(a) For Africa South of the Sahara

d..

.

KIn )~ Km _7~ Km

%

^{Km t :}

1044

m gauge 12~

851

70

379

^{1 190 13,420}

16

10067 ^III gauge

51,367 74 ^51,367 58

1.05Om 3a u ge 1,342 .7 ^{. 1,34-2 1}

1m gauge ~^{'.647 15}

13,509·

•~4· ²⁰

9

^{8,6 ' .17,1~'2}

¹⁹

gauge lower f '

.

^.,

than

^Im

^. 1,496 8 .3,

_65~

. .-

^.

5·

^{, .}

-

₀

_5,

_{1 2}

₇

6

--, -.-.. _.. .-.-

-Total 18,309

'ioo 68,91)

100 1,176

88,398

100

.'

^{' r..~, _ ..:.·••.:.~:.1::!.:}

-..

Excluding the".i·'Sland·,inetwork~

(Reunion,

Mauritius, Madagascar), for whiqh the problem of

inter':":c6nnex~on

d(;>e's not arise i t

iB:';~'~en

^{that the 1.44 m}

g~ut3'e-easily predominates

:n-o'fth,'of'

the Sa:hara

.(12,851

out of 18,309'km,

or

70 per'·.cent)-'while the"' 1,o-67m gauge

is

~ost co~mon south of

the

Sahara

(5l,367~out-'of ^68;913 km,or

^74'

^per "cQnt)~: Th~';~:

^is

th'~refore

^{a. bas:(c····}

difference between the two zones wbioti. must be ^rtaken into account.' Examination

-:'"'

of the gau~e at.andar-dtsation problem,"f,or these two regions" and th€Hr even tual ccnnezion shows

that,

(a)

For

Africa South of

the Sahara

... ! . : .

-In practice the problem arises only

for

the 1.067m (74 per ~~nt of

. I : , ' .' . . , - -~.," - : .

-the network) 'and

1m

^{(20 per}

'?ent

^{of the} ne~w~~k) gauges. Quite obviously,

tr~n8fornla

^tion

^of

^:'the

^1m' g'auge .

must "be

r-e

commen de d if

a unified 10061m

network representing

94

peroentof all tracks is to be obtained particularly as if oertain

not very

costly precautions are taken

on

the

1m network

now the cost of ·the changeover will be

,low

when, 10 or 20 years hence, it has to be made⁰

Exclusion of the South

African network consisting of 22,500 km

of la067m

gauge track would not basically alter these facts and conclu6~ons.

-.

,~^{:.,' U}

E/

^CN~~14/TRANs/17

lo067m g~uge track~ in S. Africa

~';i'; :i'lm~gauge : '~.,~ .'," ».

:!,~v^...

'ga.uge" tower'

than 'lm-:"-': : ,

is excluded, t~~(~.097~ gauge,stil~.represent8

62

per per ce~t of the whole networko Conversion of the

'~l ;-' ~";;

. ,Even if South Africa

,'G~ .(:..1Cr:1. ,

~ge~t:and the 1m gauge 29

:,_1 ~',-.,. ,

,.lm, gauge would provide a unified network repr-eaen ting 91 per^rcent of the

. •J ~. ,

wh~le._{.. ·-c} Attention must however be drawn to anvther_'opinion according to which transformation of the 1m tracks into lo067m tracks would'.not ib'e :worthwhile

:~^{I l} I · . . ' .

r?e1~~Be the speed 'of progress will render the latte~ obsolet&~b~fore the end

,.gf _}.~'e

century⁰ It would be better therefore,

t·o~

^.Laave,

'thlllg~Jasi

^{they are}

~:t :p~eBen't ^or immediately to start atbdyil,lg the que6t'ion~^of ail'-Ai'rican

net-.._---- ..

:~:..:...

....

~I".~~--_

..

~

__.".'. \

~

. "

J~~~' op~l.the standard gauge~_~tnc~e t~e improve·.mc,nt~made to these networks could not be adapte d -to the

1,.067ni:;

'gauec". --,~-,^{.., ...}

,.-'t---.

_•

, • '. ,. • • • • ~ ^{- - - .. r .. , ,}~ ^{- ,} ~,.^-i·"~ ' . . •^I

r .

a r ...~ ^{< : ' .-;I(· ...}F.C?"nomiic·a.-i..>ly=~Fwh~rea.·s 't!~i·Gh adop~Jop:"

of

t~h~ s,tanda:rd.1.O,67m gauge i t

',~,: ,. ., .. Jj ~'l'_'-,':' .~ ^{' , _ :} DX;'"'~,:.: "'-'~ ··.fL:'" ('; ~. ^{1.).' . ' - :" '" ._1·,'}

.- : ',.:,iuld. b.e';o'reasonabl::u·':vexpec.:t_~}.U1i,fi'c·a.tionarrd link-up of the n'etworks before

- ", J ' '.

c:!.

