Geza is querying the sense, How comes, the recently negotiated project (central line) to be cheeper than the project which is about to be finished commenced two years back. If one would audit on value for money of the project you could guess the outcome.Tell your friend Geza that any argument not based on the actual design, or knowledge of engineering design is a waste of time for both himself and JF members. Ameshindwa hoja, akubali matokeo, atulie na ale githeri/makande yake pole pole,anakera . He lacks any form of sense when debating, it's useless trying to enlighten him.
Adios.
Geza is stubborn, and he throws about names and adjectives when defeated in an argument. That disqualifies any rational debater engaging him rationally. It gets worse when reasons have been advanced, yet he still persists in his obnoxious crusade against kenyans. Go through the posts and decipher what may be the answer to this debate.Geza is querying the sense, How comes, the recently negotiated project (central line) to be cheeper than the project which is about to be finished commence two years back. If one would audit on value for money of the project you could guess the outcome.
Actually what you have stated is a fact-not an opinion!Quickly
Yaaah, I so the justifications for the inflated cost of the project, but if you go deep (project valuation - especially comperative approach), still the cost seem to be high. Keeping in mind that, the cost is two times + higher than the recently negotiated projects.
That is my opinion.
No actually, Kenya is rated B++ on credit and loans, UG is lower.It will be a big blow if "Chinese r hasitating to finance the rest of the section fearing the capabilities of Kenya to pay the loan having seen the withdrawal of Rwanda n Uganda".
that article was picked up by a kenyan and put into kenyan perspective,, ignoring the rest of countries mentioned. something which tz jounerlist rarely report to their readers about news from the world that affects them.....Kenyans duped on Standard Gauge Railway - The Economist
28 Jun 2016 4:39 PM, By Njenga Hakeenah
President Uhuru Kenyatta tightens a screw during his inspection of the Standard Gauge Railway (SGR) project progress near Sultan Hamud. There are fears the project could be an unnecessary burden on Kenyans.[Photo/Xinhua/Li Baishun]
Kenyans could have gotten a raw deal with the much hyped Standard Gauge Railway (SGR) if behaviour by those involved in the project is anything to go by.
With just a year to completion, officials have apparently been skipping trade conferences of late to avoid answering questions.
According to the Economist in an article titled ‘Puffed Out’, not only are tariffs and rates undecided, but it is not even clear who will run the railway.
A Chinese firm is building the SGR roughly alongside the route of the old track.
The ambitious Kenyan project is unlike the old line, which is on a 1,067mm gauge, as it is built to a modern “standard gauge” (1,435mm), which ought to increase capacity. The trains speeds will max at 80KPH.
The economist adds, “Travellers on the ancient British-era passenger trains, which run three times a week from Nairobi to Mombasa, now have their view of the elephants of Tsavo National Park impeded by an enormous embankment for the new line. The idea is that it will carry as much as half of the cargo unloaded at the port of Mombasa, or about ten times as much as the current railway shifts.”
The SGR is costing Kenya about $4 billion, mostly funded by a loan from the Chinese ExIm Bank, but how it will be repaid is unclear.
“Could this be because the new railway is a dud investment? Its fastest trains will do a fairly mediocre 80kph. Much as with the old railway, parts of the new line will be single-track, forcing trains to stop, often for hours, to let others pass. Most absurdly, it is built to a lower standard of load-bearing than most other new freight railways. Some fret it may not be possible to load four full containers onto each wagon, as is done on other new lines,” the publication says.
“They’re getting a third-rate railway for the cost of a very expensive one,” says a consultant.
Repaying the loans taken out to build the line will require hefty fees or huge volumes of traffic. But truckers—who now handle more than 95% of the freight moved from Mombasa port—will compete fiercely on price, and shipping companies may look for other ports if levies rise.
The Economist opines that rehabilitating the older line might have cost just 5% as much as building a new one on a new right of way, reckons Pierre Pozzo di Borgo of the International Finance Corporation (IFC), part of the World Bank. But efforts to mend rather than buy have generally not gone well either.
Since the 1990s many African railways have been handed over to private concessions to boost investment and improve management. Kenya handed over to Rift Valley Railways (RVR) but the reality has been disappointing.
If these fears become reality, then it means that Kenyans will have borne the burden of building a railway line that would best have been rehabilitated or altogether avoided the cost.
The progress on the SGR has been hailed as satisfactory and only time will tell if it was a wise investment for Kenyans.
Kenyans duped on Standard Gauge Railway - The Economist
nomasana, sam999, NairobiWalker, hbuyosh, msemakweli, simplemind, Kimweri, Bulldog, MK254, Kafrican, Ngongo, Ab_Titchaz, mtanganyika mpya, JokaKuu, Ngongo, Askari Kanzu, Dhuks, Yule-Msee, waltham, Mzee, mombasite gabriel, Juakali1980, Boda254, mwaswast, MwendaOmo, Iconoclastes, oneflash, Kambalanick, 1 Africa, saadeque, burukenge, nyangau mkenya, Teen-Upperhill Nairobi, kadoda11
that article was picked up by a kenyan and put into kenyan perspective,, ignoring the rest of countries mentioned. something which tz jounerlist rarely report to their readers about news from the world that affects them.....
in the same article tazara is also mentioned to be in the same condition as the colonial rail built 100 years ago while tazara was built just 1970s...
in the end you start noticing that the writter of the original article was just beeing pissed of because western technology and one of the last phisical proof of western incurssion into africa was bieng replaced by chinies technology....
here is tz bieng mentioned in the original article
When the railway that runs from Dakar in Senegal to Mali was first put into private hands, the average age of track was 37 years on the Senegalese side and 51 years on the Malian side. When Tanzania’s network was concessioned in 2001, over half of the network still had the original colonial rails—more than 90 years old. And new lines, too, become old. In the 1970s, in a spirit of socialist co-operation, China built a brand-new line connecting Dar es Salaam, Tanzania’s commercial capital, to Zambia and its copper fields. It has since fallen into disrepair as bad as that of Tanzania’s colonial-era lines. If the latest generation of railways cannot make money either, the temptation then will be to skimp on maintenance.
