South African Loading Gauge

[bangyuk]

Hey, does anyone know where i can find out the oading gauge / structure gauge for South African railways?

Thanks!

 

[steevp]

In the absence of a more useful reply, there are two Wikipedia pages that might help:
http://en.wikipedia.org/wiki/Standard_gauge - track is 3'6" - I didn't know that and I've travelled there years ago
http://en.wikipedia.org/wiki/Loading_gauge#South_Africa

 

[DownSouth]

There are certain heavy freight lines which have the loading gauge and axle loads closer to US standards, which is absolutely outstanding for a system using Cape Gauge track.

Like the coal chain in Queensland (the other operator of heavy freight on Cape Gauge track) there is also no shortage of the will to work out how to use electric locomotives on bulk freight in South Africa. Operators in Britain should take note that it is possible.

 

[LNW-GW Joint]

Like the coal chain in Queensland (the other operator of heavy freight on Cape Gauge track) there is also no shortage of the will to work out how to use electric locomotives on bulk freight in South Africa. Operators in Britain should take note that it is possible.

The Saldanha Bay ore line actually mixes electric and diesel locos in the same train:
http://en.wikipedia.org/wiki/Sishen–Saldanha_railway_line
http://en.wikipedia.org/wiki/South_African_Class_15E

 

[jopsuk]

The Gautrain system uses Standard Gauge, indeed uses Electrostars (with a unique cab design)

 

[DownSouth]

The Saldanha Bay ore line actually mixes electric and diesel locos in the same train:
http://en.wikipedia.org/wiki/Sishen–Saldanha_railway_line
http://en.wikipedia.org/wiki/South_African_Class_15E

That's one way of handling electric traction on bulk freight trains, and it works well for allowing them to get the job done while also getting a full lifetime's worth of usage out of their older locomotives which can only handle the simpler functions of the basic AAR multiple working standard. The railways in South Africa don't tend to get new-build locos for freight too often, so they've done a commendable job with putting together a solution that works for them.

The most modern coal trains in Queensland (where clapped-out diesel locos are often exported to African countries) do without any diesel locomotives being involved at all. By using the data cables needed for the ECP braked coal wagons, they get far more bandwidth available for controlling the distributed power units than even Locotrol II offers so more complex operations can be remotely controlled from the lead loco. Each electric loco drops its pantograph to go through the loader (using battery power to keep control systems running) while the locos in other parts of the train power it through - with the modern ECP data cables it's all controlled from the lead loco without any crew being needed in the DP units at any point in the process.

It's funny how things have progressed from Locotrol wireless control on to ECP with data cables running along the consist - a complete reversal of what happens in consumer electronics and a fair portion of the industrial electronics world as well. The advantages of using ECP are incredible, a fully equipped train handles braking like it's a giant DMU with precise applications and quick release, allowing 15,000 tonne trains being able to stop well inside their own 1800 metre length from cruising at 120 km/h. Specific sections of the train can also have the brakes applied selectively to better handle sharp changes of gradient without the wear and tear caused when the rear of the train runs in.