.~.' ^oj " , , ' , . " "':', ,.' . . . . . , -_. ( • I ' ' ' . ; : ' • . . : , ' I ; . i'

the end of ~~~ century, the procedure advocated' in-the preceding _pa~~gra~h

,,:,wou'~,~,E

because, ofl.th's,enormi

ty and -iinproti

tabJ.l-i

ty'

^'o'f'.

:the . i~~ee~ent~>

. . . ,.... , . , r-, ~ , :.~...,l J ; ... l ' i - ~. '.'~ : . ' f I . . , , ' , , - , - ,

-c : lri~r'~~9-,_'_r,e.~l~ ·i~i.4~;~e:riri~n~:R.~ ~~t:l~-up.~~d:gnifi.cation beyond any

foresoo-t .. ,.", . . .; " ,. . . . _ _ "'."". 4 .

f... - j •

1:,)ai\~~'.~.l1mit.o ~Transformation':of a.olm~·or

'1.'6$7m

"track

fl-it6

a l?'tandEi~d gauge

\ ~ I. _

track would amount in effect to building a new tracko At an average cost of US$150,OOO per km i t is estimated that the

1.44rn

railway planned in Gabon

. .' ...

will cost USS 200,000 .per km}, transformation ..of the

existlng

1m (13,509

I , ,

km ) and'lo067m (51,367 km) tracks would cos

t

approximately

US~lO,OOO,OOO,OOO

(10 bil1ion)o

E/CN.14i~s/17

Anne~ I~_{.- .-.-}...

Page 4"

• " . " . . . . . •. . . .~ . I ' . . • •_. . . _. ," • . ."• • • • •' . . . . ' . ' , '•'. -I I • • - , . . . .• •

Technically, there. are

many

proving examples thatnarrow-gaugecrailways

:- ~ - . ..... - ^,- . .-.

can be adapted to the mos~ modern techr).ique.~.an d render exce Ll en t servi ce s

., .,.. . .. . . .." .._ ^{, "} .. .. ..

(CuMILGG branch in Gabon , Japanese _~ailway,__ Itabira railway .an Brazil).

_ ' _ •l ' •

-.~e

^{diefavo'ur wi}

th

^{which they}

a.r-~.,

,viewed springs from the

"tl1iBl~.·ading

... .~ i . ;' . .' . ; . -. ... ~../ . . - . , ,^{I ••} ~

compar-ieon, of former old-fashioned narrow gauge lines~wit~ ,mo's.~ mop-ern standard

,~auge liie~~' '1h~ .,~·~~~eri;cy·

^{of mining}

comp~i~s' ^{to .}

^lay'

^.1·.44m'. gfo~.!$~.,:tF'~~kS

.' " , . . . ^'. , . ~ , ..

.to their mines emp~~~~~es the importance and topicality of tp.is pr-ohLem , ...~~ ~frica s ou th of ,~h~. Sahe.ra ,..~herefore, economic an_~' techna ca.L reasons

impose the choice of" the:,10067m gauge •. 'Thi s deci sion wauld affect the

Ivory Coast - Upper,:'Vo'1ta

• ' <

"'Congo (Leopoldville) ...;,~'., Kenya -: Ugan da .

T~j,g.:.nYikal/

^;

" ,

.

.

.-y

--:"'1' .. ' ':.'~

The East ~frican,Railways.~.4H~rbours AdminiBtrati~nwhich manages this netwOrk has' b~'en":preparing':to'"change the gauge sin'ce

1927.,

It is hoped that it will be:possi;bl~l)/t,o'effect' the change by' about

1970

at an

approx-ima te cost of US$ 28.,900,

ppO.. . . ::.-':

• ',' ..: • 'l -i-.f..^t _".~.i'.. :.' : .. - ...

The figure, dift:~irBi.J,rO,I!1,.~t~~~..Ln..;the

two.

preceding,tables:' 13,509 kIn 'instead of'13"403'~.... The 'di fference is minimal and' is doub.tless .dua to :~ the fact that, the stat'{s:tics'usEft'd 'ha~e not always dlffe-r'enti-ate'd ⁱ

-between the number. oJ, kilomet·J;'e~,of, .track operated and the ..number:of

kilometres of tra.ck'laido . ,^I

: ~

c-E/CN o14/TRA1TS/l⁷ .An.iexII

Page 5 ".i~~":."

• ..

^'

(b) For Af~ica nor.t~of the. Sah~~~, ~.", . 1.~:;; E~·'}'''': ^.' ~;.:':~·i:.'··~::·

The at ruc_{' \}tur_.e

q.f

the exiBt~·ng_{. . . ,}network_, makes ·the. problem of.'

..

