Jane's World Railways 1971-72

—

437

CONGO (Republique du Congo)

CHEMIN DE FER CONGO-OCEAN
B.P. 651, POINTE NOIRE, REPUBLIQUE DU CONGO (BRAZZAVILLE)

General Manager: S. R. Tchichelle
Motive Power and Rolling Stock;
M. Mazaleyrat
Way and Works:
J. Dime
Operations:
P. Freudenreich

The 3 ft. 6 in. gauge C.F. Congo Ocean runs from the port of Pointe Noire to
Brazzaville, the capital. It is entirely diesel operated, the motive power stock

consisting of:

438 CONGO

CAMPAGNIE DES CHEMINS DE FER KINSH ASA-DILOLO LUBU MBASHI (KDL)
PLACE DE LA GARE, LUBUMBASHI. REPUBLIQUE DEMOCRATIQUE DU CONGO

Presidenl-Administroteur Dilegui: Paul Kabasubabo
Direcleur Central: Andre Dcfalquc

Tabulated data on page 426.

GENERAL —The KDL railway serves the important mining centres of the Katanga Lubum- TRACK CONSTRUCTION DETAILS
—bashi. Likasi. Kolwezi and Musashi and other important mining and industrial

areas such as the manganese mine at Kisenge. cement works at Lubudi. collieries at
Luena. diamond mines at Mbuji-Mayi, etc. Expanding agricultural and (orest

product industries have developed along the line of its route.
OTRACOIt connects at Port Francqui with the inland waterway services on the

rivers Kasai and Congo; and at Kabongo with the C.F. des Grando Lacs (CFL).
Internationally. KDL connects at Dilolo with the C.F. du Benguela in Angola,

and at Sakania with Zambia Railways.

For KDL 1968 was the record year since the country's independence when the

railway carried 2 100 million traffic units. This figure increased to 2 264 million

in 1969. and to 2 621 million in 1970.
Based on the continuing improvement in the economic situation, further increases

in traffic movement are anticipated for the future. Production of copper from
GECOMINES is scheduled to reach 450 000 tonnes in 1973 and 500 000 tonnes in
1976. and SODIMICO will produce I 200 tonnes of copper concentrates by the end

of 1972.

RAILWAY DEVELOPMENTS

The expansion of rail traffic to meet the increased demand in 1969 and 1970
was facilitated by the arrival of the first of the new electric and diesel locomotives
and wagons ordered in 1967. and by the electrification in 1970 of the Kabonda-Dianda
to Kamina section giving through electric service from Lubumbashi to Kamina.

373 miles (600 km).
Diesel traction is in service on Lubumbashi-Sakania section and is being pro-

gressively introduced on the non-electrified lines from Kamina north west to Port
Francqui and northeast to Kabango. connecting with the diesel operated CFL.
For the time being the section from Mutshatsha to Dilolo (connection with the
Benguela Railway) will remain steam operated.

As dieselisation progresses, workshops and depots as well as operating methods
are being adapted to sun the new mode of traction, and a technical study is being
made of locomotive and wagon control. Port facilities at Port Francqui are being

extended to cope with the anticipated increase in traffic.

TRAFFIC 1963

Total freight tonnes (000's)
Freight tonne-kms (OOO's)
Total passengers carried (OOO's)
Passenger-kms (OOO's)

ELECTRIFICATION

The heaviest traffic lines, in the Lubumbashi area, have been electrified at 25.000

volts, single phase, 50 cycles.

Route length Completion

Route miles km. dale
65 (05 1952
Likasi-Tenke 59 95 1954
Tenke-Kolweii 82 132 1956
Likasi-Lubumbashi 114 (84 1958-59
Tenke-Luena 98 (57 1963
Kolweii-Mutshatsha III 179 1970
Luena-Kamina

CONGO 439

ELECTRIC LOCOMOTIVES

—

440 DAHOMEY

DAHOMEY

ORGANISATION COMMUNE DAHOMEY- NIGER DESCHEMINS DE FER ET DES TRANSPORTS (O.C.D.N.)

BOITE POSTALE 16, COTONOU. R^PUBLIQUE DU DAHOMEY (A.O.)

Tabulated data on pate 426*

OCDN operates, on behalf of the two Republics of Niger and Dahomey, a total

route length of 359 miles (578 km.) of single track metre gauge railway consisting

of:—

Northern Line from Coconou to Parakou via Pahou 272 miles 438 km.
Eastern Line from Cotonou to Pobe 66 107
Western Line from Pahou to Segboroue 21 33

From Parakou freight traffic is transported by road:
to North Dahomey: service named "Traffic direct Dahomey"
to Niger: service named "Traffic direct Niger"

A future project is the extension of the Northern Line from Parakou to Dosso,

a distance of 300 miles {480 km.).

TRAFFIC PROSPECTS

—From the Republic of Niger: 5%Because of the increase in imports of about

per year and the outward movement of Ground Nut (pea nut) traffic it is estimated
that the probable annual traffic will be of the order of 150,000 tonnes. To this

—figure must be added the tonnage anticipated when the uranium deposit at Arlit

is in full operation 10,000 tonnes of fuel and 20,000 tonnes of chemical products.

—From Nigeria: This future traffic from Northern Nigeria is being negotiated

following agreement between the authorities of Nigeria, Niger, and Dahomey.

—It is anticipated that some 200.000 tonnes of Ground Nuts per year will be loaded

on train at Parakou 60.000 tonnes from the Sokoto region via Gaya and Malanville,
and 140.000 tonnes from the Kainji region via Yashikera and Nikki.

INTERNAL TRAFFIC

The maintenance of the tariff policy followed since 1967, and the expansion of
industry in the middle and north of the country, particularly the increase in cotton

—production 1 1,000 tonnes in 1968. 25,000 tonnes in 1969 and 35,000 tonnes antici-
—pated in 1970 should bring to the rail in the near future some 70,000 tonnes per

year.

TRAFFIC MOVEMENT BY RAIL

441

EAST AFRICA

ETHIOPIA

African
Railways

RAILWAYS

TRAIN FERRY TERMINAL
PRINCIPAL LINES PROPOSED

EAR ROAD SERVICES
EAR LAKE SERVICES --
EAR. MOTELS
E A H OCEAN PORTS
N'LE BRIDGE PAKWACH

—: : —

442 EAST AFRICA

EAST AFRICAN RAILWAYS CORPORATION

P.O. BOX 30121. NAIROBI, KENYA

Tabulated data given on page 428.

Chairman: F. Adala Otuko TRACK CONSTRUCTION DETAILS

Resident Directors: Standard rail Flat bottom, in lengths of 30 ft. to 40 ft. (9/4 to 12 19
Kenya: m.), varying in weight from 40 3 lb. per yd. (20 kg.jm.)
F. Adala Otuko in parts of Tanganyika to 95 lb. per yd. (471 kg./m.) in
Kenya. The main line from Mombasa laid throughout
Tanzania: J. S. Kasambala with heavy rail.

Uganda H- R. Bcrunga

Directors: Menya-Kibecdi Joints 4-hole fishplates. Some welding (see paragraph)

Director General: S. K. Ngoloma Crossties (sleepers) Steel trough. Old type: having lugs for use with steel
Assistant Director General (Services): I. Kaduma
Assistant Director General (Operations): keys. Later type, taking clips and bolts, allows gauge
Dr. E. N. Gakuo
O. Mwambungu conversion from metre to 3 ft. 6 in. (106 m.). Wood
D. K. Ng.m
sleepers are used on certain sections of line.

Regional Managers: „ „ spacing 12 or 13 sleepers per 30 ft. rail and 16 to 18 per 40 ft.

rail. On curves with staggered joints, an additional

sleeper per rail is provided.

Kenya P. J. Mwangola Rail fastenings Old type lug sleepers; steel keys.
Tanzania: F. K. Burengelo Later type sleepers; A, B or K type clips and bolts.
With wood sleepers; Pandrol clips on special baseplates
Uganda L. K. Idro with bonded cork pads under rails.
Chief Traffic Manager:
Chief Civil Engineer: J. W. L. Akol Filling Generally stone ballast of J to 21 in. gauge with minimum
Chief Mechanical Engineer: R. W. Dronyi of 6 in. under sleeper.
Chief Supplies Officer: J. Mimano
Chief Accountant: Formation width Single line, on banks 15 ft. in. (4,572 mm.)
Chief Personnel Officer: L. K. Bakuname in cuttings 17 ft. in. (5,182 mm.)
F. A. Mbuya 29 ft. in. (8.839 mm.)
A. K. Kandie Double line, on banks 31 ft. in. (9,449 mm.)

in cuttings

East African Railways Corporation operates a total route length of 3 663 miles Spacing of track Straight track 14 ft. in. (4.267 mm.)
(ctr. to ctr.) Curves up to 4° 15 ft. in. (4,572 mm.)
—(5 895 km) of 3 ft 3J in (10 m) gauge line, through the three countries forming 15 ft. 3 in. (4.64S mm.)
„ over 4° to 8° 15 ft. 6 in. (4,724 mm.)
the East African Community Kenya, Tanzania and Uganda. In accordance with ,, over 8° to 16°
the Treaty for East African Co-operation, regional headquarters have been set up

in each partner State.

Zambia-Tanzania Railway Min. radius 716 ft. (2/8 m.)=max. curvature of 8 0°. Increased to
Main lines 100 in special circumstances.
In order to give Zambia rail access to the Indian Ocean, avoiding the established
route through Rhodesia and Mozambique, a completely new single track line some Branch lines 358 ft. (/09 m.)=max. curvature of 160°.
I 000 miles (I 600 km) long is under construction from Kapiri Mposhi, on Zambia Max. gradients
Railways, across Tanzania and connecting with EAR's Central Line to the port of Main line do not generally exceed I in 67 (1-5%).
Dar es Salaam. Some lengths I in 50 (20° o ). Branch lines I in 294

Financed by an interest-free loan from the People's Republic of China, and being (3-5%).
built by Chinese engineers, work on the line is reported to be progressing rapidly
with probable completion some two years ahead of the scheduled date of 1975. Gauge widening on } in. (19 mm.)
It is reported that passenger trains will probably start to operate over the first sharpest curve
310 miles (500 km) section from Dar es Salaam at the end of 1971.
Super-elevation on 3 in. (76 mm.)
The new railway is to be administered by a joint Zambia-Tanzania Railway Auth- sharpest curve

ority. Rate of slope of super-
elevation
I in 480.

FINANCIAL DETAILS 1967 1968 1969 1970 Max. altitude 9,136 ft. (2,784 m.) at Timboroa between Nakuru and
Eldoret on K. & U. main line; 4,350 ft. (/,326 m.) near
Revenue 26 220 (COOO's) 28 600
Expenses 22 620 25 700 Itigi on Tanganyika Central main line.
Operating ratio
87 26 100 26 700 90 Max. axle loading 95 b. per yd. track
80
22 970 23 140 22 cons

88 87 60 13 „

50 12 „

45 10 „
.40
MOTIVE POWER TREND
(Assessed on speed, weight and wheel distribution of

Proportion of total locomotive miles operated by: locomotives).

/966 /967 1968 1969 /970 Bridge loading Varies from 10 to 18 units of B.S. loading for medium
80-4 79 1 66 6 62 5 60 2 gauges (B.S. 153), depending on the standard of con-
Steam traction % 19-6 20 9 33-4 37-5
Diesel traction % 398 struction of the lines.

MARINE SERVICES Welded rail

The E.A.R. Corporation owns and operates the following vessels on Lake Victoria At the end of 1970 the total length of track with welded rail was 310 miles (579
and Lake Tanganyika: km.). Types of rail used are BS 60R and BS 95N, in 40 ft. (12-2 m.) lengths. Both
flash-butt and "Boutet" thermit welding processes are used. The rails are laid on
2 train ferries steel sleepers and secured with "A", "B" or "K" clips. The longest individual
1 mail vessel length of continuous welded rail is 7-5 miles (12 km.).
2 passenger/cargo
3 cargo Considerable development and research has been undertaken in the correction
4 short distance passenger ferries of worn rail prior to welding.
6 tugs
36 lighters

During 1969 Lake traffic amounted to 49 million freight ton-miles, and 500,000

passengers.

6-6 fiw) Structure
gauge
t'-O'f/JisJ

. I UKIW HAIL /

TB-O (24S8) Ut») EAR 92 class 2 400 hp l-Co-Co-l diesel electric locomotive
7h-
Cont TE 43 500 lb (/9 730 kg). Weight 254 000 lb (/ (5 200 kg). Length between
(IT) MLWcouplers 59 ft li in (/8I05 mm). Built by
Industries, Canada, in 1971.

EAST AFRICA 443

Refrigerated bogie wagon for EAR. Bulk cement bogie wagon

Load 32 tons. Built by Gloucester R.C.W. Co., England. Designed and built by Metro-Cammell

All steel covered bogie wagon for E.A.R.
Load 35-25 tons. Built by Jessop & Co., Calcutta.

