) Title of the thesis or dissertation. PhD. (Chemistry)/ M.Sc. (Physics)/ M.A. (Philosophy)/M.Com. (Finance) etc. [Unpublished]: University of Johannesburg. Retrieved from: https://ujdigispace.uj.ac.za (Accessed: Date). A PROJECT REPORT IN FULFILMENT OF THE REQUIREMENTS FOR THE DEGREE OF BACHELOR OF SCIENCE In THE FACULTY OF ENGINEERING AND THE BUILT ENVIRONMENT DEPARTMENT OF QUALITY AND OPERATIONS MANAGEMENT Methods for Improving the Turn-around Time of Iron Ore Wagon Utilisation at Transnet THEMBISILE ANNAH MABHENA SUPERVISOR: PROF. CHARLES MBOHWA CO-SUPERVISOR: STEPHEN AKINLABI EXTERNAL EXAMINER: ----------------------------- December 2015 1 AGREEMENT PAGE In presenting this report in fulfilment of the requirements for a degree at the University of Johannesburg, I agree that permission for extensive copying of this report for scholarly purposes may be granted by the head of my department, or by his or her representatives. It is understood that copying or publication of this report for financial gain would not be allowed without my written permission. _____________________________________________________ Department of Quality and Operations Management The University of Johannesburg APB Campus P O Box 524 Auckland Park 2006 Johannesburg South Africa Date: 20 October 2015 Signature _________________ 2 ABSTRACT Transnet Freight Rail (Transnet Freight Rail) focuses on optimising supply chains in the Ore industry by providing integrated logistical solutions.
    [Show full text]
  • Report on Indian Chemical & Cosmetics Exhibition Held At
    REPORT ON INDIAN CHEMICAL & COSMETICS EXHIBITION HELD AT DURBAN ICC, DURBAN, SOUTH AFRICA ON 9TH& 10TH SEPTEMBER, 2014 CHEMEXCIL BASIC CHEMICALS, PHARMACEUTICALS AND COSMETICS EXPORT PROMOTION COUNCIL (Set-up by Ministry of Commerce & Industry, Government of India) Jhansi Castle, 4th Floor, 7, Cooperage Road, Mumbai 400 001. Tel: 91 22 22021288 / 22021330, Fax: 91 22 22026684 Email: [email protected], Website: www.chemexcil.in I N D E X Sr. Description Page Nos. No. 1. From the Chairman s Desk 2 2. South Africa Fact File and Economic Indicators. 3-5 3. Brief Details of Durban 5-8 4. Report of the Indian Chemical & Cosmetics Exhibition 8-11 5. CHEMEXCIL s Commoditywise Exports to South Africa for the last three 11-15 years & Top Exports of CHEMEXCIL s items to South Africa for the last three years 6. List of Member-participants/Stall-holders in the Indian Chemical 16-22 &Cosmetics Exhibition. 7. List of importers/buyers of Dyes and Dye Intermediates, Chemicals and 23-32 Cosmetics in South Africa 8. List of Visitors/importers/dealers of Chemical and other products from 33-40 South Africa 9. List of Consulates/Embassies of India in South Africa & 41 Consulates/Embassies of South Africa in India 10. Other Dignitaries from South Africa who co-ordinated with CHEMEXCIL in 42 organizing the Indian Chemical & Cosmetics Exhibition. 11. Photographs of Indian Chemical & Cosmetics Exhibition. 43-46 12. Congratulation/Thanks letters received from the Hon ble Consul General of 47-48 India, Durban and the Event Management Service Provider (i.e. The Gatekeeper,South Africa ) 13.
    [Show full text]
  • Community Struggle from Kennedy Road Jacob Bryant SIT Study Abroad
    SIT Graduate Institute/SIT Study Abroad SIT Digital Collections Independent Study Project (ISP) Collection SIT Study Abroad Fall 2005 Towards Delivery and Dignity: Community Struggle From Kennedy Road Jacob Bryant SIT Study Abroad Follow this and additional works at: https://digitalcollections.sit.edu/isp_collection Part of the Politics and Social Change Commons, and the Race and Ethnicity Commons Recommended Citation Bryant, Jacob, "Towards Delivery and Dignity: Community Struggle From Kennedy Road" (2005). Independent Study Project (ISP) Collection. 404. https://digitalcollections.sit.edu/isp_collection/404 This Unpublished Paper is brought to you for free and open access by the SIT Study Abroad at SIT Digital Collections. It has been accepted for inclusion in Independent Study Project (ISP) Collection by an authorized administrator of SIT Digital Collections. For more information, please contact [email protected]. TOWARDS DELIVERY AND DIGNITY: COMMUNITY STRUGGLE FROM KENNEDY ROAD Jacob Bryant Richard Pithouse, Center for Civil Society School for International Training South Africa: Reconciliation and Development Fall 2005 “The struggle versus apartheid has been a little bit achieved, though not yet, not in the right way. That’s why we’re still in the struggle, to make sure things are done right. We’re still on the road, we’re still grieving for something to be achieved, we’re still struggling for more.” -- Sbusiso Vincent Mzimela “The ANC said ‘a better life for all,’ but I don’t know, it’s not a better life for all, especially if you live in the shacks. We waited for the promises from 1994, up to 2004, that’s 10 years of waiting for the promises from the government.