^- g~uge s tan dar-dfaetdcn very,.differAntnorth of the Sahara.:

:.'.:-J _ ' , . . - , . J_~ '" I . J .. t ("I If Mati'rl'tania:,Wti.lch·-has.

oniy

one very, isolated: and- spe'c'iaii'z0d (lri:;z~:.~r_\. Z,:i::-l~

line) 1.44m' gauge,=ira6k~·.and Liby~;'

^{wit'h a' Small network}

~liich:ha~

^{'ri8t been}

~ . .,.. _. 4 .

-taken'

·:·in;to~ 'a;cco\illt~'bec~ti:se:'o'f lack_~o

f in

^formatio~n,

are

',diacounted" the _.Iurac~:D

, . . ' - . . . ., I·l~(~· . , , ; :·"t-~··.~ . : . . .&~~ :.~: "':~" ~'^{• • • • •} ~·t . -<:'~. ~

no r throf" toe Sahar-a form' two~ bl.ocer' that 'of the'Uaglifeo, ari'd:""tliat of Egypt, separatacfby tli~~ ^{2,000 km or" Libyan} 'de8ert~

.

i.As thes~ ^two bloc's "are:ccapoce d of

tracks ^O'f'

varying -gauge s (the standard'ga\i:g'e pred6min~ti'ng) ~d 'as -'they are not

l'fnkeJd' to"

tli'e t r-acks scuth of the

'Sahar~,

^the

'~;o;bi"ems'

^'of:gaUge'·

~tandardi.z·.·

ation,

if:.

_th~y.::~;ri~.~;.1'·:EIore of a purelY.;nati,oual

(Egypi),.:or-

sub-z-egronal (;f..!Iagb.1.'e-o)

I ', • , , . . • ..

~fa~lp:e.: :':~;dOp':~Ot:1lLPff t~:

1.067.m,

ga.ug~ ,r~c~mmended;-for':Afr-i'ca ~o~'~ll': of ·~b.o

Sahara:, '

;:tJu t ,

~ch,,;.cloe_~·.._~~ot exist, _~9r~h 0f. t~·e Sah~~.a, waul

d:

^{be 0f .nor} ~dVC~.~:lt.age to thes~. ~coun:t~i.es:::,wh~charE! ~nol~ .:th:a,:::.e~o~e affected by the :propo sal "to

standardize gauges^{0 . ' .} ~ ^{." .. ' . '}

(c) North-South Sahara link _. _...

...^~

-~: :~!.; . . .. -. 4._ . . "; ; "._".1~.~._::.~.,,:_ ~'. . .' ., .... .' ,

• '.~^{• • • • :4 . .}!: ..:.. _..^&~.. ; : . : . . : . :• • •:'.... ::....:...t ...._=-... _:.-.=--...."'" ... :. _._

Re99mm~ndat.ion::.:~f gauge. standardiz~tiQ~' ~at

'''lj.O.67.

m south of ~the· Se.he::.:'c'.

and cf' mand.tenan ce. o.! .'the status que ·north of the':~S~~~a does.no t- mean that the absence of..~a.~l. "links:.between .the two zqn'e~_:~'S;t 'bepr-e;per1£u.ateu;· _-all it

.^. , ..

.

^{_..-;. . . '. '}. .}

means is ,that for.: the fi;lreeee.able _~~ture. ano..the'~·1so1ution'than 8:2.1.;'50, standa.ru.i!:",_·

ation must be ,sought··o In this ~e~pec~,. ~~"1'ee.:pr.~ce:dui:'~5·a'r~ -~~ .current uce:

......

4 ' ,

E/CN

.,i4/TRAiJs/17

Annex I ^{I •}

Page 6

TransfQP-

fi-om

^OM train to Qftot.b..e~'; thi~'··oocura,,,o;-a-·wfde·scale between

'the USSR n~t~o'rk',(l

^o'

5om) ·.. and

that

of

the rest

"of

^Eur6'pe

(1.44m). The greater the

distance

~overed the lesd'the ~ffect of thi s _{ope~a tio~} <?n, _th~ ._{C9~t_}

or

,transpo.rt_~". It ~i~, ge~,eF~lly' .l'.~co,~!z~d:

that'a-transfer costs'the'same as a.50 km journeyo Thus, for the ..

mora than 2,000 km trans-Saharan railway contemplated between

_ :.. • . • ~ _ • • _ _ a • • • • • • • • , _ _ .'._4 ^{>- - : - - ' .}

Algeria B!ld the West_{_ .} Af:rican su'b-region,_«- the,.c~st of the transfe~ "'~_•

~ •

. would be less t~an 2 per cent of the cost of. tr.ansport. The gauge ..:

, I i '. '.,,':

of the proposed track and the B1tin~.of the transit station remain

. f • • to be ohosen. '

• & : !