1,850 h.p. Bo-Bol diesel-electric locomotive

EAR Class 91

DIESEL LOCOMOTIVES

Tractive Effort Max. Wheel Builders:
Speed
Axle Trans- Rated Max. Continuous at m.p.h. dia. Total Length No. Year Engine & Type
Arrange- mission Power (km. h.) ins. Built
Class lbs. lbs. m.p.h. Weight ft. ins. first Mechanical Transmission
92 ment h.p. (mm.) tons Built Parts
{kg.) (kg.) {km.lh.) (mm.)

:: :

444

EGYPT (UNITED ARAB REPUBLIC)

EGYPTIAN RAILWAYS

RAMSES SQUARE, CAIRO, EGYPT U.A.R.

For tabulated data see page 428

Chairman: Eng. Aly Fahmy El-Daghestany
Deputy Chairman: Eng. Abd El-Rahman Hodcib
Eng. Darwish Abd El-Messih
Heads of Departments:
Finance Mr. Hassan Louty Et-Boureiny
Administration ;
Fixed structures: Eng. Abu El - E la Gaballa
Central Region: Eng. Mohamed Anwar Yousef
Planning Eng. Aly Hassein Abboud
Operations Eng. Mohammed Rcfaat Shafik
Mechanical and Electrical: Eng, Zo El-Hemma

Eng. Aly El-Nak.b

The railways in Egypt are mainly confined to the more fertile area of the Nile
Delta, with a line following the course of the R. Nile southward to Shallal, just
below Assuan.

The Egyptian Republic Railways, which forms the largest system in the country,
extends from the Mediterranean down the Nile Valley, serving the Nile Delta,
Cairo, Alexandria, Port Said, Ismailia, Suez and connecting at Shallal, its southern-
most point, with the river steamers of Sudan Railways. From El Quantara, on
Port Said-lsmailia line, a branch runs east following the coast and connects with

Israeli Railways.

The first section was between Alexandria and Cairo, opened to traffic in 1854.
Incidentally, this was the first railway in Africa.

Plans are in hand for important extensions of the railway, including the 313 mile
long line from Shallal to Wadi Haifa, to connect with the Sudan Railways system.

A new line about 216 miles (348 km.) long is being built from Helwan south

west to Bahariya Oasis.

The narrow gauge, 2 ft. 6 in. (0 75 m.) line from Oasis Junction to El Kharga has
been closed to traffic.

ELECTRIFICATION

The electrification at 1 .500 volts d.c. (overhead catenary) of the 15-5 mile (25 km.)
standard gauge Helwan Suburban Line, Cairo to Helwan, was completed and open-
ed to traffic in 1956.

FINANCIAL DETAILS 1964

Revenue

:1

445

ETHIOPIA

DJIBOUTI-ADDIS ABABA RAILWAY

COMPAGNIE DU CHEMIN DE FER FRANCO-ETHIOPIEN DE DJIBOUTI A ADDIS-ABEBA
P.O. BOX 1051, ADDIS-ABEBA, ETHIOPIA

Chairman of the Board: His Excellency Lidj Endalkachew Makonnen
Tabulated details of the railways are given on page 428.

Directeur C6n6rol M. Bernard Petit TRACK WORK Track rebuilding and
Directeur Technique: M. Pierre Rodary
Secretaire' Cinirol: M. Lakeou Kiros Improved methods of maintenance are being adopted.
Chef Division Materiel et Traction: M. Benjamin Pigree strengthening is proceeding.
M. Bernard Minot
Chef Division Vote & Batiments Rail Laying
Dr. Guy Delarue
Chef du Service Medical: M. Taffesse Yohannes On average, depending on Planning and Investment programmes. 17 miles {13 km.)
Chef Division du Personnel: M. Nicolas Manousso
Chef Division Comptabilitt M. Jean Buffier of track is relaid with 60 5 lb.,'yd. (30 kg./m.) rail per year.
Chef Division Trafic-Commerciale M. Raymond Martin
Chef Subdivision Formation: M. Jean Capdet Welded rail
Chef Subdivision des Approvisionnements:
Chef Arrondissement d'A.Abeba: Maurice Darbois About 104 miles {168 km.) of Thermit welded track has been laid, of which I I
miles {18 km.) was laid in 1968/69. The longest continuous length is 5 35 miles
(8,647 m.). Rail used weighs 60 5 lb. per yd. {30 kg./m.) in bars 49 ft. 3 in. (15 m.)
long. Rail is laid on steel sleepers 5 ft. I I in. {1.800 mm.) long, secured by clips.

The Kingdom of Ethiopia is mountainous with a high central plateau. The CLIMATIC CONDITIONS Djibouti Addis Ababa
altitude of Addis Ababa, the capital, is over 8,100 ft. above sea level. Its economy (sea level) (Alt. 8,105 ft.)
is predominantly agricultural, with coffee the major export. The only railway Temperature range
runs from Addis Ababa to the port of Djibouti in French Territory of Affars and Issas. Humidity, maximum 72" to I 10'F. 32° to 86°F.
(22° to 43° C.) (0° to 30° C.)
In 1952, the neighbouring country of Eritrea, formerly an Italian Colony, became
federated with Ethiopia. In 1962 the federal status was terminated and Eritrea 96°„ 78",,
became integrated. It has a railway running from the port of Massawa inland to
Agordat.

RAILWAY DEVELOPMENTS 1969 70

Freight traffic increased by 15% and passenger traffic by I 1% compared with the
previous year's results. The freight traffic figure is almost level with that of 1965 66

which had been the best year before the closure of the Suez canal.

The railway which is metre gauge with a total route length of 485 miles {781 km)

is entirely diesel-operated.

FINANCIAL DETAILS 1964 65 (965,66 (966 67 1967,68 (968 69

(963 64 13 743 13 473
I I 806 I I 815
Thousands of S Ethiopian 87 6
85 8
Revenue 15 429 14 674 16 01 I 14 498
Expenses II 857 I I 428
Operating ratio I I 628 12 428
76 8 772
726 857

TRAFFIC (96667 1967:68 1968,69 1969.70

Freight carried, tonnes, import 181 048 162 51 158 914 175 723
export 106 895 77 091 91 859 I 18 602
internal 85 976 82 919 104 550 117 135

Total 373 919 322 521 355 323 4 I I 460

Average distance per tonne (km) 576 542 535 536 Co-Co diesel-electric locomotive for Djibouti-Addis Ababa railway.
Freight tonne-kms (000's) 215 617 174 859 189 965 220 492 Built by Alsthom
Gross tonne-kms (OOO's) 522 794 451 077 459 644 554 879
Total passengers carried 459 459 384 794 411 237 457 729
Average distance carried (km)
Train-km (freight and passenger) —176 21 I 211 6 201 8
I 772 477 2 533 475

DIESEL LOCOMOTIVE

Tractive Effort Max. Wheel Builders:
Speed
Axle Trans- Rated Max. Continuous at m.p h. dia Total Length No.
Arrange- mission Power ins.
Class lbs. lbs. m.p.h. (km./h.) Weight ft. ins. Bui.'l Year Mechanical Engine & Type Transmission
ment Elec. h.p. Buift Parts
(kg.) (kg.) (km./h.) {mm.) tons {mm.) 16 PA4
Co-Co 1.800 56' 9" Chant, de I'Atl.
58.240 42.560 106 43 37 4 78 ((7,398) 1964,5 Alsthom, France
(26,380) {19,280) {17) (70) (950)
(73

empty)

9-zV (leoo)

t'-zYps*})

hi E--I-T7

\'-l% (sso)

Cie du C.F. Franco-Etbiopien de
Djibouti a Addis Abcba

446 ETHIOPIA—GHANA

TRACK CONSTRUCTION DETAILS

Standard rail Vignole; 60 5 and SO 4 lb. per yd. (30 and 25 k/.lm.) in
39 (t. 4 in. </2 m.) lengths; and 40 2 lb. {20 kg. m.) in 49 It.
3 in. (IS m.).

Joints 4-hole fishplates and bolts. About 22 miles (35 km.) of
track in small sections has been laid with 30 kg. rail in 36 m.
welded lengths.

Cross ties (sleepers) Steel; 5 ft. I I in. (1,800 mm.) long under 30 kg. rail.
Spacing
5 ft. 9 in. (1,750 mm.) ,. ,. 25 kg. „
5 ft. 7 in. ((,700 mm.) ., „ 20 kg. .,

=15 per 12 m. length 2,000 per mile ((,250 per km.)

Rail fastening Clips and bolts.

Fillinf Generally crushed volcanic rock, I J to I in. (40 to 20 mm.)

Max. gradient =lS°o I in 40.
Min. radius
-492 ft. (150 m.) 1-7° curve.

1

Gauge widening on 0-787 in. (20 mm.)
sharpest curve

Super-elevation on 3-94 in. (/20 mm.)
sharpest curve

—

GHANA—GUINEA 447

TRAFFIC DETAILS 1968 /969 1970 MOTIVE POWER TREND

Total freight ton-miles (millions) 1878 163-4 1902 Proportion of total train-miles operated by:
Total passenger-miles (millions) 2532 3160
2698 % 1965 /966 1967
CHANGES IN STOCK TOTALS 36-7 40
Steam traction % 63-3
Steam locomotives Additions Retirements On order Diesel traction 60
Diesel locomotives 2 025 I 850 hp 1970 1970 I jan 1971
Passenger train cars
Freight train cars 16
Containers
550

—

448 IVORY COAST— LIBERIA WEST AFRICA

IVORY COAST

Tabulated information on page 428

REGIE DU CHEMIN

DE FER ABIDJAN-NIGER
ABIDJAN. COTE d'lVOIRE

Director: J. Bordenare

The Ivory Coast Republic (Republique du Cote d'lvoire) adopted republican status with a radius of 590 ft. The new alignment will enable the railway to cope with the
in December 1958 as a member of the French Community. The railway, formerly anticipated expansion of traffic in the future. It is scheduled to be completed in
known as the C.F. Abidjan-Niger, runs from Abidjan, the capital, northwards to 1971, at an estimated cost of 1,920 million francs CFA.
Ouagadougou, the capital of Upper Volta, a distance of 71 I miles {i .145 km.), with an
Traffic growth on the system is continuous. In the ten years 1957 to 1966,
additional 17 miles (28 km.) serving the port at Abidjan. passenger-km increased 5 2 times from 931 million to 5171 million and freight
tonne-km by 2 3 times from 139-2 million to 317-9 million.
The 65 mile (103 km.) section between Agboville and Dimbokro is being rebuilt
There is a project to build a new line from Anoumaba via Oume to Daloa, a dis-
on a new alignment to give improved gradients and curvature. Because of the
tance of 154 miles (247 km.), with an extension later of 122 miles ('96 km.) to Man.
9%difficult country traversed, the old alignment has gradients up to 2 and curves

LIBERIA

Tabulated railway data on page 428

There are three railways in the Liberian Republic:

The Liberian Mining Company Railway 76 miles (122 km.)
Bong Mining Company Railway (DELIMCO) 49 miles (79 km.)
166 miles (267 km.)
LAMCO J.V. Operating Co. (LAMCO Railroad)

All have offices in Monrovia, the Liberian capital.

WEST AFRICA

Map showing railways in

DAHOMEY, GUINEA, IVORY COAST and UPPER VOLTA, SENEGAL and MALI, TOGO

See pages 426-432 for tabulated data.

MALAGASY 449

MALAGASY

(Repoblika Malagasy)

RESEAU NATIONALE DES CHEMINS
DE FER MALAGASY

GARE SOARANO, TANANARIVE

See page 428 for tabulated details of the railway

General Manager: Jean Ralaivao CONTAINER OPERATION
Deputy General Manager:
Administration: Raymond Ranaivoarivelo In order to ensure that the country should benefit by the lower freight transport
Operating Department: Jean Baptiste Rasami-Manana
Adolphe Rakotoarivony costs made available by the use of containers and pallets, the Malagasy Government
Permanent Way and Buildings: Michel Ralamboson
Jeannot Rakotondranaivo issued a decree on 19 November 1968 setting up a limited company with State
Rolling Stock Department: Roger Le Metayer
Planning Department: Georget B E Dijoux participation called the Malagasy Container and Chartering Company (SMC A)
Port of Tamatave: MGThe registered capital is 4 million
francs divided into 800 shares, 51% being
—held by State-owned undertakings: Malagasy National Railway System, National

—Investment Company, and Malagasy Maritime Transport Company. The remain-

ing 49% are for the private sector: road haulage, inland navigation, manufacturers,

exporters, forwarding agents and insurance firms.