If only governments were as enthusiastic about maintaining infrastructure as they are about building it. On a continent where almost everything is reused, from mobile-phone parts to plastic bags, governments seem to prefer to buy shiny new things, however expensive.
No one was spared inthe article, all the countries building china technology were ridiculed except for south africa which is not building east technology,
http://www.economist.com/news/middl...w-railways-risk-going-way-old-ones-puffed-out
when you loose points to argue.. they start looking for scapegoats...
hahaha hypocrisy of the highest nature, you quoted an artical that quoted the economist (a well known western media magazine) ..... because it was to tear down kenya's rail..... I brought you the original article from the economist which also spoke about Tz, and suddenly the economist is our media? and lunatics and exerggerists!!!!! hehe, mkuki kwa ngurue....Kafrican, far better than any existing railway in east africa including RVR! And the service keeps improving, they have just secured fuel tenders for Malawi n DRC aside copper shipment deal from Zambia a traditional partner!
Mind u TAZARA is competing against newly established railways to Lobito in Angola, Walvis Bay in Namibia n Maputo in Mozambique! And still manages to make profit, it only ur lunatic media exaggerating her underperformance but believe me TAZARA is not minting loss like KQ..
Kafrican, far better than any existing railway in east africa including RVR! And the service keeps improving, they have just secured fuel tenders for Malawi n DRC aside copper shipment deal from Zambia a traditional partner!
Mind u TAZARA is competing against newly established railways to Lobito in Angola, Walvis Bay in Namibia n Maputo in Mozambique! And still manages to make profit, it only ur lunatic media exaggerating her underperformance but believe me TAZARA is not minting loss like KQ..
does turn over mean profit? TAZARA is making profit!Let me also qute articles geza, and we see if indeed tazara is that good as you say.
-------
Today Tazara carries less than 4% of its designed freight capacity. The cost of moving things by road, via Tanzania, Mozambique, Namibia or South Africa, should be much more given the relative load efficiencies of rail. But it’s not. Both are around $145 per tonne. And whereas a truck from the Copperbelt to Durban will take around a week, the train to Dar has been known to take as long as two months. As one of the larger copper producers in Zambia reminds, every day a tonne of copper waits, it costs the company $0.60c.
Back in the 1970s there was a political push to make the railway happen, even though the commercial logic was suspect. Now there is a commercial logic, but the politics are weak, guided less by an ethos of ‘we’ than ‘me’.
Tazara’s sub-optimal operations are not related to a lack of money, even though that remains a perennial problem. There is no money to pay for salaries and sometimes enough just for half a tank of gas for the journey, leaving trains stranded en route.
------------
‘Sklikktery klak… screeee… sklikkerty klak’ shaked, rattled and rolled the Tazara railway for 50 hours on the journey between Kapiri Mposhi in central Zambia to Dar es Salaam, 1,860kms away on the Indian Ocean. The brainchild of presidents Kenneth Kaunda and Mwalimu Julius Nyerere, a shared centrepiece of African solidarity, development and anti-colonialism, Tazara is today operational with four scheduled passenger services and infrequent freight trains, but only just. Last year Tazara carried less than 200,000 tonnes of freight, a long way from the five million tonne capacity installed by the Chinese in October 1975.
-------
Tazara: Buggered, but can be fixed | Daily Maverick
that is a 2015 article from SA (a sadc country) that talks about less than 200,000 tones in 2014 as the volume o fc cargo moved by Tazara.
-------- now chech this out, RVR in the same year 2014
Print Email
RIFT Valley Railways (RVR), the concessionaire operating the 1160km Kenya Uganda Railway, managed to increase freight traffic by 24.3% last year.
The acquisition of 20 rebuilt GE locomotives from NRE coupled with the rehabilitation of units from its existing motive power fleet has enabled RVR to increase its haulage capacity.
According to a report by Kenya's National Bureau of Statistics, RVR moved 1.5 million tonnes of freight in 2014 compared with 1.2 million tonnes the previous year. The report says the increase in traffic boosted RVR's turnover to $US 53m, up from $US 47m in 2013.
However, RVR passenger traffic dropped for the third consecutive year since 2012. Passenger journeys fell by 5% from 4 million in 2013 to 3.8 million last year leading to a drop in passenger revenue from $US 2.1m in 2013 to $US 1.6m.
"The decline in passenger traffic can be attributed to the suspension of passenger rail services between Nairobi and Kisumu," the report says.
RVR hopes to spend $US 23.5m in the next five years to acquire additional locomotives as part of its $US 287m capital expenditure plan.
Rail freight traffic increases in Kenya
-----
Now Geza, please tell me how a rail built in 1970 is bieng outdone by a rail built in 1901 on the cargo front