Cost comparison SGR Kenya vs SGR Tanzania

Inter-govt body offers to fund Uganda’s SGR​

Sunday, April 07, 2024

President Museveni (centre) meets some officials from United Nations Alliance for Sustainable Development Goals at Kisozi Ranch on February 13. PHOTO/PPU
By Isaac Mufumba

What you need to know:​

  • The SGR is a crucial project to Uganda’s economy, as the President describes it as the “bone marrow of the economy”.
With the Chinese increasingly unlikely to fund the 273km Standard Gauge Railway (SGR) line from Malaba to Kampala, the Ugandan government has turned to the private sector and non-state actors to help mobilise funding.

Sunday Monitor has learnt that the government has been engaging the Washington-based intergovernmental organisation, the United Nations Alliance for Sustainable Development Goals (UNASDG).

This newspaper has established that President Museveni and other government officials, including the Prime Minister, Ms Robinah Nabbanja, have held several rounds of talks with representatives of the organisation.

Sources close to the presidency told Sunday Monitor that Mr Museveni has so far held two meetings with the UnASDG team led by Mr Mukesh Kumar, the UnASDG regional resident representative for East Africa; Mr Patrick K Mutabwire, the deputy resident representative; and Mr Cyprian Batala, a UnASDG advisor.

Mr Mutabwire is a former Permanent Secretary in the Local Government ministry. The two meetings were
attended by Mr Raphael Magyezi, the Local Government minister.

We understand that the first meeting took place at the President’s Kisozi Ranch on February 13, with a follow-up meeting taking place at State House Entebbe on February 21.

Mr Sandor Walusimbi, the President’s senior press secretary, confirmed the meetings. He, however, declined to reveal what the President discussed with the UnASDG delegation.

“This meeting was private to the best of my knowledge and no press release was issued. I suggest you get in touch with the minister (Mr Magyezi). He may give you more details,” Mr Walusimbi said.

Three priority areas
Minister Magyezi was not readily available, but Sunday Monitor has learnt that discussions revolved around the need to mobilise funding for investment in transport infrastructure and the energy sectors.

“The President identified three priority areas for funding. There is the Standard Gauge Railway, which he described as the bone marrow of the economy, the Parish Development Model, and the development of geothermal power plants,” our source disclosed.

Uganda’s SGR project suffered a reversal when Kenya failed to secure Chinese funding in loans and grants to extend its SGR line from Naivasha to Kisumu, and on to the Malaba border crossing from where Uganda would take over its construction to Kampala and beyond. The Chinese financiers cast doubts about the viability of that line.

China at the same time declined to provide funding for the Ugandan side of the line. Kampala was early last year forced to terminate a contract it had handed the Chinese firm, China Harbour and Engineering Company Ltd (CHEC), to build the $2.2b SGR and moved to find a new contractor for the project.

Last week, Mr Museveni received a letter from President Xi Jinping of China expressing support for the Eacop (East African Crude Oil Pipeline) project. Following this, Mr Museveni revealed his ongoing intention to emphasise to Beijing the benefits of the SGR.

“I welcome China’s cooperation, in particular, the construction of a railway to the coast with the UPDF engineering brigade,” he posted on his X account on Friday, adding, “I also urge the Chinese government to encourage their companies to invest in value-addition at the source and import finished products from Africa to reduce dependency on exporting raw materials.”

Packages on offer
Sources close to the presidency indicate that Mr Museveni’s and the UnASDG delegations are set to meet again later this month to hammer out the final details of how the projects will be funded.

We have also seen a copy of a February 7, 2023 brief that the organisation sent to Ms Nabbanja before its representatives met the president.
“UNASDG is ready to provide a Sustainable Money Supply (SMS) of $5b as an unconditional investment payment with no debt and no loan,” the brief reads in part.
The money, according to the organisation, are earmarked for financing projects in key economic infrastructure sectors such as roads and power, as well as education, health, agriculture, and local government initiatives in cities and urban councils.
The brief also indicates that UnASDG is also committing to make some funds available as investment financing for projects in the health, energy, food, water and sanitation, education, culture and sports sectors.
“That means that Uganda does not have to pay back the loan and interest on them. The organisation invests and we recoup our investment with time, but the government and the organisation share the profits depending on what is agreed in the Memorandum of Understanding. Government at the same time collects taxes,” Mr Mutabwire told Sunday Monitor.

Deal sweetener
UnASDG is also offering to collaborate with the government to provide Ugandans with a universal basic income of $160 about Shs617,000 per month for every adult Ugandan for a duration of two and a half years. Modalities for disbursement of the funds are yet to be concluded.

Currently, only persons aged 80 and above are eligible for the Social Assistance Grants for Empowerment (Sage). Each of the beneficiaries receive Shs25,000 per month.

The organisation is also offering to open up a regional campus, SDG lab and financial centre to service the East African region as well as Botswana and Lesotho.

“The hub (campus) will bring significant opportunities to the country, including, among other things, being an economic and employment boost,” the brief notes.

The organisation further commits to supporting any emergencies and humanitarian efforts in the region, as and when the need arises, but all those offers are subject to Uganda fulfilling certain conditions.

