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In order to address these challenges and goals, Cabinet established the Presidential Infrastructure Coordinating Committee PICC to: coordinate, integrate and accelerate implementation develop a single common National Infrastructure Plan that will be monitored and centrally driven identify who is responsible and hold them to account develop a year planning framework beyond one administration to avoid a stop-start pattern to the infrastructure roll-out.
Under their guidance, 18 strategic integrated projects SIPS have been developed. Achievements Government and public agencies invested more than R1 trillion in infrastructure between and By January , work had commenced on all 18 SIPs.
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The biggest beneficiary of these new schools has been the Eastern Cape with a total of schools delivered in that time period. Two new TVET campuses and two new universities were under construction. This includes a further unit of Medupi providing MW by 3 April , resulting in 2 MW usable energy, enough to supply electricity to a metro equivalent to twice the size of Johannesburg including Alexandra and Soweto.
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In the same period existing clinics have been refurbished and are in progress. This will also result in water supply to over people within the catchment and in the areas of Alfred Nzo, Joe Gqabi and OR Tambo. In the Northern Cape, the Vaal Gamagara water project entails the development of a kilometre pipeline.
Phase 1 of the project will focus on the 82 kilometer pipeline that will stretch from Roscoe in Kathu to Black Rock.
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On completion of Phase I, beneficiaries will include the mining sector, livestock farms, solar parks and the communities of Kathu, Olifantshoek and Hotazel, benefiting a populace of 23 It is expected to be completed by August The raising of the Clanwilliam Dam Wall and Irrigation Scheme in the Western Cape will increase water storage capacity and support the economic potential of the area. The raising of Tzaneen Dam Limpopo will start in The project aims to deliver water to Mokopane and villages to the immediate north of the town.
Phase 3 will provide an additional 27 million litres per day of purified water for the benefit of emerging black farmers. This project will support electricity generation for the country. The Jozini water treatment plant in KwaZulu-Natal has been completed. The project comprises a 40 million litres per day water treatment plant and 13 reservoirs along the main bulk pipeline. An additional 14th reservoir is under construction and another three pump stations will be constructed along the main bulk pipeline. New sources of funding for infrastructure were identified.
Rail, water pipelines, energy generation and transmission infrastructure. Thousands of direct jobs across the areas unlocked.
National Infrastructure Plan | South African Government
Rail capacity to Mpumalanga and Richards Bay. Shift from road to rail in Mpumalanga. Logistics corridor to connect Mpumalanga and Gauteng. Integrate Free State Industrial Strategy activities into the corridor. New port in Durban. These include: the building of a R2,3 billion container terminal at City Deep. SANews a R3,9 billion project to upgrade Pier 2 at the Port of Durban R14,9 billion procurement of rolling stock for the rail line which will service the corridor.
Strengthen economic development in Port Elizabeth through a manganese rail capacity from Northern Cape. A manganese sinter Northern Cape and smelter Eastern Cape. Possible Mthombo refinery Coega and transshipment hub at Ngqura and port and rail upgrades to improve industrial capacity and performance of the automotive sector. SIP 4: Unlocking the economic opportunities in North West Acceleration of investments in road, rail, bulk water, water treatment and transmission infrastructure. Enabling reliable supply and basic service delivery. Facilitate development of mining, agricultural activities and tourism opportunities.
Open up beneficiation opportunities in North West province. Back-of-port industrial capacity including an IDZ. Strengthening maritime support capacity for oil and gas along African West Coast. Expansion of iron ore mining production and beneficiation. Support bio-fuel production facilities. SIP 9: Electricity generation to support socio-economic development Accelerate the construction of new electricity generation capacity in accordance with the IRP to meet the needs of the economy and address historical imbalances.
Monitor implementation of major projects such as new power stations: Medupi, Kusile and Ingula. Eskom on Unit 1 of the Kusile power station connected to the national grid , 27 December Minister Lynne Brown reported in May that Ingwa was in full operation, and Medupi Units 5 and 6, and Kusile Unit 1 were in commercial operation. Align the year transmission plan , the services backlog, the national broadband roll-out and the freight rail line development to leverage off regulatory approvals, supply chain and project development capacity.
Spatial SIPS SIP 6: Integrated municipal infrastructure project Develop national capacity to assist the 23 districts with the fewest resources 19 million people to address all the maintenance backlogs and upgrades required in water, electricity and sanitation bulk infrastructure. The cylinders and frames were cast in one piece while the steel cylinders and steam chests were fitted with cast iron liners.
The tender frame was also a one-piece steel casting. The Alligator type crossheads were split on the vertical centre line and clamped on to the end of the piston rods, which had three coned rings engaging in grooves in the crossheads. The original coupling rods differed from the usual in the provision of three independent rods, thereby doing away with four knuckle joints and pins. The wheels, axles and axleboxes of the leading bogie were designed to be interchangeable with those of the Class 15F, while the wheels and axles of the trailing bogie were interchangeable with those of the Class 24's trailing bogie.