(i~) Use of _a't~1rd rail, adjusted to

1.067m,

on

a'l.44m

^track al~owing

" - 1.061m and 'l':44in' trarn's"to',- cYr'oulate'

^on 'the~

'sam'a 't"rack. "'Thi's'"

- ...~. ^{•."', ' .} ~ ^{.. • 4 •} .·.t

p~Qcedu;,e ~s used effeot,i vely'··in-Algeria to' ·ena.'ble·,·m-a-terial· f·rom;· ..

a.

l1-~rrow gauge tr:ack, to '~f2I,~ c,ertain:. sec'td.on e .of th'e ~.stand~rd'gauge n~twork' It ha.s: the disadvantage of being ,costly'( laying of' a tb:i-rd.

,rail, 1:e. "at least ,30 t.o 40' T::of steel per

kIn) a.nd'o,f;,~occasio·ning

o~at1onal dif'fioul'ties. It.has baen-vconefder-e d in -the Sudan to, enable ~gyptian 1.44m gauge material .to go 'as far: as Khartoum. ',' ,.

, There, h~1'l'evert"'the transformation. is even,mor.e costly, 'for sleepers"

will have to be changed "if the',rai1 is to be placed on' the outside . . . .( ii1) Change or adaptation' of ~les: 'thi s ~ie

done

bet'weeri the 1,,'44m ' . ^I

, : i- -. l •. ! '

European

network and

'the

'USSR rietw6rk

on 'the

one hand

and

the Span'ish n~twork ^{on the otner, Tli:e} 6peraii'on: can be very qUick :bUt 'calls' for special equi.pment ;' It' also' has the 'd.isadvant'age of'requirin'g'

• ~.'.' ~^I

2.

specially designed material.

Consequence of choice of the 1.067m gaug~'':_', .~..:-~·:..:.I.,_'_.

Emphasis'must here_{' ....I} be placed'on the fact tha.t _8ign~ture'of an~'

,

~.. ^{' : •}

'agreem'ent

'on

the"choic~

of' the' 1.O'67·m

_~gauge would'

not

'pl~ce'States"~' with a :lm n'etwork under a.hy obligation

to change

^{the' gauge; 'they}

would'only"

have

_~to airee··to 'takesome 'i~bhn"ica:l measur es , involvin"g

"no fin~cial ^outl8,y,' 'desi-gne'd, to' ^{':faci Ii}

^{tate ahd} reduce" the'

co

s't' o:f "

..

E/CN.14!TRANS/17 , AnneiI'I·, .': '

t·" _.' '," \:.:'

Pa.ge

7 '.

z: :::"t..,

...

tha changeover at the appropriate time •

..:•~" ~ ~ ^{•.. I•} I~ ^{• L ...} ~ ^{.. :"• : '. . .}" : " ~ , " " . ~ ^{- . . . . . . :...;}!: .... ~:':-'.

The'"fl,pp~opr~ate,.t~~e .: may':' be; ve,ry ',far .off, .for , f,rom ,th~· ~conomic. pO'~~~''',:::''.':~

of viewf<ther.a, is" for each ,n~,twork,an, ..o,p'"~,imum, :p,er:~od .at .,whi"ch to .m.~e, t~~.~, cha.ngtl~v:~:rJ:f.or;,:Ln the Long ,t.~.rm, the. importance:,oJ.~ome,.9f th~ ,f~~~orJs ~0,

influencing cost decr eaee s loTitn:. time while that .of, 0the ra increases •. ',' )..

(1) Fao,tor's the impo.rta:pc~ of:_,w~,ich decreases wtth, t,ime:

Numb~r:,of kilomo~:r~s of t.rack f'on. whtch no pl.ane .have , ./ Number", of,. unconvcrti-ble: wagons" or: wagons -ccnver t.LbLeI ' : . . . - ~ I " - L . • • '" _ ~ • I - - . ..~ • - ~

:

.o~+y.

" , ,.

^{r, ,}

be en m~deJ; :'.' wi_.... th di,:ffic.ul.:ty_{..'.... -"- ./"'...}

-(i:l')' .

Fa.ctors·"the' "importan:ce'''o'f which increas:es 'with" time: -; _-~!..: ~l. ^{- c;:..:}

Num~e~,o~ ki~ometres ,~f .track. t~

be tr'anat9rmed

becauBe~of

planned

. :-extensions^{l .}

'.- ^\ ...^, ..'

.... ⁽ _{~ .. '} • J 1 . ... ':

.':~:Nt:.obot"Of-· wagons to be conve'rt~d^r'because

'ot'

addi ti:ons

"to

rot'ling!'s't(j'hk;

~• • . . ; . " . : , I" I , . . . I ~ _ . ; r.. . ...,... ~

," ,.' Overall' cost of' 'eventual transfers from'

'orie

train

to

'another. . ""

iTh'us,: ,':if

th'e '~irri ^'i'8 to."hav~·a standardi"zed>network'-a's chleapiy'

arl ' .

