Rains are copious during this time, providing an opportunity for farmers who rely on rain-fed agriculture to plant crops while the hot sun interspersed with rains is ideal for crop growth.

While summer rains are most welcome for the country, they always present a unique challenge to the National Railways of Zimbabwe (NRZ) as they cause weather induced disruptions, delays and cancellations of some of its train services during the course of the rainy season.

This summer season is no different from previous ones with train movement disruptions resulting in cancellations and delays of some trains causing inconveniences to passengers and customers.

During a hot summer’s day, railway tracks are susceptible to a phenomenon known as kick out. This is when heat from the sun expands the rail which then bends. As a train travels over the bent rail it derails.

Tracks are also vulnerable to wash aways during the rainy season. A wash away occur when heavy rains destroy a portion of the rail.

Both kick outs and wash aways are seasonal events which occur in the summer.

Kick outs are common between Bulawayo and Dabuka; Dabuka and Harare and also on the Somabhula-Rutenga corridor.

Train services are disrupted once there are kick outs and wash aways and resumption of service depends on the severity of the damage and time taken to repair the line.

Ballast (quarry stone) on railways is put to hold the rail in place with support from sleepers. However, some people herding cattle along railway lines are removing the ballast from place when they drive their livestock over the tracks.

This disturbance of ballast makes the tracks vulnerable to wash aways and people must always use designated level crossing points when crossing the rail to avoid tampering with ballast.

Since the start of the summer season, kickouts and wash aways have been reported on the NRZ system.

There have been more than six kickouts with repairs to tracks and wagons damaged by the resultant derailment costing the organisation a lot of money. In three of the incidences, almost seven kilometres of rail and more than 1 180 railway sleepers were damaged and had to be replaced.

The kickouts occurred at the peak of the summer hot season between 16 October and 31 December 2017.

The most serious incident of kickouts last year was on 31 December 2017, a goods train from Dabuka to Rutenga derailed after a kick out between Bannockburn and Laings near Zvishavane on the line to Rutenga.

The line was blocked for more than a week and the derailment resulted in the cancellation of trains carrying exports from Zimbabwe through Maputo Port in Mozambique while imports by train into Zimbabwe and Botswana, including diesel, were held at Rutenga while NRZ repaired the line.

However, incidents of kick outs and wash aways would be significantly reduced should the organisation’s recapitalisation process take shape.

The NRZ recapitalization exercise is expected to take shape this year as the parastatal and its prospective partner – Diaspora Investment Development Group (DIDG) / Transnet are expected to conclude the deal this first quarter.

The recapitalization process, which will cost $400million, will involve among others, the acquisition of rolling stock and the rehabilitation of the track to enable the NRZ to increase its capacity to move freight from 3 million tonnes to 6 million tonnes in the short term before reaching its designated capacity of 18 million tonnes in the long term.

While the NRZ unreservedly apologizes for its customers’ late arrival of goods, delays and other inconveniences, it is critical for these publics to understand and appreciate the various challenges the railways utility encounters season by season in its operations.

Despite all this, the NRZ once again would like to express its unflinching commitment to continue providing seamless, efficient, reliable, cost effective and safe transportation services to all its publics.

The National Railways of Zimbabwe (NRZ) is one of the first companies to realise the impact HIV could have on its workforce and came up with a comprehensive HIV and Aids workplace policy.

The organisation established a section within the Medical Branch to deal specifically with HIV and AIDS issues and started a programme to treat and educate workers on HIV.

The NRZ HIV and Aids programme started in 1992.

The acting HIV and Aids Programme Officer, Mr Dewa Kondo, said the HIV and Aids Programme was started to raise awareness and manage loss of productive man hours.

“It was realised that HIV and Aids was having a negative impact on the company.  Affected workers could not come to work and sought treatment outside since NRZ did not have suitable facilities.

“Production time was greatly affected as some requested off sick days, hence the reduction in time at work”.

Mr Kondo said the organisation had made great strides in ensuring a healthy workforce through its workplace HIV and Aids programme.

“It is very expensive to lose an employee. The organisation cannot employ and train new workers yearly because it is an inconvenience. Having our own facilities ensured that workers would be treated on time and be educated on good health practices.

“We now do campaigns to educate workers on health.

“Another benefit is that workers will be healthy enough to work productively during the required hours, hence productivity is expected.

“A healthy worker has more potential in terms of productivity”.

Mr Kondo said that currently NRZ does not have donors sponsoring these programmes.

“We are grateful to the Swedish International Development Agency (SIda) as they donated a vehIcle that made it easy for the programme to be undertaken throughout the railway community.”

He said even without a donor, the NRZ HIV and Aids programme was progressing quite well.

The NRZ has plans to start providing Anti-Retro-Viral (ARV) drugs at its health centres.

“The NRZ Health department has plans to start distributing ARVs to its employees as well as the community at large.

