Ten Year Traffic Projection for Eastern Cape Rail Lines Swartkops (Port Elizabeth) – Klipplaat – Oudtshoorn (and beyond to George and Worcester in the Western Cape) Traffic on the through route is minimal, the major commodity being gasses from Bartlesfontein (to the west of Mossel Bay). During 2005 – 2006, some 16 000 tons carried in tank cars was transported to Port Elizabeth and East London. In addition, over 5 300 tons of maize was received at Oudtshoorn from Modderrivier, presumably via Port Elizabeth. A small volume of timber was transported from Knysna to Richards Bay, and some timber was received at Oudtshoorn as well. As late as the year 2000, four to five goods train were run on the Klipplaat – Oudtshoorn section each day and over 200 000 tons was moved over the route annually. This has now dropped to less than 25 000 tons and without the Graaff Reinet route being re-opened, traffic between the coast at George and Mossel Bay and the interior is unlikely to regained to rail.
The national railway administration investigated the future of this line as part of the Link Rail initiative in 2005 and proposed setting up an independently administered railway business unit named the ‘South Cape Railroad.’ It was envisaged that over 650 000 tons of traffic could be generated and received, of which nearly 60 000 would have been through traffic between Cape Town and Port Elizabeth.
The only ‘local’ traffic on the line is gypsum loaded at a private siding near Mount Stewart to the south of Klipplaat. This is moved to the cement factory in Port Elizabeth. Future Traffic Possibilities There is a possibility of increased traffic from the Petro SA plant at Barltlesfontein directed to Port Elizabeth and East London. If the Rosmead – Klipplaat route were to be re-opened there would be additional general freight from Gauteng which could be moved in containers. Increased wheat and maize traffic is a possibility. Fertiliser, animal feed and other agricultural support traffic could develop once again. Willowmore is on the railway line and could be re-opened to cater for general traffic distributed to the area. Klipplaat – Graaff Reinet – Rosmead (and Noupoort) Secondary Main line This line is not currently in use. It was considered to be an important secondary arterial line in the past and it even boasted passenger trains Between Gauteng and Mossel Bay. As late as the year 2000 the line was served by two goods trains daily. The main traffic consisted of Mini Containers, perishable traffic and wool in the Up, or inland direction. In the opposite direction traffic included general goods, liquids, cement, containers and domestic coal. Future Traffic Possibilities This line could be used as a through route between Gauteng and the George area if it were re-opened. Grain traffic was prominent in the past, including animal feeds and lucerne. It would also serve Graaff Reinet which is an important commercial centre and intermodal traffic could be promoted. Port Elizabeth – Avontuur and Patentie Narrow Gauge Mainstay traffic on the line included limestone from Loerie and deciduous fruit traffic from the Langkloof to Port Elizabeth for export. The limestone traffic finished with the closure of the quarry in 2004 while in spite of efforts, the apple traffic has gone to road, but much of this traffic is now routed to Cape Town, rather than Port Elizabeth. Seasonal citrus traffic from the Patentie branch is still on rail, as is timber traffic from Assegaibos.
There is an opportunity to generate new business and agricultural opportunities in the Langkloof and Hankey Valley. Products such as cement, fertiliser and grain could be re-gained to rail but this will depend on the cost of road transport in the future. Future Traffic Possibilities Citrus and deciduous fruit traffic lost to road could be regained. A portion of the apple traffic which was previously sent to Port Elizabeth for export but which now is transported by road to Cape Town could be redirected to Port Elizabeth. This must be investigated. Fertiliser, cement and other general traffic could be regained to places in the Langkloof. Addo – Kirkwood branch Traffic on this branch is now only seasonal, consists mainly of citrus traffic for export. Some 59 000 tons of citrus was generated on the branch during 2005 – 2006, all destined to New Brighton and Algoa Bay (Port Elizabeth) for export. A small amount of lime and fertiliser was received. Up to two trains are run daily during the peak season during August to September. Future Traffic Possibilities
The only station of consequence on this branch is at Kirkwood. It used to receive general traffic, fertiliser for the citrus plantations, coal and other general traffic. There is little likelihood of any of this traffic coming back to rail unless truck-load traffic is promoted by TFR. This branch caters largely for seasonal traffic and this is likely to continue. Barkly Bridge– Alexandria branch This branch was closed during the early 1990’s but it is still intact. The main traffic on the line was agricultural and related to the chicory industry in the Alexandria area. Fertiliser and general freight traffic was also carried. Future Traffic Possibilities This was an agricultural line, serving the local chicory production area and bringing in fertiliser, animal feeds and related general freight traffic. If this traffic were to develop once again it would still be low in volume. Alicedale – Grahamstown – Port Alfred Branch This is one of the earliest branch lines in South Africa, having been opened from Alicedale to Grahamstown in 1879. It was extended to Port Alfred by a private company in 1884 but was acquired by the government in 1913. Although 126 km in length, only the 56 km Alicedale – Grahamstown section is currently in use. During 2005 – 2006 there was virtually no freight traffic – only a regular passenger train being operated. During 1999 – 2000 gypsum and timber traffic was moved from the line while coal, grain, lime and fertiliser were received. Future Traffic Possibilities Kaolin (Gypsum) traffic was loaded at Grahamstown in the past and this traffic, which could exceed 