.:»

r • • . ... ~ ~ ^{. ; ,} .* J . • _ - ' . - ... • . ",~;^{, -} r .. r • . ' ....

possible' by 'the' end 'of the" century' it is essenti'al 'that 'fact be esta'blished

~.' no'w a:nci··"-tha.-t '~;techni6al '~e'asUre~ permi'tting'its :a'ttainnierii :be taken ," ¹Z· ..^J

". f, ...'~~.. ~( .._ • \ •.... ..,·1: .!. .' . '. . •i

B., Adoption of technical measures

,.,:.

,..; ,

.-• • .~.., ~• ~ - " r ...:. ~ , • ~ ., . " .. - j

. '~'., The purpose of these 'measures wou,ld 'be to facili

tate

or at least not jeo:pa:tdi

ze

~^'-th'e

in

ter':-'connexion

"of

':ti'etworks~,'- 'and~-"to' 'liarinorlize' the; in~in

~.. ." '. ' l ...

charlirite~is:tics''of' the'

rolling

s to ck, .:

, r

1.

: :.;'L·.~

Measures to facilitate passage from the 1m to the 1.067m tra.ck

.- .~

; ";~~:. ' "' ~' . , , . ^,..^,.

.",~,a~^'.'. Co~s'trn~t:lon

of'

^{ail independent new} lines at. the 1o061m gauge :"

.-This problem arises wit~ ,.n~;~·"TP:i~;~.lines· Hherethe- ,tendency is,,=,:

",~o. ~~~d ~~,,~)1,e ,lo44m ,g~,uge (I'J1~FER}'-iA ^- ~ANCO ..- _~LIIvtCO, already built,

. -B~li~~r.iekam~,. 'b~i~g

surveys d) i,n., ,,su'ffi

9i·~.~t

^.a

~,ten'tio~

^.

b~ing:

^{pai d , .}

perh~ps.

I .. . ' • ' . . . ' I • • .. ' • " - ' .

to the possibilities of t~e

1.067m

track. Experience proves that the

. ' 1 - . ' . . . . \ : . . I . "

1m ~d tfle ~.067rn gaug(),~ cap" _~,th good .equd.pment , ,cope with. very.heayy

•~ ^{' . . • I ' • . ' I . I _ '}

-traffic.

, 'j~ ,.,

"

"

4, ...:~.>\.r 4:4}~f ~.~1:l&,·.~ .~.:~~\:.\ :.

E/eN_~l4/TRANS/17 ,;-;";~~;.,

Annex I . I "'.

Page

8

• -, -=.,.- .~• " : . . ~,~ ^{': " .} ',?~.):!.~;~^..~^1&3,~,:4.~'~ ~i·~~l~~t..:

At the last United Nations-Conference on the Application of

Scieribe;'and>Technblogy -for

the Ben:efit of the' L'e"as' Developed~Area:fr··lield··~S:

in'

:Geneva. 'in i963, agenda i tern\Fl~3.30' was "entirely' devoted 'to "studi' «iv .~^(,' of ·traff.ic flow' on a _~sillgla-track line and -"the .f'ac to r-e influeiicing

"tn·iiB~;;':'~·;:·-flow were'analyzed; 'in det~il in document E/OONFo 39/E/l9. -. ~,;.:.~:>l.LJ'Ii":,L vlhile it,

rs-:'

'awbi tted that lride {;auges permit '8.,'greater ':fl'ow·;.n:'.

(:1.:).-the l:rrrii~"of:-~the'flow' of· a l.067m track -aeem s to exceed':'the maxi"mUrnT"J',

"ex~e'ct'6d} ffo',~r ~he 'Th;rge'st'~

o'f the mtning' ope'ra.tions

:envis'ageci·~· ;o,rO:d6';boO

T/year for liekanbow. This flow depends, indeed, on the load of

t'rkiii·s

and on the number. of, ,trains :\'Thich .can be c_{• , 4II .- ,. •} i r-cuLat.ed. p,er,day,on a,;tr~ck.:.':::\'

-~. ^{t . ." • •}I • • .... 1\".- ~. \.,,!4.W'~.;4

~ ~';~"~~'I1"i ,s~f fa-r:::as

:i'oad'-

i"s:"conc'erned~ 'ther example^J

of

the 1m 'gauge' ~.' . Vi ctoria-Minas railway in Brazi 1, "'hi ch transports iron o re- :for

:570

;km lTJ7~,~,~~,e:~J.1; ~}~~bi~a :.m.~~!e ~d th,e po!:r;t of V~.c:to:r:ia7 may,.l:>e~ l!i.enti one d, tl,~,,5?5m

long train~,pu,ll~d

py

five. 1, 800 HPgeneral Motor.: G.].6 10 comotiyes \ and

~ . " , •'",_ • • • • ...) ~. '"~ • • • • • ~.... <II 4 • _ _ " • •

compo se d ,~,t,lB~ _9~-:to,n..:w~gon8 (e~:f~,qti~e load 72T9 tar~ laT.,. axle~~19~.d

