Issue 3, 1985 Civil Engineer in South Africa - Volume 27,
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Verhoging van die dravermoë van die steenkoollyn na Richardsbaai : beplanningsaspekte
M.M.C. Crous (Tienie)
Civil Engineer in South Africa 27, pp 97 –104 (1985)
Die nuwe spoorlyn wat in die sestigerjare tussen Vryheid en Empangeni beplan is om vir die oorlaaide Natalse Hooflyn verligting te bring, het voor sy voltooiing &apos;n nuwe rol bygekry. Dit sou ook, saam met &apos;n nuwe verbindingslyn tussen Broodsnyersplaas en Ermelo en &apos;n uitloper na Richardsbaai, &apos;n spoorskakel vorm tussen die hoëveldse steenkoolafsettings en die nuwe hawe wat in aanbou was. Die aanvanklike kontrakte tussen die Transvaal Coal Owners Association (TCOA) en Japannese staalfabrieke was vir 2,7 Mt/a steenkool. Die energiekrisis van 1973 het &apos;n ongekende wêreldvraag na steenkool vir kragopwekking meegebring en verwagtings vir uitvoere uit die RSA het vinning toegeneem. SA Vewoerdienste het op versoek onderneem om kapasiteit vir 12 Mt/a gereed te hê teen die openingsdatum van die hawe op 1 April 1976. Regeringsgoedkeuring vir steenkooluitvoere is trapsgewys verhoog. In 1978 is dit op 44 Mt/a vasgepen maar in 1981 is dit verder verhoog tot 80 Mt/a. Bykomende kapasiteit moes beplan word vir die spoorlyn en die hawe. SA Vervoerdienste het die beplanning van die verhoging in dravermë van sy bates aangepas by veranderende omstandighede. Herbeplanning was nodig vir verbeterings wat nog nie begin is nie asook wat alreeds in aanbou was. Hierdie verhandeling beskryf hoe hiermee te werk gegaan is.
The new railway line between Vryheid and Empangeni, planned during the sixties to bring relief to the overloaded Natal Main Line, assumed a new role before completion. Together with a new rail link between Broodsnyersplaas and Ermelo and a spur to Richards Bay, it would also form a link between the coal fields of the highveld and the new harbour under construction. TCOA obtained a contract with Japanese steel mills for 2,7 Mt/a coal. The energy crisis of 1973 triggered an unheard-of demand for steam coal. Expectations for coal exports from the RSA soared. On request, SA Transport Services undertook to have capacity available for 12 Mt/a on 1 April 1976, the opening day of the harbour. Government authorization for coal exports increased. The limit set at 44 Mt/a in 1978 was raised to 80 Mt/a in 1981. Additional capacity had to be planned for the railway line and the harbour. SA Transport Services adapted the planning for the increase in carrying capacity of its assets to suit changing circumstances. Replanning was necessary for improvements which had not started and which were under construction. This paper describes how this was done.
Expansion of the carrying capacity of the Richards Bay railway line : project development
Civil Engineer in South Africa 27, pp 105 –113 (1985)
The South African government has authorized the spending of R1 200 million to increase the carrying capacity of the coal exporting railway line to enable up to 67 million t of coal annually to be exported through Richards Bay Harbour. This paper describes the various stages of the development of this project from the detailed design of the formation profile, the track structure and sub-structure to the design of the track deviations. Special problems of permanent way material supply and logistics, as well as the details and Implementation of the various aspects of the project are covered
Die Suid-Afrlkaanse regering het die uitgawe van R1 200 miljoen gemagtig om die dravermoë van die uitvoerspoorlyn vir steenkool te verhoog sodat soveel as 67 miljoen t steenkool jaarliks deur Richardsbaaihawe uitgevoer kan word Die referaat beskrywe die verskillende stadiums van ontwikkeling van die projek, vanaf die ontwerp, van die formasieprofeil die baanstruktuur en substruktuur tot die ontwerp van die spoorverleggings. Spesifieke probleme word gedek wat ondervind is met die voorsiening van spoorbaanmateriaal asook besonderhede en implementering van verskillende aspekte van die projek.