    [Show full text]
  • QUANTIFYING FREIGHT TRANSPORT VOLUMES in DEVELOPING REGIONS: LESSONS LEARNT from SOUTH AFRICA's EXPERIENCE DURING the 20Th CENTURY
    QUANTIFYING FREIGHT TRANSPORT VOLUMES IN DEVELOPING REGIONS: LESSONS LEARNT FROM SOUTH AFRICA'S EXPERIENCE DURING THE 20th CENTURY JH Havenga & WJ Pienaar ABSTRACT A number of attempts were made during the 20th century to develop national freight flow information for South Africa. This paper discusses these contributions and attempts to identify the major reasons why the research did not give rise to long-term strategic infrastructure planning. It is important to learn these lessons to avoid making the same mistakes during the critical large-scale infrastructure investments that are unfolding in the first half of the 21st century. The paper starts with an overview of the development of South Africa’s surface freight transport infrastructure, and then provides a cross-country comparison of South Africa’s key freight indicators. This serves to underscore the importance of a long-term approach to such infrastructure investment. Keywords: freight, information, South Africa, planning JEL classification: N01, N17 1. INTRODUCTION The freight transport infrastructure challenges that South Africa faces at the start of the 21st century – including an investment backlog and limited road-rail collaboration – can be traced back to myopic decisions that were made in the past century (Havenga, Pienaar, and Simpson, 2011). Those decisions were the consequence of the historical absence of a long- term, strategic view of infrastructure planning exacerbated by politically-motivated agendas. In 1928, and before formal road transport regulation, Frankel (1928, 113) reported: Instead of the decisions on new railway construction being left to an expert body acting on commercial principles and co-ordinating the expenditure on it with the capital expenditure necessary in other directions, not only is the amount to be spent every year decided mainly by the Minister of Railways and Harbours and the Government, but it appears that even the decision as to which of the proposed lines of railway are to be constructed depends largely on the wishes of the Minister.
    [Show full text]
  • African Ministerial Conference on the Environment
    AMCEN/17/9 Distr.: General 5 December 2019 Original: English AMCEN AU African Ministerial Conference on the Environment African Ministerial Conference on the Environment Seventeenth session Ministerial segment Durban, South Africa, 14 and 15 November 2019 Report of the ministerial segment I. Opening of the ministerial segment 1. The ministerial segment of the seventeenth session of the African Ministerial Conference on the Environment (AMCEN) was held at the Olive Convention Centre, Durban, South Africa, on 14 and 15 November 2019. 2. The meeting was attended by representatives of member States of AMCEN, other States, African regional and subregional organizations, United Nations entities and the secretariats of various environmental conventions, partners and intergovernmental and non-governmental organizations. 3. The opening of the ministerial segment was chaired by the President of AMCEN, Mr. Lee White, Minister for Forests, Sea and the Environment, Gabon, and overseer of that country’s climate plan. II. Organizational matters 4. The meeting was opened at 9.20 a.m. on Thursday, 14 November by the Chair. Ms. Cecilia Kinuthia-Njenga, Head, United Nations Environment Programme (UNEP) South Africa office, was the master of ceremonies. 5. Opening statements were delivered by Mr. Mxolisi Kaunda, mayor of Durban; Mr. White; Ms. Joyce Msuya, Deputy Executive Director, UNEP; Mr. Harsen Nyambe, Head of the Environment, Climate Change, Water and Land Management Division, Department of Rural Economy and Agriculture, representing Ms. Josefa Leonel Correia Sacko, Commissioner for Rural Economy and Agriculture, African Union Commission; and Ms. Barbara Creecy, Minister for the Environment, Forestry and Fisheries, South Africa, the keynote speaker, who officially opened the ministerial segment.