The activities of this company were defined as follows:

hiring of containers;

RAILWAY DEVELOPMENT grouping of containers for railway or maritime transport;

The traffic increases experienced in 1967 and 1968 continued in 1969. helped by grouping of goods in order to constitute technical load units;
the location of new industrial plants set up with Government financial assistance. home delivery of containers in areas provided with a road haulage undertaking;
maintenance and cleaning of containers;
The three dieset-electric locomotives and ten passenger cars put into service in
1968 enabled the railway to handle the increased traffic. hiring of pallets, management of a pallet pool;

The 12 mile (19 km.) branch from Vohidiala to Morarano was opened to traffic long-distance chartering by creation of road connections with the railways;
on 25 April 1969. Chrome ore from the mines at Andriamana is brought by a fleet
of lorries to the railhead at Morarano, over a specially built highway 53 miles (86 prospecting of traffic flows, establishment of agreements and conventions with
km.) long. From May to December 1969 a total of 80,000 tonnes of chrome ore the Customs Authorities, the Railways, the haulage undertakings or container
was carried by rail to Tamative. The new rail line also opens up a rich agricultural owners;
region to the west of Lake Alactra. with prospects of an increasing volume of
traffic in the next few years. fixing of tariffs for the hiring of containers and pallets, and transfer tariffs in

The construction of branches and spurs to feed new plants in the industrial zones respect of the latter.
of Tamative, Tananarive, and Antsirabe has brought new traffic.
Because no facilities are as yet available for handling large containers of 20 to 30
An important feature of the 5-year plan is the study of the economics of extending tonnes, medium containers up to 5-tonnes are first to be used. But the Railways
the rail system. It is proposed to build a line between Antsirabe and Fianarantsoa have acquired two 20 ft. ISO insulated containers for the transport of frozen meat;
168 miles (270 km.). This will give a continuous railway from Manakara to Tamatave
traversing the most heavily populated parts of the country. these are carried on standard flat wagons.

Container Terminal
A container terminal is being built at the port of Tananarive. To start with it will

be about 2 5 acres (/ hectare) in area but it will eventually extend to about 125
acres (5 hectares). Facilities include 2 cranes of 25T capacity.

Railcars
The railway has 6 cars each capable of carrying I x 40 ft or 2 X 20 ft containers.

The Malagasy system of 559 miles (883 km.) metre gauge route length consists Traffic

of:— During 1970 there were approximately I 000 container movements by rail;
this is expected to increase to I 800 in 1971.
m//es km.

Line Tananarive-Alarobia (TWS) 3 5
,, Tamative-Tananarive (TCE) 231 371
,, Moramanga-Ambatosoratra (MLA) 104 167

Branch Vohidiala-Morarano 12 19
Line Tananarive-Antisrabe (TA) 98 1 58
101 163
,, Fianarantsoa-Manakara (FCE)

TRACK DETAILS lb. per yd. kg.jm.

Rails Line TCE: 60-5 30

Sleepers (crossties) „ MLA: 50-4-524 25-26
Sleeper spacing
„ TA: 50-4-52-4 25-26
Max gradients
„ FCE: 56-5-30 5-62-6 28-30-31
Min. radius of curves
64% metal, 36% wood.
Max. altitude
1,930-2,175 per mile (/ ,200-1 ,350 per km.)
=2-5%
Line TCE =1-7% I in 40

„ MLA =1-5% I in 59

,. TA: I in 67
=3-5% I in 29
.. FCE: "BQSohmpy

Line TCE: 164 ft. (50 m.) *ororano \&A m Ltoscr4tr.

„ MLA 262 ft. (80 m.) A MBA TONDRAZAKOg I
sUarobca D
.. TA: 410 ft. (125 m.)
rt-V
FCE 262 ft. (80 m.)
Faratangono
5,518 ft. (1,682 m.) near Antsirabe

WELDED RAIL

At the end of 1966 the total track length laid with welded rail was 191 miles
(307 km.). Rail used weighs 60-5 lb. per yd. (30 kg./m.) in 26 ft. 5 in. (12 m.) lengths
Thermit welded by "Boutet" process.

FUTURE REQUIREMENTS ill require a further

The railway anticipates that during the next 4-5 years
10 diesel locomotives and 300 freight train cars.

Ft DAUPHIN

CNCA train of containers at Tananarive Station

Driven by an Alsthom 1,050 hp diesel-electric locomotive.

::

450

MALAWI

MALAWI RAILWAYS LTD.

P.O. BOX 5144. LIMBE, MALAWI
London Office: MALAWI BUYING & TRADE AGENTS,
ABBEY HOUSE. 6. VICTORIA STREET, LONDON S.W.I

Tabulated data on page 428

The total route length of 3 ft 6 in (I 067 m) gauge railway operated by Malawi TRAFFIC DETAILS (968 1969 (970
Railways Ltd is 353 miles (568 km) including the lines of its wholly owned subsidiary 1 038 5
The Central Africa Railway Company. The administration also owns and operates Freight tons carried (000)
Road Motor Services Ltd. and shipping services on Lake Malawi. Average distance per ton (miles)

A new capital city is being built at Lilongwe and there is a proposal to build a (km)
Total ton-miles (000)
railway to link it with the main north-south line. Another rail project is aline
running westward to Tete and Moabize. „ ton-km (000)
Passengers carried (000)
Executive Chairmen: D. R. Katengeza Average journey (miles)
Directors Paramount Chief Inkosi ya Makosi M'mbelwa III
.. (km)
General Manager: G. W. Dunlop Total passenger-miles (000)
Deputy General Manager: J. G. Kamwendo
Secretary: H. B. P. Kanchowa ,, passenger-km (000)

financial Controller: M. D. B. Kapida MOTIVE POWER TREND
Chief Officer (Transportation): S. B. Somanje
Proportion of total train-miles operated by:-
Management Assistant: A. Baker
Way and Works Engineer: G. G. Geddes
Works Manager: V. F. Mullan
Chief Diesel Engineer:
Telecommunications Engineer: T. D. Brand

Transportation Superintendent: W. Turner
Manager Road Motor Services G. Dunn
Lake Service Manager:
J. F. Malham
Management Accountant:
W. W. Gordon
financial Accountant:
Internal Auditor: D. T. Sandford
Data Processing Manager:
Chief Personnel Officer: D. L. Wagner
Principal Training Officer:
Commercial Superintendent: K. A. Mansfield
Stores Superintendent:
A. Black

Capt. H. Birks

W. A. Richardson

G. R. L. Roberts
P. K. Hounsham
G. R. F. Arnold
A. A. Nyirenda

L. G. Salt

J. Sanderson
T. E. V. Gwilym

::

TRACK CONSTRUCTION DETAILS MALAWI— MALI 451

Standard rail 75 lb. (37-2 kg.) and 60 lb. per yd. (29-8 kg./m.) FIXED STRUCTURE GAUGE MOVING STRUCTURE GAUGE-
in lengths of 33 and 39 ft.
Cross ties (sleepers)
Steel trough, 5 ft. 8\ in. (1,750 mm.) long and
Spacing
Rail fastening hardwood 6 ft. 6 in. 5 in. X 10 in.

Filling Concrete 6 ft. 6 in. (1.980 mm.) X 9 in. (226 mm.)

Max. curvature base
,, gradient
„ axle load 12 per 33 ft. rail.
„ permitted speed
„ altitude 15 per 39 ft. rail.

Clip and steel key, elastic spikes, Pandrol clips

with concrete sleepers.

Broken stone and earth.
=15-8°
radius of 363 ft. (/// m.)
227% = I in 44.

15 tons (of 2,000 lb.)

35 m.p.h. (65 kmjhr.), restricted in hill section

to 20 m.p.h. (32 km./hr.)

3,840 ft. (1.107 m.)

I 7~* J I 1t j

TtuovJ sVtfJ T_i- t'qo67i

MALI

CHEMIN DE FER DU MALI
B.P. 260, BAMAKO, REPUBLIQUE DU MALI

Tabulated data on page 428.

Director: Djibril Diallo EXISTING LINES SAHARA
Deputy Director: PROJECTED LINES
Finance: Noumoucounda Savane MALI
Administration: Almany Saounera MAURITANIE
VOLTA
Operations Cheick N'Diaye
Yamadou Diallo
Way and Works: Mamadou Bah
Lassana Sanoko
Stores Mamadou Sidibe
Equipment and Traction:

—The former Dakar Niger Railway starts at Dakar in Senegal and runs inland via

Kayes to the River Niger The present C.F. du Mali is that portion of the line

inside its territory, the remainder being the C.F. du Senegal. A new line linking

Bamako, capital of Mali, with Conakry, capital of Guinea is planned to give Mali an
alternative outlet to the Atlantic, route length of 500 miles (800 km.), of which

373 miles {600 km.) will be in Guinea.

In 1969 the railway carried 291 500 tonnes of freight an average distance of
299 miles (481 km) giving 140 million tonne-km; and 624 275 passengers 78 miles
(126 km), a total of 78-74 million passenger-km.

During the year delivery was effected of a further 4 Alsthom BB 1200 diesel-
electric locomotives, one diesel railcar and two trailers, and 42 wagons.

Kilfiro

Koulikoro

'Kangoba

MAURITANIA

CHEMINS DE FER MIFERMA

S.A. DES MINES DE FER DE MAURITANIE
P.O. BOX 42, F'DERIK, REPUBLIQUE ISLAMIQUE DE MAURITANIE

ADMINISTRATION: 87 RUE LA BOETIE, PARIS 8e. FRANCE

General Manager: J. Audibert (Pons)
Assistant General Manager: A. Nicolas (Pons)
Deputy Manager: R. Hervouet (Nouodhibou)
Director Railway and Harbour: R. Guiitard (Nouodhibou)

Tabulated data on page 428.

This 4 ft. 8± in. (1435 m.) line. 404 miles (6S0 km.) long, was completed in 1963. To ensure adequate air filtration at low engine speeds an electrically driven fan in
the roof maintains the inlet air velocity through the cyclone filters, the air surplus
It runs from Nouadhibou (ex-Port Etienne) to Akjoujic for the transport of iron to engine requirements being bled off.

ore from the mines at F'Derik (ex-Fort Gouraud). The maximum gradient against OPERATIONS

05% 10%loaded trains is During 1970 a total of 9 2 million tonnes of ore was moved 404 miles (650 km)
(I in 200) and against empty trains (I in 100). The from mine to port. The equipment used consisted of 21 diesel-electric line haul
locomotives. 10 shunting locomotives and 860 ore cars. The average net train load
minimum radius of curves is 3,280 ft. (1,000 m.). was 12.000 tonnes of ore. and the average speed was 24 m.p.h. (38 km.jh.). Triple-
locomotive trains have a gross hauled load of some 13,500 tonnes, and quadruple-
As the line runs across sandy desert, special precautions have been taken to locomotive trains 18,500 tonnes.

prevent the ingress of sand into the Alsthom diesel-electric locomotives. Two

stage air filtering has been adopted. The primary filter is of the cyclone type which

98%has a claimed efficiency of in separating the sand from the inlet air, the collec-

ted sand being retained in special sand traps which are emptied periodically. Sec-

ondary filtration is by expendable high efficiency paper element filters, which are

changed every 28.000 miles (45,000 km.) or so.

452 MAURITANIA— MOROCCO

ADDITIONAL REQUIREMENTS

MIFERMA are to purchase a further 5 line-haul locomotives and 240 freight cars

in the next 2-3 years.

LOADING GAUGE

The railway is designed to the UIC International gauge for 4 ft. 8J in. (1-435 m.)

railways.

TRACK CONSTRU CTION DETAILS

Standard rail: 108 9 lb. per yd. (54 kg./m.) UIC
Practically the whole line was laid with long-welded rail.
Welded joints 8 • 18 m. railbars were flash-butt welded at depot into

472 ft. (144 m.) lengths, which after laying were Ther-

mit welded into continuous rail. The longest individual

Sleepers (crossties) length of welded rail is 50 miles (80 km.).
Type U28 steel weighing 165 lb. (75 kg.).

Spacing 23} in. (60 cm).

Rail fastening Clips and bolts to metal sleepers.

Max. curvature I 75°=min. radius of 3.280 ft. (1.000 m.).
Max. gradient 0-5% (I in 200) against loaded trains.

Max. altitude 1*0% (I in 100) against empty trains.
1,148 ft. (350 m.).

Max. axle load 25 tonnes
Max speed Loaded trains 31 m.p.h. (50 km.[h.); empty 37 m.p.h

(60 km.jh.).

ir

Overall length of train MIFERMA 18,500 tonne ore train drawn by 4 Alsthom Co-Co 2,500 h.p. diesel electric locomotives .250 h.p.
MGO•25 miles (2,000 m.). Each locomotive is 72 ft. 2 in. (22 m.) long, I I ft. 6 in. (3-5 m.) high, and weighs 135 tonnes. Powered by 2 X

VI6 BSHR engines. Tractive effort max. 88,000 lb. (40,000 kg.), continuous 66,000 lb. (30,000 kg.).