50 000 tons per annum could be regained to rail but the producers would have to be assured of good service at competitive rates. Like other rural branch lines in the area, there is scope to regain general traffic including fertiliser, cement and animal feeds, as well as containerised traffic if an intermodal facility were developed. There is little likelihood that traffic to Port Alfred can be regained to rail as road deliveries of general traffic from ether East London or Port Elizabeth are more convenient. Cookhouse – Somerset East branch This is another branch line which has not been operated since the early 1990’s. Future Traffic Possibilities Another agricultural branch formerly handling general traffic, usually in the form of parcels. Agricultural implements, animal feeds and fertiliser were also hauled but the volume was small. Again, all traffic would be truck-load, and this is not being promoted by TFR. Amabele – Mthatha (Umtata) branch This branch was in the past an important route to the former Transkei. Services were suspended after the year 2000 as a result of years of declining traffic. At the time, liquid fuel traffic constituted about 34% of total inbound traffic, while domestic coal 14% and grains about 23%. Outbound traffic included timber which was about 34% of the total. At the time 2 – 3 trains were run in each direction but the line was allowed to deteriorate to the point were safe operations became a matter of concern. At the same time, the industrial development area of Butterworth was degraded as the local textile industry became uncompetitive with imported goods. The line has been the subject of studies by the Eastern Cape government who have been anxious to resuscitate operations. The condition of the line has been evaluated and funds made available to make necessary repairs. Since the National Railway Administrations has indicated its lack of interest, the Eastern Cape Government has take over the line and it expects to resume operations later in 2006. Passenger services will begin at first and freight later. Future Traffic Possibilities Liquid fuel traffic to the depot at Mthatha could become a major source of traffic. Over 15 000 tons of petrol, diesel and paraffin were transported to Mthatha in the past and this could increase to over 25 000 tons per annum. General freight traffic and containerised freight in particular, could come back to rail. Generated traffic includes timber from the nearby plantations and as agricultural development increases a variety of products could be railed to destinations countrywide. Sterkstroom – Maclear branch This is one of the longest branch lines in South Africa. It was originally opened to Indwe in 1896 to exploit coal deposits in the area. The line was extended to Maclear in 1906 As late as the year 2000 train services handled general traffic, grains, fertiliser, timber and livestock. Services were suspended shortly thereafter as the line had deteriorated as a result of a lack of maintenance. Little though appears to have been given to the possible re-opening of this branch, in spite of the fact that it runs through the huge forest plantation area from Elliot to Ugie and Maclear. A pressed-wood factory is being established at Ugie and promoters of the Mthatha branch re-opening have thought that this new traffic would be taken by road to near Mthatha and transferred to rail. No thought appears to have been given to resuscitating the Maclear branch. Future Traffic Possibilities A coal exploration company, based in Port Elizabeth, is endeavouring to re-open the old Molteno Coal Fields, and in particular, in the Indwe area. This company proposes to mine over 2-million tons annually and has proposed construction a new thermal electricity power station near East London. If this development takes place, some coal could be railed to the power station and the balance to smelters in the new Coega Industrial Area near Port Elizabeth. A large particle board factory has been established at Ugie, near Maclear. The plant is currently loading 30 – 50 Interlink road rigs a day (1 000 – 1 500 tons) and 60% of the traffic is to Gauteng. If the Maclear branch were to re-open, a portion of this traffic could go to rail. Containerised general freight traffic could also come to rail, serving the various towns en-route. Intermodal facilities would be necessary for this traffic.
Dreunberg – Aliwal North (and Sannaspos) line By the year 2000 the passenger train had been eliminated but two Mixed trains still ran each day. Traffic had declined as general freight was lost to road. Only bulk maize and wheat remained. With the exception of Aliwal North, even this has largely gone to road, particularly after the closure of a portion of the line. Traffic during 2005 – 2006 consisted of some 40 000 tons of grain maize to one private siding owner at Aliwal North. Services are provided as required by a haulier train from Burgersdorp. Until the entire line is reopened no increase in traffic will be possible. Future Traffic Possibilities The re-opening of the Free State portion of the line to Sannaspos (and Bloemfontein) to stimulate grain and agricultural traffic on this line. The re-opening of the Barkly East branch would bring significant volumes of wheat and maize traffic to rail. Aliwal North – Barkly East branch This is yet another branch line that is not in operation, although it is intact. Traffic consisted of agricultural products, livestock and general freight – all which has gone to road since transport deregulation. It is unlikely that services will ever resume on the line, although the section to Aliwal North should continue to provide services. A thorough evaluation of future growth potential should be undertaken as a matter of urgency. Future Traffic Possibilities This branch generated over 100 000 tons of wheat, sorghum and maize traffic in the past. It also generated livestock traffic but this is unlikely to come back to rail. Anthracite, cement and other general traffic was also received along the line but this is also unlikely to come to rail in the future.
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