The route location of the Eqwasha to Uloliwe deviation
J. Hall-Jones and
Civil Engineer in South Africa 27, pp 115 –118 (1985)
The location of a transportation route determines the engineering parameters, the construction costs and the future operating costs of that facility. Various sections of the coal line were required to be re-located to provide higher geometric standards to enable heavier and longer trains to operate. The re-location or deviation of the route between Eqwasha and Uloliwe provides the required improved standards but also reduces the overall length of the section. To appreciate this cost-effective solution this paper compares the existing and alternative routes with the accepted deviation between Eqwasha and Uloliwe.
Die ligging van &apos;n verkeersroete bepaal die moeilikheidsgraad van die ontwerp, die boukoste en toekomstige lopende koste van die trajek. Verskeie seksies van die Steenkoollyn moes herbelyn word om aan te pas by die hoër geometriese standaarde wat die swaarder en langer treine vereis. Die herligging of verlegging van die roete tussen Eqwasha en Uloliwe verskaf die verlangde verhoogte standaarde, maar het ook die totale lengte van hierdie trajek verkort. Hierdie verslag beskryf die belyning van die bestaande en alternatiewe roetes tussen Eqwasha en Uloliwe en tref &apos;n vergelyking tussen hulle en die aanvaarde verlegging.
Upgrading of the coal line between Piet Retief and Paulpietersburg
D. Montgomery and
Civil Engineer in South Africa 27, pp 119 –128 (1985)
This paper describes the design of two deviations for improvements to the coal line between Piet Retief (in the eastern Transvaal) and Paulpietersburg (in northern Natal), which comprise a total length of approximately 42 km of new double track formation. The location of the route between fixed points on the existing line, through rugged terrain, is outlined and the route geology is described in brief. An insight is given into the design philosophy applied to the stability design of batter slope inclinations for cuttings up to 40 m deep and embankments up to 40 m high, with insitu materials varying from deep alluvial deposits to outcrops of solid competent rock. The application of some new methods and ideas to ensure stability are described, and an indication is given of the extent of the associated bridges and drainage structures.
Hierdie referaat beskryf die ontwerp van twee verleggings vir verbeterings van die steenkoollyn tussen Piet Retief (in die oos Transvaal) en Paulpietersburg (in noord Natal), en behels in totaal, &apos;n lengte van ongeveer 42 km nuwe dubbellyn formasie. Die roetebepaling tussen vasgestelde punte op die bestaande lyn, deur moeilike terrein, is kortliks bespreek en die geologie van die roete word beskryf. &apos;n Insig word gegee aangaande die ontwerp filosofie toegepas in die stabiliteitsontwerp van syhellings vir deurgrawings tot 40 m diep en opvullings tot 40 m hoog met materiaal wat varieer van diep alluviale afsetting tot soliede harde rots, en die toepassing van nuwe metodes en idees om stabiliteit te verseker word bespreek. &apos;n Aanduiding word gegee van die omvang van die bykornende brüe en dreinerings strukture.
The Mqwabe to Sikame deviation with special reference to its tunnels
B.G. Evans and
Civil Engineer in South Africa 27, pp 129 –134 (1985)
To achieve the higher gradient standards set for the coal line improvements, a deviation of an approximately 22 km long portion of the existing line between Paulpietersburg and Vryheid in northern Natal was required. In this paper the preliminary route location and some aspects of the detailed route location for this deviation are described. On the approved route of the deviation three tunnels are proposed with a total length of 3,32 km. Two of these tunnels totalling 2,72 km in length will be double track tunnels. An insight is given into the considerations which went into the selection of the profile for the double track tunnels and the preparation of a new SATS specification for tunnelling.
Ongeveer 22 km van &apos;n gedeelte van die bestaande spoorlyn tussen Paulpietersburg en Vryheid in Noord-Natal moes verlê word ten einde te voldoen aan die hoër heilingstandaarde wat gestel is vir die Steenkoollynverbeterlngs. Hierdie referaat beskrywe die voorlopige roetebepaling asook aspekte van die gedetailleerde roetebepaling vir hierdie verlegging. Drie tonnels met &apos;n totale lengte van 3,32 km is voorgestel vir die goedgekeurde roete. Twee van hierdle tonnels met &apos;n totale lengte van 2,72 km, sal dubbelspoor tonnels wees. &apos;n lnsig word gegee van die oorwegings wat vir die profielkeuse van die dubbelspoortonnels gegeld het asook vir die opstelling van &apos;n nuwe spesifikasie vir tonnelwerke vir die S A Vewoerdienste.