The locomotive's brakes were operated by two 24 inches millimetres diameter cylinders on the engine and four 21 inches millimetres diameter cylinders on the tender. The brake riggings on the tender bogies were independent of each other and the front tender bogie was equipped with a hand brake.
The engine and tender brake pipelines were fitted with delaying valves which delayed brake application on the locomotive until a predetermined degree of braking had been established throughout the train. A separate driver's brake valve permitted the continued application of locomotive brakes while the train brakes were being released or vacuum was being built up. Almost one third of the total length of the Type CZ condensing tender was taken up by the coal bunker, which included the oil separator equipment to remove oil from spent steam and the mechanical stoker equipment which had a maximum delivery rate of 12, pounds 5, kilograms of coal per hour.
The rear two-thirds was taken up by eight large radiators on each side, cooled by five steam-driven roof-mounted fans. The 5, imperial gallons 22, litres water capacity consisted of two tanks, a 4, imperial gallons 20, litres fresh water tank in the centre of the tender between the radiators and a imperial gallons 2, litres condensate tank under the tender belly between the bogies.
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Feedwater was taken directly from the condensate tank's hot contents rather than from the main tank's cold contents. Since the temperature of the condensed feedwater was too high for the use of ordinary injectors, the boiler was fed by two turbo-pumps located under the cab. Each pump had a capacity of approximately 88 imperial gallons litres per minute. The condensing tenders were rather appropriately classified as Type CZ, since CZ is also the motor vehicle registration letters of Beaufort West , the capital town of the Karoo where the Class 25 was to serve. Since spent steam was not expelled through the chimney, the condensers sounded unlike any other steam locomotive on South African rails.
Their non-condensing and free exhausting Class 25NC sister locomotives had the usual sharp bark of a steam locomotive, especially under load, while the condensing Class 25 had more of a hoarse hollow chuff sound in addition to its turbine whine. Soon after being placed in service, problems were experienced with failing connecting rods, big end bearings breaking up as well as cracks developing in the motion girder of the Alligator crossheads.
The crossheads were converted to the multiple-bearing type with single guide bars, a more sophisticated method of filtering out the cylinder and valve lubricant from the exhaust steam replaced the original centrifuge while the three independent coupling rods were replaced with the more conventional single coupling rod with knuckle joints.
When new, the tapered Timken crankpin roller bearings soon became notorious for throwing their lubricant onto the underside of the boiler, from where it ran down to the lowest point and dripped onto the coupled wheel tyres along the way. This manufacturer's fault also applied to the Class 25NC and was one of the reasons for the reputation of both classes of being slippery.
Timken managed to resolve the problem before all their bearings had been replaced, but by then about two-thirds of the locomotives had already been fitted with redesigned coupling rods with SKF crankpin ball bearings. Considerable trouble was also experienced with the induced draught equipment. The blower blades suffered heavy edge wear from solid particles in the exhaust and blade fractures occurred in both the blower and steam turbine wheels which called for intense investigation by SAR engineers, Henschel representatives and the CSIR.
An initial attempt to solve the blade fracture problem by increasing the breadth of the blade roots from 7 to 14 millimetres 0. Fatigue tests and stress analysis by the CSIR showed that both sizes of blades failed due to fatigue at the sharp fillets as a result of the repeated changes in the centrifugal load due to variations in the turbine rotational speed.
The solution was arrived at when it was realised that none of the single "lock" blades, which were supported by two conical pins, of any rotor had ever failed. When such conical pins were also introduced between all the other blades in the rotors, fatigue tests showed that this made them considerably stronger. Some time later it was found that welding the blades onto the rotor edge proved to be a good cheaper alternative.
The design was eventually amended with the redesigned exhaust fan being manufactured from manganese steel and the problem was solved.
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The Class 25 was built specifically for work in the Karoo and the Kalahari , where water is a scarce resource. They initially served on the unelectrified mainline from Touws River via Beaufort West to De Aar where they handled all goods and passenger traffic, including top-line passenger trains like the Blue Train. From Postmasburg they worked iron and manganese ore to Bloemfontein, where relays of Free State power took over to Harrismith.
The Class 25 was a complex locomotive which required high maintenance, especially on the turbine blower fans in the smokebox, the blades of which needed to be replaced frequently due to damage by solid particles in the exhaust. The equally complex condensing tender also needed frequent maintenance. Between and , after serving for twenty years, and partially accelerated by the introduction of electric and diesel-electric traction over routes which were previously served exclusively by the Class 25, all but three of the condensing locomotives, numbers , and , were converted to free exhausting and non-condensing locomotives as they went through the workshops for major overhauls.