UnASDG is demanding that government recognises it with International Organisation Status through signing a treaty; establishes a secured account in the Central Bank of Uganda through which funds will be channelled; official approvals in terms of lands, projects drawings, environmental clearances, pollution clearances and all other regulatory approvals required for the implementation of any projects; and approvals of stay and opening of the regional hub in Kampala.

According to Mr Mukesh Kumar, the draft agreement was meant to have been signed by March 30, but the period was extended pending another meeting with Mr Museveni.

MY TAKE
Sarakasi za SGR Uganda zikiendelea!
 
CityLab
Transportation

A Crumbling Metro Reveals Failed Promise of China’s Billions in Africa​

A $475 million light-rail system serving Ethiopia’s Addis Ababa shows how some China-funded infrastructure investments across the continent are now suffering from neglect.


The Addis Ababa skyline is seen from the light rail system on Nov. 19, 2023.
Photographer: Michele Spatari/AFP via Getty Images

By Fasika Tadesse
April 12, 2024 at 6:00 AM GMT+2
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Almost a decade ago, the light-rail system in Ethiopia’s bustling capital of Addis Ababa was hailed as a revolutionary solution to the city’s transportation woes. Envisioned as a project that would redefine urban transport, the system promised to sweep up to 60,000 passengers per hour along its tracks.

Today it sits as a daily reminder of the broken promises of China-funded infrastructure investments that swept Africa in recent years. Frequent breakdowns, inadequate maintenance funding and operational constraints mean barely one-third of its 41 trains are operational, ferrying 55,000 passengers a day, a fraction of initial projections.

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Once bustling and vibrant train stations now exude an air of desolation and neglect, contrasting sharply with the city’s urgent transportation needs for its almost 4 million residents. Inoperable trains are regularly parked at the railway’s garage, awaiting maintenance.

Overcrowding on those trains that do run has forced many commuters to seek new ways to get around. Yared Mekuanint, 36, who has been using the train since its launch, has largely abandoned the system.
Waiting times for a train can now stretch to 20 to 25 minutes, he said, four times the six minutes between services in the early days.

“You might not even get onto the train after all this wait, especially during peak hours,” he said. “You may realize it’s full, and no space to accommodate you, when the train arrives after all that wait. You have to wait another 20 minutes to try your luck with the next train.”


At its 2015 opening, the light rail network promised low-cost, efficient transport. Some users then said their commuting time was cut by two-thirds.Photographer: William Davison/Bloomberg

Despite the critical shortage of transportation options in the city, commuters are increasingly opting for public buses and privately operated mini-buses, albeit at a slightly higher cost compared to the light-rail system.

The light rail is among 70 mega projects that Ethiopia undertook with a $14.8 billion loan from the Chinese government and related financial institutions between 2006 and 2018, data from the Ministry of Finance show. The works include construction of the Ethio-Djibouti railway, an airport expansion, and major road-infrastructure projects.

From Kenya to Nigeria and beyond, China over the past decade has loaned billions across Africa and other parts of the so-called Global South as part of its drive to gain sway and counter US influence, build markets for its products and gain access to the natural resources needed to drive its economy back home. The US says the money simply leaves host governments mired in debt.

China Railway Engineering Group spearheaded the three-year construction effort, followed by an additional three years of managing operations and maintenance post-launch along with another Chinese firm, Shenzhen Metro Group. The project, with a total cost of $475 million, relied heavily on an 85% loan from the Export-Import Bank of China, with the remaining funds sourced from the government’s coffers.

During the ribbon-cutting ceremony in September 2015, former Transport Minister Workneh Gebeyehu, who is currently the executive secretary at the Intergovernmental Authority on Development regional economic bloc, said the railway would have a transformative effect.

“We’re confident that this railway will bring about significant improvements in the transportation network,” he stated.

As time passed, lofty promises made by officials and the high expectations of commuters have failed to materialize. And numerous obstacles mean no turnaround is imminent.

Key hurdles include frequent power outages, inadequate local maintenance facilities, limited availability of spare parts, and challenges in accessing foreign currency for importing spare parts from China, says Mitiku Asmare, head of the city’s transport agency.

The greatest concern is the project’s inability to repay its debt, resorting to local bank loans to stay afloat. And running the system below capacity means revenue is insufficient to cover future payments.

The project may have prioritized short-term political goals over long-term operational sustainability, says Frangton Chiyemura, a lecturer in Global Development at the UK Open University’s Development Policy and Practice Group who studies China-Africa relations and Chinese-funded projects in Africa.


The project’s original sin was poor planning, with insufficient arrangements in place to cover needs including maintenance work, spare parts, and the required local skills to sustainably run the project, Chiyemura said. He cited a standard-gauge, China-backed railway in Nigeria as an analogue to the Ethiopian metro, saddling the government with infrastructure and its associated maintenance costs.

Addis Ababa officials are now seeking solutions for a turnaround. Previously run under the management of the Ethiopian Railway Corporation — the national operator overseeing the Chinese built Addis Ababa–Djibouti Railway — the local system has now been transferred to the city transport agency.

“We are currently looking for a consultant to examine the challenges, identify their sources, and provide recommendations on how to improve functionality,” Mitiku said, declining to estimate when fixes will be made.

The Chinese government has pledged support by repairing the dysfunctional trains. Last year, the government signed an agreement with China that will provide hundreds of spare parts worth $23 million to maintain the units and an additional seven trains.

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MY TAKE
SGR Kenya is next!
 
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