Coal line improvement projects : special aspects undertaken by Vryheid Construction
J.A. Knott and
Civil Engineer in South Africa 27, pp 135 –140 (1985)
As part of the overall coal line improvements project, Vryheid Construction was made responsible for, among other things, the detailed planning and execution of the work required to increase the carrying capacity of the existing line by doubling it where necessary as well as constructing new and extending existing exchange yards.
Work on all facets of the projects is at present being carried out over the whole section between Broodsnyersplaas and Richards Bay. Vryheid Construction is controlling an estimated R230 million share of the R1 200 million project. To date 39 contractors have been involved and, with the exception of small sections, they are doing all the work.
This work has to be carried out without he disruption of an intensive train service and without interfering with all services such as overhead electrical and electronic train control equipment and communication cables. As a result abnormal construction techniques are often used.
As gedeelte van die oorhoofse steenkoollynprojek is dlt Vryheid-aanleg opgelê om onder andere konstruksiebeplanning en uitvoering te behartig vir die verhoging van die dravermoë van die bestaande lyne. As deel hiervan moes die lyn waar nodig verdubbel word, nuwe werwe gebou word en bestaande werwe verleng word. Werk op al hierdie fasette is tans aan die gang oor die hele streek tussen Broodsnyersplaas en Richardsbaai. Dit word, met die uitsondering van klein gedeeltes, kontraktueel uitgevoer en 39 kontrakteurs is betrokke. Vryheid-aanleg kontroleer &apos;n R230 miljoen-gedeelte van die R1 200 miljoen-projek. Hierdie werk moet plaasvind sonder onbeplande ontwrigting van die hoë intensiteit treinverkeer en sonder om in te meng met byvoorbeeld die oorhoofse hoogspanningtoerusting en kabels vir die elektroniese beheer van treine en algemene verbindings. Daar moet gevolglik dikwels van nie-normale konstruksietegnieke gebruik gemaak word.
The revegetation of the coal line
Civil Engineer in South Africa 27, pp 141 –142 (1985)
The doubling and upgrading of the coal line has created a unique situation for SATS in that the full-time services of an experienced horticulturist are being employed in the revegetation of the hundreds of hectares of disturbed land and newly constructed earthworks, for purely practical and protective reasons. The variations in climatic and soil conditions encountered over the length of the line require the employment of professional expertise to marry the needs of nature and a complex civil structure, within very rigid engineering and economic parameters. Some of the technical aspects and the philosophy behind them are discussed in this article.
Die verdubbeling en verbetering van die Steenkoollyn het die unieke situasie vir die Vervoerdienste geskep waardeur die voltydse dienste van &apos;n ervare tuinboukundige aangewend word vir die hervestiging van plantegroei op die voortspruitende honderde hektare versteurde aarde en nuut voltooide grondwerke - vir suiwer praktiese en beskermings doeleindes. Die wisselende klimaat- en grondtoestande wat oor die lengte van die lyn teegekom word vereis die gebruik van professionele kundigheid om die behoeftes van die Natuur en &apos;n kompleks siviele struktuur, wat binne streng ekonomiese en ingenieurs perke gekonstreer word, suksesvol te koppel.
Sekere van die tegniese aspekte en die onderliggende filosofie verskyn in die artikel hieronder.
Mechanized relaying of the coal line
Civil Engineer in South Africa 27, pp 143 –146 (1985)
The major portion of the work comprising Aspect Three of the coal line project is the strengthening of the existing track to carry 26 t axle loads. This requires the relaying of the line from Broodsnyersplaas in the Eastern Transvaal to the harbour at Richards Bay, some 500 route km consisting of 770 km of track. Due mainly to the limited time available, the decision was made to do this by mechanized means and the track renewal project was born.
Die grootste gedeelte van die werk waaruit Aspect Drie van die Steenkoollynprojek bestaan, is die versterking van die bestaande baan om 26 t asbelasting te dra. Dit vereis die herlegging van die lyn vanaf Broodsnyersplaas in die Oos-Transvaal tot by die hawe op Richardsbaai, &apos;n afstand van sowat 500 km bestaande uit 770 km baan. As gevolg hoofsaaklik van die beperkte tyd beskikbaar, is besluit om van gemeganiseerde metodes gebruik te maak en die Spoorbaanvernuwingsprojek is gebore. Hierdie herleggingsprojek is die grootste wat ooit in Suid-Afrika onderneem is.