IV~~2^.•.~,T.t~r:~p~~sen~i~g 1.O~,8~OT.,of ',~,re, for 13,500 tons gr~s~, have !I!ad~:::the'.',lq:f jaurney ...in 16, hours despi te gradi ;::nts of 20 .rn 100:,·,i.,0."a commeroial speed

! . _ I ..' " . I.. _. . ..J I~ ~ ~ . ' . • .. . ' •• , • • ~... ) :• • •

of 3507 km/ho The tonnage transpurted amounted to 7,500,OOOT In 1962 and

"

•

is continuing to grow.

r ^J ~ ~If,;thiS,.s~s:~e~~.. 'f.er~ followeA, at M~k~b.o, s,ix tr,ains~, p~:r, day.' would .~~~,fiL~'~, to ~~q~~~e ant Lcf pate d p;r;?du~t~on., It ,is ,suffiC?ien~ ~o:r: ,t!,le )~.~,~

curve radiuses to be a.dequa te and the equi pment of the track ,(ra.i1and, ,~.', sle~per distance) proporticned to the axle _load~

....

,^'

·.=t", ...f .; :~.\. ,.-. . '

--:-:;:':I·~',••',,';jIJ.~"t ~11.... _ r --- •.~ ~-,,~...~"'.'...- . _ . . . . - .~... .~-- •. ' .. . '.. ..

, By

comparison₉ the results of modern, standard ~auge, mine

rai'i~~y's '~r~"cert~"inly'

^{super-t or-v 'but,} so 'sliJhtiy '

that" the-'':l~067m

^gauge

"~ :\.JI~:" c'a.nacf;, 'the'-IIQu~bGc

^{No r th}

Uhore

and

Lab~ado~

Railways'II

t~:~n~po-r't8 .

K.no·b

L~~k~' ^'i-t-';ri

^ore'fro'm

":3ch~fferviil~

^to

'Sept~Iles" ~ 'dista~c'~

^{o'f 574}

~~'"

'lbe

1";'500m~'1·~ng·''-train

^s

a.r~

compo sed' of 130 114-ton

wa~~o~

s (effe6ti ve

ioa'd

...~'. ^{_ _ I . I ._ _. - • •} t r .^{* -•• , . .}~ ~

8~iT,"~'tai"e'25T,'a~;:lA'10ad"28;5T)"with 11,600 tons of ore _f~)r i5,OOO

tons _.

gross. Speed is limi ted to 48 km/h for loaded train sets and the

jo~rn'e'y~

E/Cl~~

14/TRANS/17"":-,Annex

r

^{. L , ' . ;"1:_,}

Page 9 .: )1: '-": ~~ .

from~ SchefferVille to -Sept Isles .is made

in

15,_-, .hour-a, .i.e o a_{....,.- ..., ,} of

38

kril/ho' Becau ae :of the rigour, of the:,ciiina::t~ in wi~ter, of 25','000',000

T/year

^t -haa to •bel evacuate d in', 165,~~~daYB be,i~een^l•

th'is' results! in ',tra'ffiC ,of,12 tp: 13 t~ains,. p~r ~ay,.

co~mercial speed the production_{.... - , ~.- r~rt:~ .} M.a.y _~.4

,9

c~ober t

-I ~• ( :.

_ '* •i~ t~ ~F, '0 .v :

, ~,~n Ma.~ii~ni~,

^the

;1.itFEr~Lr\. 'on:

the' 'Fdrt-Gouraud to Port-Etienne ._'

raii~ay'~

^a

"di~tance

^of

615 km ,

has "circulate'd't'rai"ns' of

1'35 ;wagon's,~of~ 'or.~

with a load of

11 .. 5T,

ioeo 10,500 T for a _gro~s load

of

14;000',tons. <',II;

Gauge do e s not ~ffeci' th~'numbez- of trains' that can 'be"circulated.

, dAify

'o'n

a

single

track'

and the

'problem

is'the'

same

for·a 1044m""cr

!.Q67rq'

.... _::~~~~~. A's ari' :~'~f.J~{e,. 'd~cuinent E/C0NFo'39/E/53'

o'f

-the

'above-mentioned

.~'-:

Conference":~i'-n:t~o~1/iha~' ^it

^has

kiways 'be~n

^{Possible, wi}

tli"centralized~

traffi c contr~^{1t to' run .40'-}

to 50 pai iei :'0::;: 'train

^a' a.,~

My

_~on" certain single,:,,;

track sections of ,the U33R"network; .,.·t!?,i,s; is much more than tb!='.7 - pairs of

, _,...

^{~ ~...,}

f.