    [Show full text]
  • Freight Rail 2018 TRANSNET Freight Rail 2
    A A U D Freight Rail 2018 TRANSNET Freight Rail 2 Highlights • Transnet Freight Rail has continued to actively seek opportunities to service existing customers and new customers, which has resulted in a 3,3% volume growth compared to 2,3% in the previous financial year. This was despite the subdued economic climate characterised by low GDP growth and lower than expected commodity prices. This commendable performance was accomplished through collaboration with customers and value chain partners as well as dedication and a continuous improvement culture embedded in accountability among employees. • Export coal line railed 77 mt against the target of 76 mt. This reflects a historic tonnage performance achievement for this corridor since its opening in 1977, and surpasses the record of 76,2 mt achieved in 2015. • General freight tonnages recorded 3,1% growth against the previous financial year (well above the national economic growth rate). This is evidence of the successful implementation of the road-to-rail strategy, which targets rail-friendly traffic in various market segments to grow rail volumes and market share. General freight commodities that contributed to this growth included the following: – Non-ferrous metals achieved a 115% improvement, recording volumes of 2,8 mt against the target of 1,3 mt. – The Manganese portfolio achieved a record throughput of 13,7 mt against a target of 11,1 mt. This represents an improvement of 23,7% against target and growth of 13,5% year on year (2017: 12,1 mt). – The Containers and Automotive business unit exceeded the volume target of 9,0 mt by railing 9,8 mt, reflecting an improvement of 9,0% against target and growth of 7,4% year on year (2017: 9,2 mt).
    [Show full text]
  • Freight Rail Also Commodity Prices, Which Negatively Impacted Customers’ Markets, Manganese Met Export Volumes of 7,2Mt
    Musina Louis Trichardt Groenbult MOZAMBIQUE FREIGHT BOTSWANA Lephalale Polokwane Phalaborwa Vaalwater Zebediela Steelpoort RAIL Middelwit Modimolle Marble Hall Nelspruit Komatipoort Witbank NAMIBIA Mafikeng Kaapmuiden Vermaas Ermelo SWAZILAND Ottosdal Vereeniging Vryburg Hotazel divisionKle operatesrksdorp world-class, heavy-haul coal and iron The 2016 operating context was characterised by lower HIGHLIGHTS Pudimoe REGULATORY ENVIRONMENT Makwassie Vrede ore exportKr oolines,nstad and is developingVryh etheid manganese export than anticipated economic growth and significantly lower Nakop Sishen Warden Despite the decline in the manganese and iron ore Developments in rail policy and transport economic Upington Veertien Stcorridorrome V itorginia meet heavy-haulHarrismith standards. Freight Rail also commodity prices, which negatively impacted customers’ markets, manganese met export volumes of 7,2mt. Bethlehem regulation could result in changes for the South African Kimberley transports a broad range ofLa dbulkysmith general freight commodities operations and their demand for rail services. Further, the The Container and AutomotiveKakamas business unit achieved transport industry. The Department of Transport (DoT) Douglas and Bcontainerisedloemfontein freight. CommoditiesRich aarerds Ba yrailed across prolonged drought reduced the transportation of record performance, with the Tutuka Containerised Koffiefontein has embarked on a process of consultation for the Belmont approximatelyLESOTHO 20 500 kilometres (30 400 track agricultural commodities, which together with weakened Coal team clearing 33 trains from the mines and Pietermaritzburg development of the Green Paper on National Rail Policy kilometres) of rail network, of which approximately customer demand, adversely affected Freight Rail’s Franklin Durban offloading 33 trains at the terminal, against a Springfontein and the establishment of a Single Transport Economic 1 500 kilometres compriseHarding heavy-haul lines.
    [Show full text]
  • World Bank Document
    WPS7532 Policy Research Working Paper 7532 Public Disclosure Authorized Supporting Export Competitiveness through Port and Rail Network Reforms Public Disclosure Authorized A Case Study of South Africa Duncan Pieterse Thomas Farole Martin Odendaal Andre Steenkamp Public Disclosure Authorized Public Disclosure Authorized Trade and Competitiveness Global Practice Group January 2016 Policy Research Working Paper 7532 Abstract Transport and logistics infrastructure is a critical determi- examine South Africa’s port and rail network, and explores nant of the competitiveness of a country’s producers and the underlying factors contributing to these constraints, exporters. Well-functioning transport and logistics infra- including chronic underinvestment, an inadequate regula- structure relies not just on hardware, but critically on the tory environment, insufficient private sector participation, operating environment that emerges from the interaction and weak regional integration. The paper concludes with between private sector operators; national policies and regu- a review of the reforms needed to deliver a more broadly latory regimes; and, in many countries, state-owned owners accessible and competitive rail and port sector based on and operators of core infrastructure. This paper looks at the international case examples. It highlights the need for institu- case of South Africa, where constraints in access, pricing, tional reforms to promote competitive pricing; private sector reliability, and network interfaces, particularly in the port participation to increase investment and improve service and rail network, are eroding the competitiveness of South delivery; information and coordination to address market African exporters. The paper draws on interviews with a failures and improve access; and cooperation to improve wide range of exporters along with secondary research to intermodal, interregional, and institutional interfaces.
    [Show full text]