MOROCCO

Tabulated data on page 430

MOROCCAN RAILWAYS

OFFICE NATIONAL DES CHEMINS DE FER (ONCF)

AVENUE ALLAL BEN ABDALLAH 19, RABAT, MOROCCO

Genera/ Manager:

MOROCCO — MOZAMBIQUE 453

New Rail

For all track renewals the rail laid is Type S 33 weighing 90 8 lb. per yd (46 kgm.).

Rail fastenings sleepers by elastic fastenings supplied by Las Ressorts
The rails are secured to pads 5 Soc. Marocaine
mm. thick are supplied by
du Nord. Rubber seating

Berrionneau.

Welded rail
The total length of track with welded rail is 76 miles (123 km.), the longest indi-

vidual length being 8-7 miles (14 km.). Type S33 rail (46 kg./m.), in 59 ft.(/8 m) bars

is Thermit welded. Elastic fastenings secure the rail to reinforced concrete sleepers.

A further 58 miles (94 km.) of track is to be dealt with before 1972.

SIGNALLING AND TRAIN CONTROL

Automatic block with colour light signals was installed on 7 miles (/ / km.) of route
from Casablanca Port to Beaulieu Junction, with control centre at Casablanca
Nord. The equipment was supplied by Cie de Signeoux el d'Enterprises E/ectr/ques.

Cie. des OF. du Maroc

Interior of first class passenger car
Built by De Dietrich & Cie

MOZAMBIQUE

MOZAMBIQUE HARBOURS, RAILWAYS AND TRANSPORT

(DIRECCAO DES SERVigOS DOS PORTOS, CAMINHOS DE FERRO E TRANSPORTES)
C.P. No. 276 LOURENgO MARQUES. MOZAMBIQUE

I

—

454 MOZAMBIQUE

General Manager Eng. Fernando Augusto Soares Seixas Lourenco Marques Division
Managers: Eng. Fernando Assis Camilo Tcixetra
Eng. Mario Goncalves Ferretra 3 ft 6 in. (t 067 m.) gauge; 479 miles (77/ km.) route length
Management Assistants: Eng. Angclo Jorge de Araujo Mendo
Eng. Firmino Victor Ramalho From the port of Lourenco Marques lines run west to connect with South African
Railways and Harbours Directors: Railways at Kamatipoort; north to Malvernia, connection with Rhodesian Railways;
Lourenco Marques: Eng. Urbano Augusto Pires Benites (Director)
Eng. Antonio Julio Caldeira Pinto (Sub-Director) and southwest to connect with Swaziland Railways at Goba. A new line 47 miles
Beira: Eng. Jose Roberto Duarce SMva (Director)
Eng. Nuno Angelo Rodrigues Valente (Director) (76 km.) is being built from Umpala, on the Goba line to Salamanga.
Namputa: Antonio Americo Batista (Inspector)
Quehmane: Custodio Carmo de Almeida (Inspector) CHANGES IN STOCK TOTALS IN 1969
Inhambane e Gaza: Eng. Abel Neves de Azevedo (Director)
Eng. Eduardo Boaventura da Silva Marques Leitao Steam locomotives Additions Retirements On Order
Airline Directors: Diesel railcars
(Sub-Director) Freight train cars —— 57 23
Technical Division: Eng. Jaime Am&ncio Cruz (Director) Service vehicles 5 378
Eng. Antonio Julio de Sousa Lage (Sub-Director) 250
Works and Studies Division: Eng. Victor Augusto de Sousa (Director)
Eng. Artur Raul de Silva Marques 5

Mozambique Railways consists of three main and two small lines, not connected TRACK WORK miles km.
to each other, running inland from ports on the Indian Ocean. From North to 28 46
New track built or building 48 77
south of the country these are:
Mozambique Division 52 83
Mozambique Division
—Nova Guard Vila Cabral 47 76
3 ft. 6 in. (I 067 m.) gauge; 680 miles (979 km.) route length —Nova Freixo Malawi border

This line runs from the port of Nacala, with a branch to Mozambique, westward —Beira Division
vo Nova Freixa and Vila Cabral. From Nova Freixa a new line has been built Inhamitanga Marromeu
connecting at the border with Malawi Railways new link line giving Malawi rail Replacing th old 3 ft. in. (0 915 m) line

access to the port of Nacala. —Lourenco Marques Division
Umpala Salamanga

Quehmane Division WELDED RAIL

3 ft. 6 in. {1067 m.) gauge; 90 miles (145 km.) route length At I Jan 1970 the total length of track laid with welded rail was 147 miles (237
Runs from Quelimane on the coast, through difficult terrain to Mocuba.
km.), of which 64 miles (104 km.) was laid in 1969. Rails used are ASCE and 91 RR
Beira Division
(4Skg.lm.) in 39 ft. 4 in. to 59 ft. in. (12 to 18 m.) lengths welded by aluminothermic
3 ft 6 in. (1-067 m.) gauge; 590 miles (950 km.) route length process. The longest continuous length of long-welded rail is 68 mile (12 km.).

From the port of Beira the tine runs eastward to connect with Rhodesia Railways SIGNALLING AND TRAIN CONTROL
at Machipanda. From Dondo Junction 18 miles (29 km.) from Beira, a line runs
northward to connect with Malawi Railways with an extension from D. Ana to Block type signalling has been installed on the 55 mile (88 km.) section of line
Moatize. The section from Dondo to Sena, 181 miles (191 km.) is owned by the between Ressano Garcia and Lourenco Marques, controlled from Lourenco Marques.
Equipment supplied by Siemens.
Trans-Zambesia Railway Co. Ltd. (see separate entry). A new line 52 miles (83
MARSHALLING YARDS
km.) long is being built from Inhamiunga to Marromeu to replace the old 3 ft. in.
(0 9/5 m.) gauge line. The new semi-automatic hump yard at Lourenco Marques has a capacity of 4,000

Inhambane and Gaza Division wagons. It has 52 reception, sorting and dispatch tracks, and is equipped with
retarders, weighing apparatus, and radio.
This consists of two isolated lines:
I. JoSo Belo to Mauele, with a branch from Manjacaze to Chicomo

2 ft. 5i in. (0-750 m.) gauge; 96 miles (154 km.) route length.

TRANS-ZAMBESIA RAILWAY
TRANS-ZAMBESIA RAILWAY CO. LTD., C.P. 61, BEIRA, MOZAMBIQUE

Lisbon Office: AV. DA LIBERDADE, 227-7°, LISBON 2, PORTUGAL

London Office: 40/42 CANNON STREET, LONDON, E.C.4, ENGLAND

General Manager: Eng. F. S. Seixas
Executive Manager: I. J. G. Tavares
Deputy Executive Manager: Eng. A. G. Freire
Chief Engineer: Eng. C. Pinto
Commercial Manager- A. J. Santos
Traffic Manager: R. Fernandes
Chief Accountant: J. M. Canhao
A. S. Trigo Morais
Stores:

This 3 ft. 6 in. (/ 067 m.) gauge line 181 miles (291 km.) long extends from Dondo,
some 18 miles (29 km.) from Beira, to Sena where connection is made with Malawi
Railways. Formerly British owned, in 1967 the Portuguese Government purchased

93% of the share capital. It has its own locomotives and rolling stock (see tabulated

details) but is managed by, and operates as a part of the Beira Division of Mozambique

Railways.

MINIMUM FIXED STRUCTURE GAUGE MAXIMUM MOVING STRUCTURE GAUGE;
5-0
(1524) r

5-0 (IS24) 7- (2159)
1
5-0 (1524)
2-10 f[
4-SOJ46) CB6J6) 5/2 ( 139)

T7 $ t
J (.076)

:

455

NIGERIA

Nigeria has a superficial area of 358,000 sq. miles (928.000 km 3 and a population Industry is expanding covering such diverse activities as food and drink, textiles,
.),
—estimated in 1963 to be 55.671,000. Roughly two-thirds of the country 240,000 wood products, cement (Nigeria is self-supporting), chemicals, metals, glass, etc.
—sq.
miles (620,000 km 2 is covered by forest, of which 20,000 sq. miles (52,000 In 1966 the length of serviceable roads was 55,250 miles (88,900 km.) of which
.) 9,500 miles (1 5,300 km.) were bitumen surfaced, the remainder being gravel or earth.

km 2 are forestry reserves. The Niger is navigable for half the year as far as Jebba, some 560 miles (900 km.)
.) from the Atlantic, and all the year at its delta as far as Onitsha, 93 miles (150 km.)
from the ocean.
About 80% of the working population are engaged in agriculture, the principal
Nigerian Railway Corporation operates a route length of 2, 178 miles (3,505 km.),
—products so far as exports are concerned being: ground nuts, cocoa, cotton, palm
products, rubber, and forest products. all 3 ft. 6 in. (/067 m.) gauge. Traffic in 1969 amounted to 364 million passenger-
miles and 2.438 million ton-miles.
There are extensive mineral resources in the country, including tin, iron, bauxite,
A future project envisages a continuation of the railway due east from Maiduguri,
zinc, lead, and coal. There are considerable reserves of oil, the refinery at Elesa across Cameroun and Chad, connecting with the 3 ft, 6 in. (/067 m.) gauge Sudan

Elemi near Port Harcourt has an annual capacity of 1-6 million cons. Railways. This would provide a rail link across Africa from the Atlantic Ocean to
the Red Sea.
To augment the present extensive production of electricity from thermal power

stations, a hydro-electric barrage is to be built at Kaindji. 60 miles (100 km.) north

of Jebba, on the river Niger. Other barrages are projected at Jebba on the Niger.

at Makurdi on the river Benoue, and at Shirogo on the river Kaduna.

NIGERIAN RAILWAY CORPORATION

EBUTE METTA, NIGERIA

Chairman: Alhaji I. Dasuki 1969
Genera/ Manager:
Assistant Genera/ Manager, Staff: T. I. O. Mzegwu
E. A. Imoukhede
Works: J. K. Cole
J. B. O. Holloway
Public Relations Officer:
T. I. Awosika
Mechanical Engineer's Department
T. O. Griffin
Chief Mechanical Engineer: M. A. Lawal
Deputv Chief Mechanical Engineers: V. E. N. Allanch

Carriage and Wagon: J. G. Sherry
S. M. O. Denloye
Locomotives: C. O. Idowu
Electrical Engineer: S. Ponnuswamy
A. K. Nair
Civil Engineer's Department
O. D. Oshosanwo
Chief Civil Engineer:
Deputy Chief Engineer: F. O. Onanuga
Bridge Engineer: T. S. Agbabiaka
Project Engineer:
Signal Engineer: J. A. Owoseni
A. O. Ogunde
Operating and Commercial Department T. O. Keleko

Chief Superintendent: Dr. P. O. Ephraim
Deputy Chief Superintendents:
Dr. W. G. Ogunyemi
Operating: Dr. F. O. Adewole
Commercial

Accounts Department

Chief Accountant:
Deputy Chief Accountant:
Data Processing Manager:

Medical Department

Principal Medical Officer:
Hospital Superintendent:
Specialist Surgeon:

FINANCIAL DETAILS

—

456

RHODESIA

RHODESIA RAILWAYS
P.O. BOX 596. BULAWAYO. RHODESIA

Tabulated data on page 430.

Commissioner: Lt. Col. A. Leslie
Central Manager:
Deputy General Managers:

Operations, Rail and Road:
Administrations and Services:

Chief Medical Officer:
Chief Engineer (Mechanical Electrical and

Signal:
Chief Engineer (Civil):
Chief Operations Officer:

—Area Manager Eos tern:
—Area Manoger Southern:

Principal Electrical Engineer:
Chief Establishments and Industrial

Relations Officer:

Chief Accountant:
Principal Signal Engineer:
Supplies and Stores Manager:
Commercial Manager:
Catering Manager:

Principal Planning Officer:
Manager, Computer Services:

Chief Security Officer:
Chief Internal Auditor:
Controller, Road Motor Services:

Public Relations Officer:

FINANCIAL DETAILS

(Railway operations)

Revenue
Expenses
Operating ratio

At midnight on 30 June 1967, Rhodesia Railways, which for the previous three
years had been operated under the joint and equal control of the Governments
of Rhodesia and Zambia, ceased to exist as a single operating (unitary) system.
Separate autonomous railway systems in Rhodesia and Zambia came into existence
at that moment under separate man?gement and operational control.

The new Rhodesia Railways embrace the railway systems of Rhodesia and Bots-
wana; the line running north from the Victoria Falls bridge, across the Zambesi
River, forms the southern end of Zambia Railways.

Rhodesia Railways also connect with South African Railways at Mafeking and
with Mozambique Railways at Umtali and Malvernia.

