Train drivers working on the Transnet Freight Railway are frequently required to stop their trains at track intersections, get off and walk along the tracks, and physically inspect the track's location. that Immediately call the traffic control center to report your location and wait for permission to continue your trip.
This can occur multiple times per long trip, each time delaying cargo delivery by up to 20 minutes.
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Listen/Read: Rail disruptions reduce South African coal exports to 1992 levels
It used to take nine hours to transport coal from Ermelo in the Mpumalanga coalfield to the coal export port at Richards Bay, but now it takes twice that time.
“If you have 50 intersections, you have to stop 50 times,” said John Pereira, deputy general secretary of transport union Untu.
Pereira himself used to be a train driver.
This situation is the result of cable thefts across the country that have paralyzed signaling systems and “blinded” train controllers. They don't know where all the trains are and rely on information sent by drivers over the phone to control rail traffic and prevent accidents.
Increased risk of fatigue
These working conditions demand dramatically higher levels of concentration from drivers working 12-hour shifts, and they often fail to reach their destination by the end of their shift.
“It's like driving non-stop for 12 hours in a thick fog,” Pereira says.
After two trains carrying coal from Mpumalanga to Richards Bay collided on Sunday, January 14, Mr Pereira said train drivers and control center staff had to act when the signaling system failed. I explained the situation where this should not happen.
Read: Transnet train collides as SA coal export line shuts down
According to Pereira, cable theft is a common occurrence.
“Even if you repair it today, the cable could be stolen again tomorrow. I know of an example where the cable was buried two meters underground and a concrete slab was poured over it, but it still doesn't happen again. I couldn't prevent it.”
The collision is still under investigation and Untu is awaiting reports before commenting on the incident. It is not yet clear whether that happened after the cable was stolen and communications were cut off.
Read: SA’s out-of-control copper theft problem
Pereira said staff at the control center cannot see where each train is. Signals cannot be used to indicate to a train driver whether he or she must stop or may proceed. Train operators must call their assigned location to obtain manual permission before continuing service.
At the control center, the final location of each train is recorded in a register. “They say the number of approvals they give him could easily fill one book a day for him.”
Control room staff can record on a computer which section of the track the train is running on, but not its exact location.
If cell phone reception is not available, the manager at the nearest depot along the route must board the vehicle and physically drive out to locate the train and give the driver permission to proceed. .
“That can take two to three hours,” Pereira said.
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But at least this doesn't happen that often, he added.
economic slowdown
Under normal circumstances, drivers can drive long distance routes at speeds of 60-70 km/h, but under these harsh conditions, they must follow the rules and stop at the right time even if they suddenly find an obstacle on the road. You must drive at a speed that allows you to stop. truck.
As a result, trains sometimes move slowly, at speeds of around 8 km/h.
“Remember, it's not a wheelbarrow. If you apply the brakes, it can take up to a kilometer to stop, especially if it's a long train,” says Pereira.
“Normally we could sit and chat, but right now we have to concentrate.
“The driver has to be focused from start to finish. When you're in that metal car, there's no time for games.”
Read: Sasol: Transnet logistics failure 'a risk to our business'
A further problem is the unreliability of the locomotives. Frequent stopping at intersections increases wear and tear.
“Remember, it's iron on iron. Transnet Freight Rail is trying to find a solution, but sometimes it still fails.”
Pereira said such conditions inevitably increase the risk of collisions and derailments, something Untu members are concerned about. Drivers and controllers are frustrating. “The system in front of them doesn’t work.”
Untu tries to reduce risk by negotiating enough downtime for its drivers and ensuring they don't work more than 12 hours straight.
Listen to this Moneyweb@Midday podcast with Road Freight Association's Jeremy Maggs and Gavin Kelly (or read the transcript here).
You can also listen to this podcast on iono.fm here.
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