“So far, the distribution is being done in Hwange and Dete.

“We want to create partnerships with the government because ARVs are obtained through the government.

“This will enable the NRZ medical centres to directly take ARVs from the National Pharmaceutical Company of Zimbabwe (Natpharm) as registered centres.

“We are also planning to formally train nurses in HIV and Anti-Retro Viral Therapy (ART), and Peer Educators in Opportunistic Infections and ART.

“This will help the health department with up-to-date information”.

The National Aids Council (NAC), the custodian of the HIV and Aids campaigns and programmes in the country, is on record calling corporate organisations like NRZ to initiate HIV and Aid programmes for their workers as well as coming up with sustainable HIV and Aids workplace policies.

NRZ is marking its 120 years of existence with renewed optimism and confidence that it will live for another century and beyond.

The recent decision by Cabinet to approve a deal brokered with Diaspora Investment Development Group/Transnet Consortium to inject fresh capital has infused a conviction that the future of the organisation is guaranteed.

Recapitalisation of the NRZ has been on the drawing board for years but it appears the dream to turn the parastatal into a viable profit making organisation is finally becoming a reality.

NRZ management and DIDG/Transnet are now involved in negotiations to tie loose ends before the deal is finalized.

When consummated, the deal will see NRZ operational capacity improving as it will have the resources to meet demand for its services from industry.

In the 1990s, the NRZ was moving between 10.5 million and 14 million tonnes a year.

Due to deteriorating infrastructure and failure to inject capital, freight volumes declined, affecting the organisation’s performance.

The NRZ system is designed to carry 18 million tonnes of freight a year but in 2016, the organisation carried only 2.7 million tonnes.

At the time when freight volumes were high, the parastatal had 240 locomotives comprising 49 steam, 161 diesel and 30 electric. The steam and electric locos have since been decommissioned while only 60 diesel locos are in service.

In terms of wagons, in June 1996, the NRZ had 10 799 wagons of different types but at present about 3 500 are in use. The rest are in need of repairs and refurbishment.

Ten percent of the track infrastructure (about 275km) is under temporary speed restrictions and has to be rehabilitated.

The $400m to be injected by investors will be used towards repair and refurbishment of infrastructure and equipment including some of the broken down locomotives, wagons and passengers coaches.

Locos which have reached the end of their service life will be overhauled to give them an additional 10 years of service.

Seven hundred and sixty eight wagons and 162 coaches are earmarked to be refurbished using part of the $400million.

In addition, the money will also be used to buy 24 new mainline locomotives and 10 shunt locomotives. The track will be rehabilitated to remove speed restrictions thus ensuring faster movement of goods and passengers.

Once the initial $400 million is injected, the drive towards operational capacity for the NRZ will start in earnest thus asserting the organisation to reclaim its position as the preferred mover of bulk commodities.

DIDG/Transnet Consortium was selected after a rigorous exercise which included a pre-bid conference attended by representatives of more than 80 local, regional and international companies.

Six companies were later shortlisted as having met the bid requirements with DIDG/Transnet consortium emerging the eventual winner.

The NRZ is implementing an action programme that will alter the way Zimbabwe’s Railways do business, and prepare the organisation to face today’s challenges. It is pertinent to mention that the National Railways of Zimbabwe is a vital link for all sectors of the economy, as it serves the nation through its extensive rail network, stretching over 2 760 route kilometers of 1 067mm gauge track and is a bulk carrier of both freight and passengers.It is in the same vein that far-reaching changes are envisaged and tomorrow’s railways will focus more than ever before on meeting the demands and growing expectations of its customers. This is the essential element in a common vision shared by the NRZ Board, management, employees as well as its shareholder, the Government. A well run Railways will be efficient, extremely safe and kind to the environment.

Through various initiatives, the NRZ is working towards the refurbishment of some locomotives, wagons, tankers and passenger coaches to boost its current capacity. The refurbishment and repair of locomotives and wagons is aimed at increasing NRZ’s fleet and enhance NRZ’s operational capacity. The NRZ is also strengthening wagon management structures at terminals, to facilitate effective and efficient utilization of the available wagon fleet and has also approached neighbouring Railway organisations to expeditiously offload and return empty wagons, so as to achieve quick turnaround of NRZ wagons.

It is pertinent to mention that as a way of enhancing operational efficiency, reducing transit times in the movement of commodities and achieving quick delivery of customers’ cargo, the NRZ has been working on enhancing methods of trains working on the main line to achieve greater efficiency. Express trains were introduced in order to enhance operational efficiency and reduce transit times in the movement of freight trains and achieve quick delivery of customer cargo. This service is aimed at reducing transit times to customer destinations, particularly from Beitbridge to Harare and Thompson Junction to Harare.