^{&_ ' "}

trains envf eage d for'l1ekambo~ ,.

-.::"~:;-^{',1 , •}

Speed has not been' conai de're d yet because" i't"'is}not. very 'i~portant in goods tra.ffic

and

^{i 6} ;~:X'jen8i^{ves -} minetra:i"n·s·: do no-t exceed

5O,.'km/h

and even in industrialized countries goo de t~ains' do:'~o:t. trav.e~.for more than

~ average of, 200ⁱ to ,300 'kID a. day.I ,If ne~ce_ssary- ,'or ,passenger- I,t,rra.ffi~,.,..1 •

however', speed is con st s'ten

t

with

th~

^l.o.067m..

g~~ge:,~ ._~hu~

^{.. 1;;he}

f~~~neB~. '~

'Natiortai::Railwayshave run trains .a.t a ;s·p~.e"--d! ^of,

175,

_~ lan/h OJ'! th'e .o Ld To-~i·,do

. . . ., ) - - . •. . . _ . . .. Ir ',' .. .:l.J~

line. ~

-

j . . .^...\ ., , 't· r:L.

r I< "J .L... ~

". .

^~

:':':, , '~:"0re wa'gohs'on 1.067m 'or Lm\~r~acks ta~e,lqads.(12T for.,Itabira) slightly

,ro'wer' (by

• approximately 20

pe'r'

cerrt): than•

"'13tan.~~r~ .gau~e wago~e:'

I~. • ~.. .. _ . . J . . I .

^{110T, ..}

^fo,r

',:'theO';enoque traok in Venezuela't' BST:fCi,r, the Labra.dor mines, 710 5T for -_{.. I... ~ - .. .} ~ ,:,' Miferma, 90T for lTimba in ,·Li'beria ~d",80;'1~ for .Bong Ra.nge also in Liberia.

, - . . , • • ' z:I

It should be added that if necessary ,t·~~ t~:·plates of wagon~ a~loc~ted .

. . . . : - ~ . : .^{' ~."':}

", to.mine lines can. be en l ar-ge d provide," the wagons do not use other sections

- • - • -, 4_~_l'; " - : tl

: ~. ~ ~ ~••

of~oonn,cted

lines,

'j

-":!ii",·so far B.s"traction 'equipment I s, ccncemed, . the. ,1m;ne~wo~~s, c.a.n

., . , . , .' • J

'~st~nd

up 'to

comparison.

The

horse

,ower'ot

the locomotives used

for the

.-" ^\ ",,';.. :- ..

1

;44m mine

^{track's is}

^1,750

^in;Labrador,

^';?90

^a;t Bo~g, Ran,je. .in Liberia and

a~ It! .;,... • ~ ,

2,500

at MIFERMA. •:": -.. " " ," ^r'

E/~~~'~4/~~/17·:",'.

Annex I " _{., J ,_}' Page 10

,.:".' Thi 1m tracks currently use 1500 HB'.},ocomoti ve s' and the, Ethiopian-' ,··· ..·:~d 'Cameroonian' r'ailway's ;are;·awai ting ',i,h"e, de~iyery ^.in 19p4 .of, 2,4QQ.,H~^.

. 10cbmotive'f3 (weight

81T.,>'1J.''S

•

T.,pe.r"ax:r~,·

~J, ^{da es.e.I}. motor'·witp.-. •

cpnti~uous

• ^.

three .phase transmission, monomo

tor

bogie

a;

coeffici.ent of adhesion f'r-om

2:~,

^;"to

:30

^per,

cen~, susta~n,ed~t~~~.ti

^{ve effort'·}

f~om .20

7

066 t~,~ 2"3,

⁰⁰⁰

_~g').

^It

• •••••• _ , ..&l . . , ~ _ -:: ; ~.'

is:estirn8::ted ~hat i t wi-~1 be po ssi ble t9 increase·~heir"po.wer by 20' t~' '25 per cent.rn .the 'near future.

"

.

^.:

j ,

.1AII

_~hese examples.prove that the 1m or

1.067m

tracks should not

be

^regarded -a.s:11seconq. ,~a.~e means of transport, ve8tig~s of a past 'epoch;

. . . . . . : ' , :. ~ I ~. ~' . • . .^.» ~. ^{• ' .} ~ 4...,~

th~. ~atest ::r:a~.1w~y t~phnique8 c¥1 be applied to tpem and they can' render the services

re~uired,~~ven 'f~~ m~~~n~ .opera~ion~~ ';roviaed theY"'are:'bul"l'i':wi'th

. a.dequa.te r-adt uae a

~d.