Rhodesia Railways now operate a total route length of 2,010 miles (3,235 km.) of

3 ft. 6 in. (1-673 m.) gauge, comprising:

Mocambique Border to Salisbury
Salisbury to Gwelo
Gwelo to Bulawayo
Mpopoma to Thomson Junction
Thomson Junction to Victoria Falls Bridge
Somabula to Malvernia
Bulaway to Ramatlhabama
Branch Lines

RHODESIA— SIERRA LEONE 457

V -; . p

lO-t(J^OOJ)

I

a<-s ZSrfc

Class DE3 Diesel-electric Locomotive

DIESEL LOCOMOTIVES

458

SOUTH AFRICA

GENERAL TABLE 3

During 1969 and, more particularly, during 1970, the South African economy

became overheated as domestic monetary demand of goods and services exceeded

domestic supply by a substantial margin and exerted pressure on the labour and

financial resources. This resulted in an upward pressure on wages and salaries

and interest rates. Bottlenecks appeared and shortages of skilled labour and

certain materials such as steel, cement and bricks hampered the smooth functioning

of the economy.

The gross domestic product at current market prices, however, increased by

17%9-4% during 1970, which was significantly less than the rate of I obtained in

1969. In real terms the gross domestic product increased slightly more than 5%,
7%as against a rate of increase of
during 1969.

Contrary to the deceleration in the rate of growth in the gross domestic and

national product, gross domestic expenditure continued to rise at the very high

rate of 14% during 1970. This widening of the gap between gross domestic expend-

iture and gross national product led to a marked increase in the deficit on the

current account of the balance of payments which became progressively larger

during the course of 1970. All the main components of domestic expenditure

contributed to the rapid rise in 1970, but continued inventory accumulation made

the largest contribution.

Merchandise imports increased from R2 149 million in 1969 to R2 578 million

in 1970: i.e. an increase of 20%. On the other hand, merchandise exports decreased

5% Aby from Rl 484 million in 1969 to Rl 413 million in 1970. fall in exports of

diamonds and wool was mainly responsible for the poor performance of exports

in 1970, although this was partly offset by increases in the exports of agricultural

products, mineral products and base metals. A record deficit of R788 million

was recorded on the current account of the balance of payments compared with a
deficit of R262 million during 1969. The imbalance between total domestic demand

and supply was the main characteristic of the South African economy during 1970.
41% —Consumer prices rose at a rate of
during 1970 the second time in sixteen

4%years that a rate higher than was recorded in South Africa. The average

2%annual rate over the six years from 1962 to 1968 was about 3%. and about

during the preceding six years.

TABLE I Gross Domestic Product

At

1963
1964
1965
1966
1967
1968*
1969*
1970*

TABLE 2

1963
1964
1965
1966
1967
1968*
1969*
1970*

::

SOUTHfAFRICA 459

SOUTH AFRICAN RAILWAYS

SUID-AFRIKAANSE SPOORWEE,

SOUTH AFRICAN RAILWAYS AND HARBOURS ADMINISTRATION, PAUL KRUGER BUILDING,
WOLMARANS STREET, JOHANNESBURG

Tabulated railway data on page 430.

ADMINISTRATION

Minister of Transport: The Hon. B. J. Schoeman, M.P.
Deputy Minister of Transport: The Hon. H. E. Martins. M.P.

Administrative Secretary to the Ministry of D. M.J. Butler
Transport:

Private Secretary to the Ministry of Transport: J. H. Viljoen
Railway Commissioners: Dr. J. H. Botha
C. V. de Villiers

P. J. C. du Plessis

MANAGEMENT

General Manager: J. G. H. Loubser

Deputy General Manager:

Deputy General Manager:
Assistant General Manager (Staff);
Assistant General Manager {Technical):
Assistant Genera/ Manager (Airways):
Assistant Genera/ Manager (Operating):
Assistant Genera/ Manager (Commercial):
Assistant General Manager (Harbours and

Pipelines):

Financial Manager:

Head, Division Planning and Productivity:

SYSTEM MANAGERS

Telephone Number

Durban: 301-2555

Cape Town: 38-3392

Johannesburg: 23-2248

Port Elizabeth: 50-2000

Pretoria: 73-2326

Bloemfontein: 7-4740

Kimberley 4721

Windhoek: 3204

East London: 2-1547

ASSISTANT SYSTEM MANAGERS

Johannesburg:
Cape Town;
Durban:

Pretoria

DEPARTMENTAL HEADS

Chief Civil Engineer:
Chief Electrical Engineer:
Chief Mechanical Engineer:
Chief Signal Engineer:
Chief Stores Superintendent:
Chief Accountant:
Monoger, Publicity and Travel Department:
Commissioner of S.A. Railways Police:

Catering Manager:

FINANCIAL RESULTS

—— —

460 SOUTH AFRICA

TRACK CONSTRUCTION DETAILS

Max. permitted speed Main lines: 55 m.p.h. (88 5 km./hr.)
Semi-main lines. 45 m.p.h. (72-4 km./hr.)
Branch lines: 35 m.p.h. (56 3 km./hr.)
These limits apply to all passenger trains and to freight
trains composed of bogie truck cars. Freight trains of
2-axle cars are limited on main lines to 35 m.p.h. ($6
km./hr.) and on branch lines to 30 m.p.h. (48 km. 'hr.)

t

Standard rail Main and secondary lines:
115. 96 and 81 lb yd (57. 48 and 40 kg/m)

Branch and narrow gauge lines:
60 and 44 lb, yd (30 and 22 kg/m)

Joints 4-hole flat of 100% fishplates

Welding See paragraph "Welded tail"

Cross ties (sleepers) Wood, steel and concrete. The former are mostly

hardwood but some creosote-impregnated soft wood

are used. Steel is not used on electrified lines or in

coastal areas because of risks of corrosion.

Main line: wood, 6 ft 9 in x 10 in x 5 in
(2 100 x 250 x 125 mm)
Class 6EI Bo-Bo electric locomotive heading the Blue train steel, 6 ft 9 in (2 100 mm) weighing

On fast passenger trains, one class 6E I or 6E is able to replace two class 5EI loco- 134* lb (6/ kg)

motives. 20 class 6EI and 48 class 6E were put into service, and a further 182 Monolithic concrete: 6 ft 9 in (2 100 mm)
are on order.
long weighing 480 lb (218 kg).

Contact area on ballast 735 sq in

Branch line: (4 740 cm 1 )
wood, 6 ft 9 in X 10 in X 5 in
(2 100 x 250 x (25 mm)
steel, 6 ft 5j in (/ 970 mm) weighing 88 lb

(40 kg)

CONTAINER OPERATIONS Narrow g.: wood, 5 ft 6 in X 9 in X 4£ in

Principal Officer (/ 680 x 240 X HS mm)
J. H. F. Grobler, Assistant General Manager (Commercial), South African Railways,
steel, 5 ft in (/ 525 mm) weighing 53 lb
Wolmarans Street, Johannesburg.
(24 kg)
The South African Railways own a number of containers with which they give
door-to-door service using railway owned road services for collection and delivery: Spacing, main lines 27| in (700 mm)

936 Mobile (wheeled) containers of 880 cu ft (25 m') capacity ,, branch lines 34 in (800 mm)
,, narrow g.
330 SAR containers 10 ft long X 7 ft X 7 ft 35| in (900 mm)

719 ISO 10 ft containers Rail fastening
Main lines
On wooden sleepers: rails secured in cast iron chairs
Installed equipment in service on I January 1971 comprised: by steel taper keys or by steel clips and bolts, chairs
fixed to sleepers by coach screws.
Gantries 70 On steel sleepers: rails held by steel clips and bolts.
On concrete sleepers: rails held by resilient fastenings,
Mobile cranes 71 FIST and Pandrol clips.

Fork-lift trucks 590

Equipment on order included:

Gantries III Pads under rails Either rubber or Neoprene pads 4-5 mm. (new deliveries
50 mm.) thick are used under rails on concrete sleepers.
Fork-lift trucks 7
The pads are grooved, either straight or chevroned.

The railways have no special rail wagons for container transport. All the 8 ft. in. Filling Broken hard stone, 2j in. maximum
wide standard drop-sided wagons are suitable for carrying SAR containers by rail.
Thickness under wooden
In 1970 SAR conveyed 44 694 container loads and anticipate the figure will be
sleeper, main line 9 in. (230 mm.) requiring 2,200 cu. yds./mile (1,050 m'/
increased to 55 000 in 1971.

km.).

branch line m1\ in. (/90 mm.) requiring 1,900 cu. yds./mile (910 3
Min. radius of curves /

km.).

TRACK WORK 15 miles ( 24 km) —295 ft (90 m) max curvature of 19-5°.
500 „ (805 ., )
New Rail Laid For new construction the min. radius is I 640 ft (500 m)

115 lb/yd (57 kg/m) = max. curvature of 3-5°.
96 ,. (48 ,. )
Max. gradient =I in 30 3-3° For new construction the max. grad-
l( .
=ient is I in 50
2%.

New Construction Ruling gradient Against coastward traffic: I in 60 -= 1-67%.

13 miles (21 km) of new track was built in deviations on the following sections:
— —Cape Town Wellington
Stanger Empangeni Gauge widening on
— —East London Springfontein sharpest curve
—East London Bladey Bethlem Gunhill j in. (19 mm.) on non-check-railed curve.
Super-elevation on i in. (22 mm.) on check-railed curve.
Projected new line construction: 31 miles (50 km) sharpest curve
Main line: 4J in. (121 mm.) on 350 ft. curve.
—Groveput Vogelstruisbult 16 ,, (26 ,, ) Branch line: 4^ in. (114 mm.) on 300 ft. curves.
—Arnot Power Station Wonderfontein 50 ,, (80 ,, )
—Broodsnyersplaas Ermelo

Welded rail Rate of slope of I in 480.
super-elevation
At the end of 1970 a total length of 3 031 miles (4 797 km) of track was laid with Between Durban and Pietermaritzburg. 19 miles (31
welded rail, of which 441 miles (710 km) had been laid during the year. Longest cont. gradient km.) long with I in 66 (1-5%) ruling gradient and 500ft.
radius (II 5] curves. This line is electrified.
Rail used weighs I 15 and 96 lb (57 and 48 kg) in 60 ft (18 m) bars, flash-butt welded
at depot into lengths of 520 ft (158 m). These are carried to site and the joints Max. axle loading Main and —48 and 57 kg rail 22 tonnes
Thermit welded in situ to form continuous rail. The longest individual length of secondary lines: —40 kg ,, 18 5 „
rail is 7 25 miles (11-7 km.).
Secondary lines: 30 kg ..—14 „
Welded rail is laid on concrete sleepers 6ft. 9 in. (2,057 mm.) long and secured by Branch lines:
FIST or Pandrol clips. The type of expansion joint used comprises bi-directional Narrow gauge lines: 30 and 22 kg ..—10 „
stock and switch blade.
Max. altitude 6.871 ft. (2,094 m.) above sea level. Nederhorst in
A future development is the use of heavier rail weighing I 15 lb. per yd. (57 kg.jm.). Eastern Transvaal on Belfast-Steelpoort line.