Meanwhile, NRZ has been working on the rehabilitation of the Railway infrastructure, and the removal of cautions (speed restrictions) system wide. So far the length of infrastructure under speed restrictions has been reduced from 420km to 285km. There are now 57 cautions remaining systemwide. Communication system for trains to communicate with control centers on the Bulawayo – Victoria Falls, Bulawayo – Harare and Gweru – Chicualacuala corridors was restored. Some of the infrastructure was installed through partnerships and other service providers in the communication industry, where infrastructure would be shared. GPS satellite tracking systems were also installed on mainline locomotives to help track and manage trains in section, in the absence of a signaling system. The organisation is geared to improve its service delivery to customers and is ready to accept all traffic on offer.
The NRZ has an established rail system that enables the country to develop its export markets, through lines to the east for Mozambican ports of Beira and Maputo; to the south, linking with Botswana and South Africa and to the north linking with Zambia, the Democratic Republic of Congo, Angola and Tanzania. Revitalized and transformed into a viable organisation offering high standards of service at competitive rates, the NRZ will be geared to transport all traffic on offer, in the country and in particular all essential commodities.

The NRZ is currently engaged in the movement of coal to the Bulawayo, Munyati and Harare Power stations, a move that is assisting the nation to fuel its industries. Some of the coal which the NRZ is moving is also destined for the export markets, as well as the farming and industrial sectors.

In addition, the NRZ also transports cement to the local and export markets among other commodities that are currently being moved every week such as, fertilizer, wheat, chrome ore, fuel and maize. In the lowveld the rail transporter also moves cane from Triangle and Chiredzi to the mills and raw sugar to export markets.

Customers may wish to know that most of the freight trains

conveying vulnerable traffic are escorted by armed NRZ security personnel to their various destinations, throughout the country in order to minimize theft in transit and ensure safe arrival of customers’ cargo. The NRZ also moves some containerized traffic from South Africa and Mozambique, into the country.

The National Railways of Zimbabwe is not only striving to providing a unique service with style, but it must be “all things to all people” in serving the wide spectrum of the economy and the community. Its very many customers fall into various business sectors of the Zimbabwean economy as the backbone of the Nation’s transport industry that drives various sectors of the economy in support of the ZIMASSET. These are Energy and Mining, Agriculture and Industrial Sectors.

The Energy and Mining sector comprises all energy produ

cts and all minerals which account for a significant percent of the gross tonnage carried by rail. These commodities include coal and coke products, petrol, diesel, slag, chrome ore, granite and ferro alloys.

The agricultural sector is made up mainly of grains, cotton and tobacco and as readers may be aware Zimbabwe is the third largest exporter of flue-cured-tobacco in the world and the largest producer of cotton in the Southern African Development Community (SADC) region.

The industrial business sector is made up of all manufactured and partly manufactured goods, which do not fall into the other categories. However, this sector has intense competition from road transport, due to the door to door deliveries and the high-value nature of the traffic, which includes metal and wood products, cement and fertilizer, food stuff and stock feeds.

The NRZ is poised to grow by recapturing lost traffic, winning new customers, as well as satisfying their transport needs, although a major push is still needed to unleash its full potential. Making rail the first choice of moving freight and passengers in Zimbabwe and regional countries is the primary purpose of NRZ’s on-going transformation programme. In this process NRZ recognizes that a real change of focus is needed as meeting the demands of the market has become an urgent priority. At the same time the NRZ is aiming to meet new regional objectives and conquer new frontiers in the regional context.

The NRZ is also soliciting the support of private companies to participate in the PPP’s programme, in an effort meant to capacitate the organisation and enable it to play its key role of being the backborne of Zimbabwe’s transport industry that sustains the country’s economic recovery. So

me companies have in the past participated in the same scheme which saw the organisation refurbishing some wagons and locomotives, through strategic partnership with these local companies. Currently we have some companies that are engaged in the PPP program to refurbish tankers and wagons, a move that will further enhance NRZ’s capacity as it strives to move all traffic on offer.

Government realizes the critical importance of NRZ in the transformation and development of the economy of Zimbabwe and continues to support its efforts to re-equip and re-capitalize the organisation in order to strengthen it and give it a competitive advantage.

The NRZ is currently negotiating with some financial institutions in order to raise money for its recapitalization programme.

Some proposals have been submitted to Government through the Ministry of Transport and Infrastructural Development, and are under consideration.

The NRZ in its long term plan requires, about US$2 billion to be fully revitalized and transformed. In the short term the NRZ needs US$460 million to restore the infrastructu

re and equipment to acceptable levels.

The NRZ’s participated at the ZITF, Mine Entra and Harare Agricultural Show, as a clear demonstration of it’s preparedness in providing transport solutions to all sectors of the economy and beyond. This was also supported by our theme, “Thinking big, think NRZ – your ideal logistics partner in stimulating trade”. Furthermore, the NRZ also fully supports the ZIMASSET blue print which is aimed at enhancing economic growth and development in the country.