Richards Bay coal line improvements : formation design and upgrading
Civil Engineer in South Africa 27, pp 147 –158 (1985)
The increased axleloading and projected heavy traffic intended for the upgraded Richards Bay Coal Line necessitated a complete re-evaluation of Transport Services&apos; standards for earthwork construction. The design approach, which was based on a combination of experience, empirical results and mechanistic analysis, is described in the paper. An account is also given of the investigation which was undertaken to determine whether the existing formation was suitable for carrying the increased traffic.
In die lig van die verhoogde asbelasting en verwagte swaar verkeer op die verbeterde Richardsbaai Steenkoollyn moes die Suid Afrikaanse Vervoerdienste se spesifikasie vir grondwerk hersien word. Die ontwerpbenadering, wat &apos;n kombinasie van ondervinding, emperiese resultate en meganistiese ontleding is, word in die referaat beskryf. Die ondersoek wat gedoen is om te bepaal of die bestaande formasie die verhoogde vekeer kan dra, word ook bespreek.
Chrome manganese rails
Civil Engineer in South Africa 27, pp 159 –162 (1985)
The decision to upgrade the Broodsnyersplaas - Richards Bay coal line resulted in the important development of a new rail for the SA Transport Services. To accommodate the high axle loads on this line the Cr Mn rail with its high strength and good wearing qualities was considered the most suitable choice. The general requirements and specific problems associated with the manufacture of Cr Mn rails are dealt with, as well as the extent to which problems were overcome by the manufacturer. The events leading up to the decision to develop the Cr Mn rail are discussed, and design considerations and required in-track applications are also covered. Some early indication of the performance of the rails under existing service conditions is given and future use of Cr Mn rails is discussed.
Die besluit om die spoorbaanstandaard van die Broodsnyersplaas - Richardsbaai Steenkoollyn te verhoog het die ontwikkeling van &apos;n nuwe spoorstaaf vir die Suid-Afrikaanse Vervoerdienste tot gevolg gehad. Ten eide die hoë asbelastings op hierdie lyn te kon akkommodeer is die Kroom Mangaan spoortaaf met sy hoë sterkte en voordelige slytaslewerende eienskappe as die mees geskikte keuse beskou.
Die algemene vereisters en spesifieke probleme wat die vervaardiging van hierdie tipe spoorstawe ondervind word, word behandel.
Die gebeurtenisse wat die besluit om die ontwikkeling van die Kroom Mangaan spoorstaaf voorafgegaan het, word genoem terwyl daar ook na die ontwerpvereistes gekyk word. Daar word ook kortliks verwys na die werkverrigting van hierdie tipe spoorstawe onder bestaande verkeerstoestande en na die moontlike groter gebruik van Kroom Mangaan spoorstawe op die Suid-Afrikaanse Vervoerdienste.
The extension of the coal export quay at Richards Bay harbour
Civil Engineer in South Africa 27, pp 163 –170 (1985)
In 1979 it was recognized that additional berthing facilities would be required to serve the envisaged expansion to the coal terminal at Richards Bay. The detailed soils investigations that were immediately embarked upon are described, and details of the planning of the project and the design parameters that were decided upon are given. Problems that were encountered with the disposal of the spoil dredged from the basin extension during construction are discussed, and the method of construction of the new berth described.
The Phase Three expansion of the Richards Bay coal terminal railyard
R.N. Skinner and
Civil Engineer in South Africa 27, pp 171 –177 (1985)
The Phase Three expansion increased the capacity of the Richards Bay coal terminal from 24 Mt/a to 44 Mt/a. The 70 km railyard layout to handle the 200 wagon unit trains was developed in co-operation with department of South African Transport Services (SATS). A unconventional soak-away drainage system was designed to handle the stormwater,and its effectiveness was demonstrated during cyclone Demoina. Three track designs were developed in order to achieve a balanced track life under the different loading conditions. The dunes loop was constructed within 12 months, and 25 km of track was remodelled without incurring demurrage charges or the cancellation of scheduled trains. The project was completed within budget. This was achieved through an unusually high percentage of engineering input at the development stage. Efficient railyard operation is maintained by a single Richards Bay Coal Terminal Company (RBCT) controller located in the control tower. This is achieved with centralized signalling supported by radio and telephone communications.