ELECTRIC LOCOMOTIVES

1

SOUTH AFRICA 461

DIESEL LOCOMOTIVES

Tractive Effort Max. Wheel Builders:
Speed
Axle Trans- Rated Max. Continuous at m.p.h. dia. Total Length No. Year Engine & Type
Arrange- mission Power ins. Bui/t
Class h.p. lbs. lbs. m.p.h. (km.lh.) Weight ft. ins. first Mechanical Transmission
ment Elec. 1.320 (mm.) tons Built Parts
3 Bo- Bo 1.980 (kg.) (kg.) (km./h.) (mm.)
Elec. 1958 G.E. (U.S.A.)
(UI2B! I Co-Co I 2.150 50.000 34.000 10 2 60 36 72 15 49' 8f 45 Cooper-Besse- G.E.
32 (96) (914) mer FVBL-8-T
32-200 1,420 (22.700) ((5.400) (164) (/5./50)
Cooper-Besse- G.E.
65,700 44,700 12 3 60 Driving 92-5 55' 4" 115 1959 G.E. (U.S.A.) mer FVBL-I2-ST
(29.800) (20,300) (/9-8) (96) 36 (9/4) (/ 6,86.5)
Carrier
30 (762)

33 Co-Co Elec. 40.000 12-9 60 36 89-8 55' 4" 65 1965 G E. (U.S.A.) One4-stroke
(18.150) (20-8) (9/4) (16,865) 19 1966 V-12 turbocharg-
33-200 (96) 40 1967,8 ., ed and aftercooled
G.E. Type
I 1969 G.E. (S. Afr.) 7FDLI2B 6x G.E. 761
1970 G.E. (U.S.A.)
68 G.E. (S. Afr.) axle-hung 4-pole
7
DC motors

61 B-B Hyd. 50.000 44.300 60 55 44 744 53' 9|" 7 1959 Henschel 2 X GM. Voith
Mech. (88) (16.392)
Hunslet 0-4-0 (22.700) (20.100) (9 6) (1.054) 6-567-C Mechanical
Diesel- (Jack Shaft plus
(1st gear) 12-2 33 15' 4' 10 1966 Hunslet Taylor Gardner 6LW Connecting Rods)
8,300 (3,760) (19-5) (838) (4,674) 1962- Consolidated
(2nd gear) II 1966 (Pty.) Ltd., S.A.
4,000 (1.800)
(3rd gear)
2,500 (1. 100)

ROLLING STOCK PUT IN SERVICE DURING 1970

Type Description Weight No. of Builder
units
Electric motor coaches lb (kg) WUnion C &
3
L-2-M 1st Class I 36 500 13 L-H-B
(6/ 900) Germany
N-I5-CM Isc reserved and van I 36 000 23
(6/ 700) WUnion C &
T-2-M 3rd Class and van 138 300 4
(62 730) 3
Electric trailer coaches 10
72 000 60
L-52T 1st Class {32 650) 2
65 300
L-3-T 1st Class (2? 620) 50
72 000
L-52-CT 1st reserved (32 650) 3
72 000
S-68-T 3rd Class (32 650) 56
65 320 125
S-8-T 3rd Class (29 630)
9
Main Line coaches 86 000 9
(39 000) 20
C-36 1st Class 86 570
(39 260)
E-l 2nd Class 86 570
(32 260)
E-2 2nd Class
87 800
H-l 3rd Class (39 800)
A-3 Dining car 87 800
(39 800)
AA-3 Kitchen & Staff car

K-52 Passenger van

Freight stock (Bogie wagons)

BA-I open highsided 47 300 I 487 S.A. Railways
(21 450) 641
CR-I ore 32910 44 Dorman Long
(/4 930) 500
DD-3 dropsided 53 060 458 Barlows
(24 070) 6
FZ-9 grain 45 150 270 Dorman Long

OZL-I fruit (pallets) (20 480) 2 S.A. Railways
57 720 I 14
PZ-8 fish 50 Dorman Long
(26 180) 150
SE-2 flat, with high ends 46 760 208 Barolws
30
U-17 well (21 440)
46 240 7
V-l goods guard 's van
tank (20 960)
XAA-3 69 000
(31 300)
XBC-8 tank 47 500

XBO-3 tank (21 550)
58 050
NGG-5 Narrow gauge 4-wheel (26 330)
NGV-15 49 430
(22 420)
(83 260)
(37 760)

SIGNALLING INSTALLATIONS IN 1970-71

Spoorplan relay interlocking power signalling controlled from a panel, electrical
equipment from several suppliers, was installed at 3 stations; two by SAR and
one by Westinghouse-Bellamby (SA).

Electronic system of remote control of interloop with relay interlocking, equip-
ment supplied by GEC-AEI (SA). was installed by SAR at one location on Natal
system.

Lock and block instruments, with semaphore signals at stations, were installed by
SAR on three double-line sections of Natal system.

Double line section on Cape Eastern system, controlled by audio frequency
track circuits, split by means of intermediate colour light signals. Installation by
SAR. equipment from various suppliers.

Semaphore signalling installed by SAR at four resited stations on OFS system.

Class 33 Bo-Bo diesel-electric locomotive Type L-50-T electric trailer coach

:

462 SUDAN SUDAN

General Manager: SUDAN RAILWAYS
Deputy General Manager:
Deputy General Manager: ATBARA. DEMOCRATIC REPUBLIC OF SUDAN
Finance Controller:
Assistant G.M. Service and Control: Tabulated railway data on page 432.

„ Planning and Progress: Abd El Moncim Abbas
Chief Engineer Mohamed Abd El Rahman Wasfi
Chief Mechanical Engineer: Mohamed Omar Mirgham
Traffic Manager: Mikhail Andraws
Chief Accountant: Abd El Rahman Hassan Yacoub
Controller of Stores: Ibraheem Hag Ali
Port Manager: Abd El Aziz Ga sim
Supt. Engineer, Steamers Department: Abbas Ali Ragi
Chief Establishment Officer; Hamza Hassab El Bari
Senior Traffic Research Officer; Mohamed Abd El Latif
Khawad Ibraheem
Mohamed Mukhtar

El Tayeb Abbas

Hassan Mohamed Omar

FUTURE TftonCAL AfHK*M LOAMNQ OAUQC

wLOAOtNQ GAUGE ADOPTEO rolling stock after msr

RAILWAY DEVELOPMENT IN 1968/69

A general increase in tariffs which came into effect on 15 January 1969 and a 14%
increase in revenue tons carried, slightly offset by a 1% drop in the number of
passengers, resulted in a 19% increase in earnings compared with the previous
year. However, working expenses were 22% higher so the operating surplus
was down to £470,676 compared wich £765,682 the year before.

The punctuality of trains was affected in many cases by heavy rains or winds and
by engine failures, but the main-line locomotive performance is expected to
improve greatly by the retirement of 16 steam engines, which reached their scrap-
ping age, and the modifications to the cooling system of the 15 Belgian diesel-
electric locomotives which will be completed in the near future. However the

coming into service of 10 English Electric and 20 Hitachi additional diesel-electric

—locomotives has already improved the motive power position.
The Five-year plan. 1970/71 1974/75, for the Sudan Railways aims at increasing

and improving the carrying capacity of the railway system, Among the major

items included in the plan are the purchase of 1,1 10 freight wagons, 225 oil tanks,

100 service vehicles and 200 passenger coaches.

FINANCIAL DETAILS

Railway revenue
Railway expenses
Operating ratio

Steam traction (%)
Diesel traction (%)

TRACK WORK

New rail laid

The whole 489 mile (787 km.) line between Khartoum and Port Sudan has been
relaid by 90 lb. BS rail in place of the existing 75 lb. rail. The last sections were
completed in 1969.

New construction

Additions to sidings on various parts of the system totalled 3 miles (8 km.) of
new track.

SUDAN—SWAZILAND—TOGO 463

TRACK CONSTRUCTION DETAILS Longest continuous
gradient
Scandard Rail Flat bottom, weighing 50 lb. per yd. (24'7 kg./m.) in lengths The overall gradient from Port Sudan to Summit, a distance
of 30 ft. (914 m.); and 75 lb. per yd. (37-2 kg./m.) in lengths Worst combination
Sleepers (ties) of 36 ft. (1097 m.); joined by fishplates and bolts. 90 lb. of gradient and of 80 miles {129 km.), is 07" with a continuous 2-3 miles
Spacing B.S. rail for relaying Khartoum-Port Sudan Line. curvature o,
Rail fastening
Steel: and wood impregnated under pressure in mixture of Gauge widening on (3-75 km.) of 98" 1( . There are only five short level sections,
creosote and oil (± and ±), 9 in. x 5 in. x 6 ft. 6 in. Concrete curves
has been used in a few cases as an experiment three of which are stations, in the whole 80 miles.
Super-elevation on
l,27S per km. under 36 ft. long 75 lb. rail, and 1 ,31 I per km. sharpest curve 1% grade with 4±° curve-radius of 1,274 ft. (388 m.)
under 30 ft. long 50 lb. rail. This is 12 per rail.
Rate of slope of i in. (6-4 mm.) on curves of 4° and over.
50 and 75 lb. rails: screw spikes and elastic spikes. super-elevation
90 lb. rail: clips and screw spikes. 3 in. (76 mm.) max.
Pandrol fastenings are in service under test. Max. axle loading
Steel sleepers: steel keys are being replaced by clips with =A in. (4-2 mm.) per rail length for curves under 3° radius
bolts and nuts. Max. bridge loading
,, speed of 1.910 ft. (582 m.)

,, altitude ^ in. (84 mm.) per rail length for curves of 3° and over

Filling Generally earth is used, but in some stretches of line quarry 16^ tons for 75 lb. track.
spoil and ballast. I2± „ „ 50 lb, „
Max. curvature
,, gradient (Main line) 45° except few at 50°. 17 units B.S.

0-66 o o (I in 150) except on section in Red Sea Hills between 31 m.p.h. (50 km./hr.) on 50 lb. track.
Summit and Port Sudan, where 1% (I in 100) occurs. 37 m.p.h. (60 km.jhr.) on 75 lb. track.

Gradient compensation for curves is 004% per 1° curvature. 3,013 ft. (918-5 m.) at Summit Station on Port Sudan line.

DIESEL LOCOMOTIVES

Engine Axle Trans- Rated Total Tractive Effort at Max. Length Wheel No. Year Builders:
Class Arrange- mission Power Weight m.p.h. Speed Built
h.p. tons Max. Continuous (km.fh.) m.p.h. ft. ins. dia. first Engine & Type
100 ment Hydr. (km./h.) Built
340 32 lbs. lbs. (mm.) ins. Mechanical Tronsmi'ssion
B (0-4-0) Parts
(kg.) (kg.) (mm.) and Type

23' 8" 40 6 1962 Robert Stephen- Rolls Royce Robert Stephen-
(1,016) son & Hawthorns C8TEL son Torque
(7,213) convertor-twin
Ltd. & W. G.
disc. 11.500.
Bagnall Ltd. Final drive

Also Clayton gearbox-Wiseman

Dewandre-England

464

TUNISIA

Tabulated data on the railways arc on page 432.

Base 100 in 1962
1966

G.N. P. at current Prices (millions of dinars)

Mining Production

Volume of imports

Volume of exports

Cost of Living (Tunis)

Vol. of Railway Freight Traffic

Vol. of Railway Passenger Traffic

Value of imports (thousand dinars)

,, exports ( „)

::

TUNISIA— ZAMBIA 465

Diesel-hydraulic Railcars and Trailer Class YT High-sided Wagon
12 railcars and 25 trailers built by M.A.N.
mCapacity 700 cu. ft. {19-8 3 Weight 6-4 tons. 100 built by Railway Workshops.
).

ZAMBIA

ZAMBIA RAILWAYS
P.O. BOX 935, KABWE

REPUBLIQUE DEMOCRATIGUE
DU CONGO

R H ODESIA

Railway Board R. C. PutaOCF 5E9ZC
Chairman:
Mushili Construction of the line is proceeding rapidly from the Tanzaman end. and it
Senior Chief: D. A. R. Phiri

Members A. B. Munyama

Management P. Chisanga
A. K. Chitulangoma
General Manager: P. A. Wellins
Executive Assistont;
Assistant Genera* Manager: H. J. East
Operations Manager: J. S. Jones
Customer Sales and Service: F. H. B. Malawo
Chief of Transportation J. A. Lomas
Chief Civil Engineer:
Chief Mechanical Engineer: R. W. Clark
Personnel and Labour Relations:
Asst. Personnel Manager: R. Avery
Commandant Z.R. Police: S. Rahman
R. Babb
Public Relations Officer: C. M. Campbell
A. S. Lubinda
Principal, ZR Training Centre: A. B. Mukuka
P. J. P. Arnold
J. Taylor

In July 1967 the (old) Rhodesia Railway system was divided at the Victoria Falls. has been reported that the firs' 310 mile (S00 km) section from Dar-cs-Salaam
the lines to the south forming the new Rhodesia Railway, and those to the North
constituting Zambia Railways with a route length of 649 miles (/ 045 km) of 3 ft 6 in may be opened to passenger traffic by the end of 1971.
(1-067 m) gauge. 80%Zambian Railways are built to 3 ft. 6 in. {I 067 m.) gauge, as are
of the lines
Zambian Railways connect with the railways of Rhodesia at Victoria Falls, giving
south of the equator, while the lines in Tanzania (part of the East African System)
access to the Indian Ocean ports of Beira and Lourenco Marques via Rhodesia and
Mozambique, and with Congo (Kinshasa) at N'Dola, giving access to the Atlantic are of 3 ft. 3j in. {100 m.) gauge.
port of Lobito via the Congo and Angola.
NEW CONSTRUCTION
ZAMBIA—TANZANIA RAIL LINK
A 40 mile (65 km) line between Choma Station and the Maamba coal mines in
In order to have another outlet on the Indian Ocean without having to cross
Rhodesia and Mozambique, the Governments of Zambia and Tanzania agreed that the Zambesi Valley is under construction.
a new railway about I 000 miles (/ 600 km) long be built from a point north of
Kabwe in Zambia to Kidatu in Tanzania, giving direct rail access to the port of New workshops at Kabwe. costing some K 12 6 million, were completed in June

Dar-es-Salaam. 1970.
Agreements between Zambia. Tanzania and the People's Republic of China
FINANCIAL
signed on 9 April 1968 stated that China would provide both financial and technical
services for the project, estimated to cost some K230 million (£115 million). The assets in Zambia of the Rhodcsian Railways Unitary System, and of which
the Zambia Railways make use. are held in books at approximately K42 3 million.