^traci(':

~~~ipment:ad~;~e~~

^to'

th~: ~xle '·l~a.ci. ' .

^{=, ' .}

• ~ ~ ^{... I} ~. oJ • " -s :

Sin'c;~'

ⁱ

^t ~~ould

^not De practicable _.

f6r.-netwo~ks

^S9uth_.

~f.~ t~e~

^Sahara

to be. standardi zed at any other gauge than the ·1.061m, 'the choi,ce 'of the"

1.44m gauge for

t~e ne~mi~~'lines ~ppe~rs: prejUdi?ial

to the

interests

of Afric'a

and"

the countr-i e e in~olvedo. There. are many:'reasons for thi s •

. , '. . . , ~:. . " " .. i

__ 'Net\iork in'ter-'ccnnexf9n s~ttth, of the .f3~para,wi.ll beCOID!3' mo~e,~ difftcult and- co stly~

'Now',

:prepara,itions' for- _th:~s~ Inter~c.qrlAe:xion8mus tcbe made ;' immedia

taly,

^even

it

i t cannot'

reasonably

be

exp~~'ied ~.h~~,~};l'~y'"

^wj.ll

~e.

~ ^{... 1} f • •I ' .'~t' ,J . '

built in the near future, a's with ·the ,Hekambo Line in Gabon. for i t s links

~ ^{.. 4}r~ ~,

:with .nei:gh bcuring, .countrie s^CI

•~... . ' . " . : . : . • r • • •••

, \

, _.~," ···The 90st of'e~t'abr:rshingthe 1.44m' _t.rao~,',is,.,de.-firlitelY_,hi.~:he~: ~h~

that 'of

esi'abli

elling-the,!l.067m tr,ack (the fi5\lre .of 30._,p'e~. cent haa been sUggeai'ed:'ior

Me;lcambo)

.an

d

this

:"~sadvantag~'

^doe's

no't,,~~~~"-to

^.be

:~f'fs~'~

^.by

~Y ~tibBt~tial.

reduction.,in maant enan ce , ·or.

o!J'e~~ti~n~l' ~~~ts~.

^"

~his

^leads

to

'a,

~a.steoi

^capital;

rTh:L6~,. is,. _~c~~c~

and

'whic~ ~f;iqa ~adl~ ,ne~~'s.

^;

A country's economic development policy

may

necessitate extension'~f

's.: '1.44m

track', or i;he construction of br-an ch Line e , but ''if.i t~. ~oes' there'

," " / , ". I .

'is a' danger» th'a,t·.deve Iojment will be comprcmt sed, or deLaye d, because the inves'tnien

r t~

n'ebessary"':ts" greate.r .for:a

1.44m

than for a

1.'097.

track

a.n·d~ ^at e~ual

t'k'riff ra

tee,

the painto.of

pr~fi

^{tabili'ty 'is reache'd}- ~'...:

'~-i\~ ie:~s<t'~a~fic

. .~. .

on the 1.061m than the 1.44rn track.

E/CN⁰14/TRAI!S/11' Arinex I \ -- . \

• ..1 . . . . .

Page 11

In these circumstances, and since there is a manifest and apparently

unjtisti'fie~

te"ridenoy"

for _mini~g

companies

td _~a.nt

^{to, bufLd -their}

_\11~e~

~t _the:.staridard gauge, counter to what seems to be required for _t~e growth

of:·'inter-·,:~fr1.~an

trade, railway

teChn~6f~~s'

^{'whO have}

spe.qiali·z~d

ⁱⁿ

n~rrow

gauges:should be requesied to make a general study oha _{~ -'}~-_{~ ~ .,}

2.

,.,.

3.

.

^"

1. - 'the po ssibi'.li

~i e~

^and

f~ ^ture

^{of the 1 •.067m}

^track;

: adaptabili'ty to' advanced rai lway techniques;

.... ... • J . . . . ',4

a comparlsion'of the

construction, maintenance and

operational

• ~ ^I I . " J~

coets:of

thel.44m

and io067m track~"traff..ic p~~ngt" - L.^{eque.l , ,}~

....

-,

-" , __t,

',. A' se'rious' st~.~_{l ' ,} ^of_,-the .1.067m t,rack ah.o, u1d preoede any deci sion

-on

the Mekam~_.

'case

in"·

Gabon'.' - .

.,'"

•~ . r I

" '

Precautionary measures in case of

extenslon

or-renewal of-the 1m track It'is

necessary,,:wheri;'ch~ging

^{a Lm}

tr~~k t~

^a _,-,#^1.067m_J

~ra.ck,

^to

& •

take up ~d re-bore the sleepers in order to lay the rails in a diffepent

• ,•~• 'I

position: this

operation;

lea~~'~o ~eat

expense

'if. precautionary "meaaures are not taken befo rehand; ,A;C?cording ~o a r ecent study made ·for Cameroun, tp.a cost ~'f~^the opSra.tio~ ^{would be} apP:l'O.xima.t~~;Y700,000 ~FA/lan, ^{or- '"}

Dans le document Inland transport in the west African sub - region (Page 72-81)