The National Railways of Zimbabwe regrets to advise that six (6) people were injured when a Nissan Caravan motor vehicle rammed onto a passenger train which was travelling from Chinhoyi to Harare at 0945 hours on Tuesday 24 March 2015 at Banket level crossing.  The injured people were ferried to Banket Hospital where they were treated and discharged.We have observed with concern, the disturbing and increasing incidences of rail/road level crossing accidents, as well as suicidal cases along the railway system countrywide in recent weeks and months.  It is saddening to note that the accidents continue to occur at rail/road level crossings and undesignated rail level crossings, despite the fact that all drivers of both light and heavy vehicles are aware of the need to exercise extreme caution, whenever they are approaching rail/road level crossings, throughout the country.

It is worrying and highly disturbing that we continue to lose precious human lives almost every month, in Harare, Bulawayo, Gweru, Kwekwe and Masvingo, among other cities and towns in the country.  The increase in the number of rail level crossing accidents continues to evoke sad and heart rending memories of tragic accidents that happened in the past at level crossings such as Kirkman Road in Harare, where 34 people died in an accident which occurred when a commuter omnibus rammed onto a goods train that was travelling from Harare to Bindura, on 6 March 2007.  The sad loss of precious and irreplaceable human lives at rail/road level crossings, should remind all of us in general, motorists and public transport drivers, in particular, of our obligations to the protection of life and limb.

Furthermore, suicidal cases involving people who throw themselves in front of on-coming trains and those that seat on the railway line are also on the increase, a scenario which is of major concern to the NRZ and the public at large, as people should seek counseling and advice when confronted with challenges and seemingly difficult situations.  In many cases this involves women carrying young children, which is very saddening indeed.   It is common knowledge that many people are facing hardships and social problems, but it is not an option or solution to commit suicide.

The statistics show trends or occasions in suicidal cases increasing in January, September and December, which could be attributed to the so called January “disease” and school fees dilemma among other social effects.  Rejection, negligence and societal stigma are possible contributing factors to these prevalent suicidal cases.

An analysis of recorded statistical figures of people who died after throwing themselves in front of on-coming trains reveals that from January 2007 to February 2015, the country lost 147 people in suicidal cases, a trend which is very much disturbing.

On the other hand, from January 2007 to December 2013, 167 people died and 581 were injured at rail/road level crossings.  We therefore, urge all drivers to put on a human face when driving on our roads, so as to protect and save precious and irreplaceable human lives.

Remember to drive and arrive alive, than being the late.

Meanwhile, the NRZ is appealing to all motorists and public transport drivers to exercise extreme care and caution, when approaching rail/road level crossings.  All motorists are reminded that as they are taught during driving lessons, they should always observe and exercise extreme caution, when approaching rail/road level crossings, in order to protect precious human lives.

It is also pertinent to mention that train drivers always hoot from a distance of about 1km and also 20 metres, before approaching all rail level crossings, as a warning to motorists and heavy transport drivers as well as public transport drivers to stop at rail level crossings.

Furthermore, motorists must always observe road signs such as the St. Andrews cross, puffing bill signs, flashing lights and booms, whenever they are driving in cities, towns as well as along the highways, throughout the country.

However, the NRZ is doing everything possible by engaging other stakeholders, which include the local authorities and relevant Government departments to implement short term and medium term plans, aimed at reducing rail level crossing accidents, such as the construction of speed humps and installation of flashing signals in order to warn motorists when approaching rail level crossings, among other measures meant to reduce the number of rail/road level crossing accidents at the affected areas.  As a long term measure, the construction of fly/over roads at rail level crossings, will be considered, depending on the availability of financial resources.

There are many people dying or being injured at rail level crossings, as well as those involved in suicidal cases and we cannot sit quietly without acting and changing the behavior of our drivers on the roads and those people with suicidal tendencies countrywide.  Let us all act and be responsible when driving on our roads as responsible citizens of Zimbabwe.  Remember you cannot win an argument with a train.

Let me also hasten to mention that there are some people who were observed digging gold along the railway lines as well as under the railway lines and those ploughing along the railway line, a move which is highly dangerous and risky to the movement of both passenger and freight trains throughout the country, particularly during the rainy season as it causes wash aways that have resulted in the derailment of trains.  Furthermore, in other disturbing cases some children as well as old people were observed throwing stones to moving trains, especially passenger trains.  This has resulted in some passengers being seriously injured as well as windows of passenger coaches being shuttered.  Some children and adults have also been observed lying and sitting on railway lines, an act which is also highly dangerous to precious human lives.  These practices should be discouraged all the time as they may result in people losing precious lives.  We are appealing to the general public to desist from such retrogressive acts and report such cases to the nearest Police or Railway Security Stations.