In addition the Zambian Government has purchased, for the use of the Board,
locomotives and rolling stock valued at KI2 3 million and Zambia Railways have

added further assets of a value of about K4 million.
The division of assets between Rhodesia and Zambia has not yet been decided.

466

467

ASIA

INDEX

468 BURMA - INDIA 10 12

NAME OF COMPANY

ADDRESS

BURMA

I Union of Burma Railways

P.O. Box 118, Rangoon

CAMBODIA

2 C.F. Royaux du Cambodg*

Phnom-Penh

BURMA - INDIA 469

16 19 20 21 22 23 24 25 26 27 28 29 30

Average

470 INDIA - JAPAN

10 12 M

INDIA - JAPAN 471

15 16 17 20 22 23 24 25 26 27 28 29 30 31

Average Speeds
Freight Pass.

472 JAPAN - NEPAL

13

Loco- Freight movement Passengers

motives Rail-

Gauge Route Track Elect, L Line cars Pass. Freight Total Av'ge Av'ge Max. Total Aver-
length length train train haul net age
system S = Shunt cars cars Volume per trailing number jour-
incl. incl. and ton train load ney
NAME OF COMPANY type Electric Con- carried. load carried
E- Elec- E = Elec-
ADDRESS of con- Steam Diesel tainers Thous-
trified trified ductor ands
Electric Trailer
of tons
Diesel Railbus in

(c. in. miles miles De = elec. Multiple miles tons 1000s miles
{km.) (km.) (km.)
(metres) (km.) Dh=hyd. Unit set

JAPAN (contd.) 4'8J" E 35 600 V.
{1435)
Nara Electric Railway Co. (56) OHd.c.

184 Mikanomiia Monien. Fushimi-ky,

Kyoto

Nishi Nippon Railroad Co. *' 8J' ~| E 127 E 220 1.500 V. 456
and 51
11-17 Tenjin l-chome. Fukuoka City. (L**P (20J)
Fukuoka Prefecture 600 V. E 177
36 *.
(I 067) d.c. D4
T 107
Odakyu Electric Railway Co. 3' 6" E 69 E 160 1.500 V. EL ME S4 309 189 200.1003 101
OH28. Yoyogi.2-chome, Shibuya-ku. Tokyo (1-067) ((61)
(III) (257) d.c. (204)

4 Oita Transportation Co. 3' 6" 58 59 600 V. E 37 39 65 1556 5 17.4226 7 4
Seike, Oita City (1-067) (94) (95) (12)
E 12 OHd.c. D 14 (7)

(19)

5 Seibu Railway Co. 3' 6* 99 196 1.500 V. EL 12 E 155 576 398 487-7 15 300 600 422,134 6-0 5
16-15, l-chome. Minami-lkebukuro. ((-067) </60)
Toshima-ku, Tokyo 171 E 97 (315) OHd.c. DS TI 165 (25) (9-3)

(/56) E 193 (other) 6

(311)

6 Takamatsu Kotohira Electric R.R. 4'8J' 37 42 1.500 & E 51 12.717-9 6 6
Co. U435) (66)
(68) 600 V. (9)
320 Sakuramachi. Takamatsu City
OHd.c.

7 Tobu Railway Co 3' 6" 301 593 1,500 V. 43 E 613 784 6.638-0 25 140 500 568,8320 8 7 7
(40)
2 1, l-chome. Oshiage, Sumida-ku, ((067) (485) OH(955) d.c. ET 442 (/4)
D3
Tokyo E 295 E 587

(474) (945)

8 Tokyo Electric Express Railway Ltd. 4' 6" E 5 E 7 600 V. E 389 561 30 614.0000 4 4 8
ETII3 (72)
26-20 Sakoragaoka-Cho, Shibuya-ku. <';372) (3) (If) tramway E 20
Tokyo E 113 1,500V.
3' 6" E 51

((•067) (82) (182) d.c.

JORDAN 3'5±- 310 SL 18 192 1.764 142 7 104 150 26-8 47
(1050) (500) SS 8 ('67) (75)
Hedjaz Jordan Railway
P.O.B. 582, Amman, Hashemite Kingdom

of Jordan

Note: This is the Jordanian section of the
Hedjaz Railway which runs from
Damascus (Syria) to Ma'an. The
continuation from Ma'an to Medina

(Saudo Arabia) is being rebuilt.

KOREA

10 Korean National Railroad 4' Bi-

63, 3-ka, Hankangro, Yongsan-ku,

Seoul

Operates all lines in South Korea; no infor-

mation available regarding railways in

North Korea.

16 20 21 22 23 24 25 26 27 28 JAPAN - NEPAL 473

30

Xverage Speeds Financial Data Couplers Buffers Rails Sleepers (crossties)

Freight Pass. Speed Revenue Oper- Braking Type Centres Weight Type
Train Train max. Expenses (con- and and
ating Height lb. per
Ratio tinuous) above Height yd.
above
rail (kg.im.)
rail
m.p.h. m.p.h. m.p.h. in 1000's ins.
kmihr.) (kmihr.) (kmjhr.) ins.
(mm.)
(mm.)

474 PAKISTAN - VIET-NAM

NAME OF COMPANY

ADDRESS

PAKISTAN

I Pakistan Eastern Railway
Central Railway Building, Chittagong

2 Pakistan Western Railway
Shara-e-Sheikh Abdul Hameed Bin
Badees. Lahore, W. Pakistan

PHILIPPINES

Philippine National Railways
943 Claro M. Recto Ave., Manila, P.I

PAKISTAN - VIET-NAM 475

19 20 21 22 23 24 25 26 27 28 29 30 31

Average Speed

476

UNION OF BURMA

UNION OF BURMA RAILWAYS
P.O. BOX 118. BOGYOKE AUNG SAN STREET, RANGOON

Tabulated data on page 468.

Chairman, Union of Burma Railway Board: U Tha Kyaw STOCK TOTALS
Central Manager: U Tun Shein
Deputy General Manager: U Tha Sin
U Kyaw Myint
Chief Engineer: U Maung Maung Aye
Electrical Engineer: U Shway H Twin Aung
Chief Mechanical Engineer: U Thcin Nyun
Controller of Railway Accounts: U Tung Aung
Controller of Stores: Dr. U Nyan Soe
Chief Medical Officer: U Aung Than
Secretary to General Manager: U McCarthy Gyaw
Statistical Officer: U Maung Maung Gyi
Railway Welfare and Information Officer:

—:

CAMBODIA—CEYLON 477

CAMBODIA

ROYAL CAMBODIAN RAILWAYS

CHEMINS DE FER ROYAUX DU CAMBODGE, PHNOM-PENH, CAMBODGE

Managing Director; Ho-Kim-Han T HAI L A N D
Secretary General: Seng-Kim-Chun

Heads of Departments: Ing-Phourin
Has-Phuong
Financial Services: Khlaut-Thol
Bou-Saman
Operations
Rolling Stock and Motive Power Ros-Kannara
Neau-Sarn-Oeun
Permanent Way and Works:

Studies and Construction
of new Lines:

Purchases and Stores:

Competition from road transport is increasing rapidly and the Railway Admin- KOH KONGO
istration are taking steps to combat it:
SIHANOUVILLE
1. By demanding Government intervention for a sensible co-ordination of all
means of transport.

2. By improving the quality of the service offered to passengers; more com-
fortable accommodation, increased speed, season tickets, etc.

3. By developing publicity.

4. By a re-appraisal of freight tariffs.

The 239 mile (38S km.) metre gauge line from Phnom-Penh, the capital of Cam- FINANCIAL DETAILS 1962 1963 I96S 1966
bodia, to Poipet where connection is made with the State Railway of Thailand, was
built in the I930's when the whole area was known as French Indo-China. In 1952 Revenue 72-2 (millions of Riels) 802
it became State property under the present name. Expenses 89 5 1076
Operating ratio 123 9 90 121-2
A new line 168 miles (270 km.) long has just been completed from Phnom-Penh 134
899 1005
south-east to the port of Sihanoukville. This is Cambodia's only rail outlet to the 996 82 7
sea, other than via Thailand to Bangkok.

A survey is being made for a projected new line about 200 miles (320 km.) long,

running northward from Phnom-Penh to Stung-Treng. This line would be about
100 miles (160 km.) shorter than the existing highway, and if extended further north
would make available to Laos a direct rail link some 370 miles (600 km.) long to the

port of Sihanoukville.

CEYLON

CEYLON GOVERNMENT RAILWAY

P.O. BOX NO. 355, COLOMBO 10, CEYLON

General Manager: V. T. Navaratne, C.A.S. Office Assistant to Chief Mechanical Engineer: Vacant
Additional General Manager (Technical): P. Rajagopal Chief Accountant: E. S. P. Seneviratne
Additional General Manager (Administration) B. Polwatta. C.A.S. Deputy Chief Accountant: S. Nagamani
Office Assistant to General Manager: M. Supramaniam, C.A.S. Chief Security Officer: Major O. C. de Alwis
Operating Superintendent: J. M. Dharmaratne Deputy Chief Security Officer: V. D. K. Wijeratne
Superintendent, Railway Stores: M. Zareen
—Transportation Superintendents: A. Chanmugarajah
B. D. A. J. Fernando 30
Operating: A. G. L. Serpanchy
Motive Power: d
Administrative: I. S. Fernando
H. D. Jinadasa
—District Superintendents: S. J. V. Weeraratne
J. P. Senaratne
Nawalapitiya: C. Kalidasan
Anuradhapura: L. S. de Silva
Commercial Superintendent: S. Amarasuriya
A. B. E. Seneviratne
Chief Engineer, Way and Works: R. Ratnasingham
Deputy Chief Engineer, Way and Works: M. S. A. Farook
S. Panchacharavel
Chief Engineer, Construction: D. C. Lelwela
T. D. S. Pieris
Assistant Chief Engineer, Way and Works:
T. W. U. Seneviratne
Superintending Engineer (South);
Superintending Engineer (North): E. Rasakulasurier
District Engineers: H. M. Jayawardham

Signal Engineer, Way and Works:

Chief Mechanical Engineer:
Deputy Mechanical Engineer:

MOVING STRUCTURE
GAUGE

Arnbatany

INDIMaAt N OCEAN

(63S)

478 CEYLON— CHINA

TRACK WORK FINANCIAL 1966 (967 1968 1969

The new line north of Puttalam to Periyanagavillu. 14 5 miles, with branches to Revenue 99 943
Aruvakalu (limestone quarry) 3 7 miles, and llavankulama (clayfields) 4 miles, Expenses 128 311
has been completed and opened to traffic. Operating ratio

Welded Rail TRAFFIC MOVEMENT

The total length of track laid with welded rail is 10 miles (16 km). Rail weighing Freight ton-miles (000's)
88 lb. per yd. (43 6 kg.'m.) in 45 ft. (13 7 m.) bars is Thermit welded into 225 ft. Passenger-miles (000's)
(68 5 m.) lengths of 5 x 45 ft. The rails are secured to wood sleepers 9 ft. in.
x 10 in. x 5 in. (2.743 x 254 x (27 mm.) by dog spikes or coach screws.

SIGNALLING AND RAIL CONTROL INSTALLATIONS

Automatic block signalling has been Installed between Veyangoda and Miri-

gama, 7-5 miles.

Centralised Traffic Control (CTC) has been extended a further 7 miles from

Ja-Ela to Katunayake and Airport, controlled from Madana.

The central stations Colombo Fort. Maradana and Loco Junction are controlled Steam traction
by a route relay interlocked panel, and the CTC systems north of Loco Junction
diesel traction

for 23 miles to Veyangeda and south of Colombo Fort for 14 miles up to Panadura electric traction

are on one continuous board in the Central Room at Maradana. Equipment was

supplied by L. M. Ericssons of Sweden. DIESEL LOCOMOTIVES

CHINA 479

CHINESE PEOPLES REPUBLIC RAILWAYS

MINISTRY OF RAILWAYS, PEKING

Tabulated data are given on page 468.

GENERAL NOTE A new modern marshalling yard at Lanchow was completed in May, and new

When the People's Republic of China was formed in October, 1949, on the electrical equipment installed at the Dairen Yard.

termination of hostilities and the withdrawal of the Nationalist Government to No large scale track building has been reported. Some short lines, mainly
Taiwan (Formosa), the railway authorities were faced with the gigantic task of
repairing the damaged lines and building new. industrial, were built including a 125 mile (20 km.) branch off the Peking-Canton
line from Anyang to Shiho, and a 20 mile (32 km.) branch to Panshah off the Pcking-
Many thousands of miles of damaged lines have been restored, and new lines built. Shenyan line.
Among the new lines are the Chengtu-Chungking Railway, an important traffic
artery in the southwest; and the Chi-Ning-Er-Lian Railway, connecting the Republic No official information having been received from the Chinese Railways, the
of Mongolia with that of China, Paochi-Chengtu, joining the middle to the north- information given is based on reports from other sources. The railways, mainly
west and southwest of China; Fung Tai-Sha Chang; Tien Shiu-Lanchow; Lantsun- 4 ft 83 in (I 435 m) gauge with some 5 ft in (1524 m) and some narrow gauge, is
Yan Tai (Chefoo); Litang-Shen Kiang; Yingtan-Amoy, with a branch line from
Nanping to Foochow; and several shorter lines in addition to industrial and forest approximately 21 750 miles (35 000 km) long.

lines. ELECTRIFICATION

On the Lanchow-Sinkiang Railway, which is an extension of the Haichow-Lanchow —Considerable electrification is in hand and projected, the first section being the
Railway and forms an important link in the east-west trunk line, the new line is re-
ported to be completed to Karaman. This line entailed heavy construction work 350 mile (560 km.) line from Paochi to Chengtu. Other sections are: Peking-
including the Wu-Shao-Ling Tunnel which was opened in May 1954. Tatung-Paotow, 570 miles (920 km.) and Tatung-Yangku-Tungkwan. 500 miles
(800 km.).
The double-deck road/rail bridge across the Yangtse River at Wuhan was begun in
The system employed is 25,000 volts, single phase, 50-cycles. with overhead con-
September 1955 and completed by the end of 1957, a year earlier than scheduled. ductor. The French electrical industry has assisted in the development of 50-
cycle electrification in China and technical assistance has also been made available
A new double-deck road/rail bridge across the Yangtse at Nanking was completed by the USSR.

in 1968 replacing the train ferries. In I960 the railway took delivery of 25 electric locomotives of 6 300 hp built by
Alsthom-MTE, and a further 40 locomotives of 7 300 hp were delivered in 1970.
The river is about J mile (1-2 km.) wide at this point, and with approaches the
bridge is 4-2 miles (6-7 km.) long overall. The first 50-cycle locomotive built in China left the works in Singtan, Hunan
Province at the end of 1958.
In January, 1967 China took delivery of four main line C-C 4 000 hp diesel-
INTERNATIONAL OPERATION
hydraulic locomotives constructed by Rheinstahl Henschel A.G., West Germany.
Through passenger trains or cars are now operated between Peking and Moscow,
The locomotives weigh 130 tonnes and their top speed is 100 mph (160 kmjh).
Peking-Phen Yang, Peking-Ulan Bator, and Peking-Hanoi.
In 1971 Alsthom-MTE of France received an order for 50 diesel-electric locomotives
AGOpowered by a 4 000 hp
16-cylinder engine.

A new railway bridge carrying the Wuhu-Tungling line over the River Chang

has been reported as completed in 1968/69.

HONG KONG

962

480 CHINA

TAIWAN

But 1956=100 ' 960

GNP at Constant Prices

Agricultural Output

Industrial Production

Imports (3)

Exports (3)

Consumer Price Index
Volume of Railway Freight Traffic
Volume of Railway Passenger Traffic

Exchange Rate
Total Land Area
Total Population (mid year)
Annual Increase in Population

}

481

INDIA

GENERAL ECONOMIC BACKGROUND manufactures, leather, iron ore and concentrates, clothing, metallic manufactures,
spices and fishery products, offset by a decline in exports of traditional items like
An improvement in agricultural production, an increase in industrial production, tea, jute manufactures, and vegetable oils and fats. The decline in imports was
mainly under foodgrains, fertilizers, machinery and transport equipment, raw
on improvement in the balance of trade position, and an upward pressure on cotton, chemical elements and compounds, iron and steel, and non-ferrous metals.

price levels were the important features in the country's economy tn 1969-70. partly counterbalanced by increased imports of paper and paper boards, wool,
crude rubber, petroleum and petroleum products, and animal and vegetable oils
The recovery in industrial output recorded in the previous year was continued, and fats.
71%the overall index rising by
to 172 5 (1960=100). Agricultural production As regards price levels, there was an upward pressure during the year 1969-70,
which had started towards the close of 1968-69. The annual average of the general
8%also increased, the index figure for 1969-70 registering a rise of 6 over the index of wholesale prices, with 1961-62 as the base, increased to 171 6 in 1969-70
from 165 4 in 1968-69. The All-India Consumer Price Index for working class
previous year (1950= 100). followed more or less the same trend as the index number of wholesale prices.
The All-India average in March 1970 stood at 179 against 170 for March 1969. wrth
In the field of foreign trade, a significant fall in imports and a modest increase in I960 as the base year. The annual average for 1969-70 worked out to 177 against

exports during 1969-70 led to an improvement in the balance of trade. Exports 174 for 1968-69.

(including re-exports) showed an increase of Rs. 55 crores from Rs. I 358 crores

in 1968-69 to Rs. I 413 crores in 1969-70. Imports were kept down by as much

as Rs. 341 crores, the total value of imports dropping from Rs. I 909 crores in 1968-69

to Rs. I 568 crores in 1969-70. The commodities which showed increase in exports

were textile yarn and thread, machinery and transport equipment, iron and steel

y

yV- Jammu O 200

V. PAKISTAN q(7awj' Mis.

% CHINA

(Tibet)

\c-

/ CHINA iT.M> r INpl A

jr

\ Jogighopa YZZmdnj 1

Broad Gauge i * ifiaa'a-'-pi/f \
Metre Gauge
Narrvtv Gauge

Dhqrmonogar *

482 INDIA

MINISTRY OF RAILWAYS (RAILWAY BOARD)
RAIL BHAVAN, NEW DELHI I, INDIA

t IS

INDIA 483

Rail flat cars for container transport

Class

—

484 INDIA

The distribution of welded rail by gauges is as follows: Signal Workshops

Broad gauge 8 377 13 482 The drive towards self-sufficiency in Railway signalling equipment continued
unabated. The combined capacity of railway workshops and private firms contin-
Metre gauge 2 960 4 762 ued to meet the demand for almost all items of mechanical signalling equipment.
For electrical signalling equipment, the private sector is undertaking development
II 337 I8 24S of more and more items.

SIGNALLING AND TELECOMMUNICATIONS The value of the total production during the year, in railway signal workshops
amounted to Rs. 257 19 lakhs.
During 1969-70, efforts were continued to improve signalling and tele-communi-
cations with a view to increasing safety in operations, improving line capacity and STATISTICS RELATING TO NON-GOVERNMENT RAILWAYS
providing greater operational flexibility.

—New installations included: route relay interlocking at 8 stations: automatic

block signalling on 92 miles {148 km) of track; multiple aspect colour light signalling
at 41 stations and upper quadrant signalling at 44 stations; track circuiting on
reception lines at 206 stations.

By 1970, the following modern signalling and train control installations were in
service:—

Route Relay Interlocking at 47 stations.
Automatic Block signa'lmg on 36 sections totalling 790 miles (J 270 km) of track.
Centralised traffic control (CTC) on 195 miles (3/4 km) of track.

The multichannel microwave links on Tirupati-Elaguri-Tiruchirappalli sections,
on the Southern Railway, Go* khpur-Sonepur and Garhara-Katihar sections on
the North Eastern Railway, Chskradharpur-Jharsuguda-Bhilai section on the
South Eastern Railway and Bombay-lgatpun and Bombay-Pune sections on the
Central Railway, were commissioned during the year.

The expenditure incurred during the year on signalling and tele-communication
works was Rs. 12 98 crores consisting of Rs. 8 27 crores on purely signalling and
telecommunication works and Rs. 471 crores on the signalling portion of combined

works.

INDIA 485

First Class Passenger Coach for Indian Railways
Metre gauge. Built by I.C.F.

—r J i

1

IFOR ELECTRIC TRACTION J

Type WAG2 B-B electric locomotive for Northern Railways <os)' ( an) I

Single phase, 50 cycle, 25 kv, 2.400 kW. Max speed 62 m.p.h. (100 km.jh.). 5' 6" 2^ ^.fa^^Jt&gz
(/,676 mm.) gauge. Built by Tokyo Shibaura, Japan. t&,

YG Class 2-8-2 Freight Locomotive for Indian Railways Metre Gauge <>**"

25kV a.c. electric locomotive for Indian Railways ("3*) (/too)
Rated at 2400 kW. Built by Hitachi
T

(,S6Sj {it'*)

(l67€) ^ S C(i<i9)

-,' i.1 1^1TOP OF P.A.IL'

Broad gauge

4' O"

3.600 h.p. Co-Co 1,500 V. d.c Electric Locomotive

Metre gauge

BOXClass High-sided Wagon for Indian Railways

Weight 25 tonnes. Floor area 393 sq. ft. (36-5 m. 2 ). Built by Jessop.

Class BOB Hopper Car for Indian Railways Broad gauge

Load 55-3 tonnes. Weight 26 tonnes. Built by Indian Standard Wagon Co.

::

486

INDONESIA

INDONESIAN STATE RAILWAYS

PERUSAHAAN NEGARA KERATA API (PNKA)
DJALAN GERADJA, No. I, BANDUNG, JAVA, INDONESIA

Tabulated data on page 470.

Managing Director: R. Soemali
Director, Operations: R. Soerono
Director, Commerce: R. Soedjadi
Director, Supply: A. Rochaeli Ardiwikarca

Director, Personnel: Col. J. A. Warouw
Secretary: Imam Rustadi
Heads of Departments:
S. Brotoatmodjo
Secretariat: Partosiswojo
Research: Hadipoerwono
Siddharta Widyatmoko
Personnel: Hersubno
Abuasan
Social Affairs: Djoedi
Financial Sentot Alibasah
Panciarso
Commercial
Control: Moerhadi
M. Slamet
Way and Works: O. Leksono
Soecijanco
Traction: Saleh Prawirasapoetra
Signalling, Telecommunications and
Chaidir Nien Latief
Electronics: Soeprapto Soetosoewarno
Ferry Service: Soenarno

Traffic: Woeroman Songkohardjo
Stores:
Masri Boescari
Workshops:
Regional Managers: Nokov Bangun
Abdullah Sani
East Region:
Central Region:
West Region:
South Sumatra Region:
West Sumatra Region:
North Sumatra Region:
Atjeh Region:

GENERAL

Since the end of 1966 the Indonesian Government has embarked on special
measures to improve the general economic situation. Some of the results of these
measures are already showing themselves, in the trend towards price stabilization
and a decrease in the rate of inflation, and a more stable currency with a lowering

of interest rates.

Although success to a certain degree has been reached in the monetary sector
considerable attention is being given to the problem of how to increase industrial
production in order to raise the general standard of living.

The priority lines of development of the country as a whole are set out in the
Five Year Plan 1969/70 to 1973/74. Investments are to be made in agriculture and
irrigation, followed by communications and tourism. Other sectors of the economy
which are given a relatively high priority are: industry, mining and additional
electric power production.

Among other results the Five Year Plan is expected to produce a more favourable

trend of the cost of living compared with wages and salaries.

RAILWAY DEVELOPMENTS IN 1969

General

It is intended that the Indonesian State Railways shall regain its position as the
major factor in overall land transportation in Java and in some regions in Sumatra.
Bulk transport over long distances is planned to be the responsibility of the rait-
way rather than the road haulier.

Freight Traffic

Tariff increases of 80 to I 15% imposed in May 1968 resulted in a monthly increase
in freight revenue of almost 50% by October 1968. The total volume of freight
carried in 1969 was 64% higher than in 1968, ton-kms. 33% higher, and total
freight revenue showed an increase of 51%.

Passenger Traffic

In passenger transportation, a 200% increase in fares announced in May 1968
resulted in a 30-40% decrease in travel for several months. Selective reductions
in these higher fares have been made to combat road competition.

Compared with 1968, decreases were shown in 1969 in the number of passengers
carried (24-6%) and in total passenger-kms. (25-3%), but total passenger service
revenue increased by 27-7%.
working efficency, and an increase in daily train-kilometerage.

Motive Power

About 200 steam locomotives more than 60 years old are to be scrapped and
replaced by 65 new diesel locomotives in the next five years. This will not only
reduce costs of operation and maintenance; it will lead to great improvements in
working efficiency, and an increase in daily train-kilometerage.

Data processing

With the introduction in 1969 of the SSB (single side band) system of tele-
communication, data and information transfer will undergo considerable progress.
Locomotive and cardistribution will be executed more effectively; faster information
transfer will enable greater control of train operation to be exercised resulting in

higher overall efficiency.

Preparations are in hand to give the computer its proper place as a data processor
in the management of the Indonesian State Railways.

Five Year Plan 1969/70-1973/74

This is an all-embracing plan covering most aspects of the country's economy.
The railways have a big part to play, and the targets set for the next few years
include: rehabilitation of track and bridges over a distance of 445 miles (715 km.)
including renewal of rails; procurement of 65 diesel locomotives, 20 passenger cars,
and 400 freight cars.

It is anticipated that the demand for transport at the end of the five years will
show a significant increase.

MOTIVE POWER TREND

Proportion of total train-km operated by: