Cost comparison SGR Kenya vs SGR Tanzania

[eliakeem]

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 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.

 

[Quickly]

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.

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.
Thank you.

 

[eliakeem]

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 seems to be high. Keeping in mind that, the cost is two times + higher than the recently negotiated projects.
That is my opinion.

 

[Quickly]

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.

Actually what you have stated is a fact-not an opinion!

More importantly, this is not about comparing two oranges or two apples. There is also no requirement that they be equal in price. After all, there is a reason why everything exists -sorry but this is not a philosophy or algebra class -the two projects are not equal, so clearly there should be a point by point comparison, then perhaps we can arrive at the sum of all parts.

I have already provided a plausible reason i. e. the EXCAVATIONS and CONCRETE STRUCTURES in the Kenyan project.This was due to peculiarities in the Kenyan terrain. Kafrican also suggested the new and large stations along the route as a possible factor. I am also privy to the fact that there is a large quantity of cement to be imported from China, made for Chinese projects to their specifications, for use on site in Kenya.
Then there are design considerations esp the one where it is necessary to link as many population centres, regardless of the engineering cost.

Put all of these (and more as yet unmentioned )into our collective reckoning and am sure there's clearly a difference. The only people who can give us proper discussion on this are the actual people involved and they have no time for JF.

 

[eliakeem]

Quickly
Nimekupata your uttarance "The only people who can give us proper discussion on this are the actual people involved and they have no time for JF".
But again I'm worrying, another Anglo - Leasing (Let's call it SINO - SGR scandle) is in the making.

 

[Geza Ulole]

Quickly, what makes u think Tanzania's terrain is flat? I showed u the Great East African valley map n u can clearly see the Eastern n Western branches go all the way to some areas within the central Tanzania aside the areas btn Tanzania n Rwanda n Burundi dissected by Western branch where the rail line is to pass.

Aside that fact, Mombasa-Nairobi section is not rough compared to Rift Valley province! It schocks me to see Kenyans in here refuse to admit being overcharged! May be out of euphoria a railway is being built in their lifetime.

We Tanzanians have seen a project of a magnitude bigger than what u r seeing now being carried out in recent times. If the cost of TAZARA railway that is over 1700 km with numerous tunnels n countless bridges is calcutated at present value, Kenyan project will be way overcharged!

Muache ulimbukeni. BTW i hear the Chinese r hesitating to finance the rest of the section fearing the capabilities of Kenya to pay the loan having seen the withdrawal of Rwanda n Uganda.

 

[eliakeem]

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".

 

[Kafrican]

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".

No actually, Kenya is rated B++ on credit and loans, UG is lower.
the chinies are hesitating giving to UG "fearing the capability of UG to repayback the loan"... UG had already borrowed $3.3billion from china for various projects around UG but uptodate UG has either delayed them or failed to turn them to profitability to manage to strat repaying back the loan thus chinas wants assurances that no one will change their mind once the loan is given 4 the Ugandan side so that it doesnt become a white elephant....this is the same country that you are building a rail to as a main destination...

read the next paragraph carefully so you dont get confused
)--------

China also want UG to get a signed guarantee from kenya, that kenya is still interested in connecting the rail up to Malaba border and not just to naivasha or kisumu. When UG gets the guarantee, thats when China will give the loan to UG to link with kenya.




here is a link


China’s Export Import Bank has set new loan preconditions for the Malaba-Kampala section of the standard gauge railway (sgr).
A document prepared by officials from Uganda’s Ministry of Finance, Planning and Economic Development and seen by this paper shows that a key demand by the Chinese is that Uganda secure guarantees from Kenya that it is still interested in and will source financing for the Naivasha-Malaba section of the standard gauge railway (SGR).
It also wants guarantees on compensation for those people affected by the project and a new feasibility and bankability study showing that construction of the SGR makes business sense.
The Ugandan government attributes the potential delay to China’s desire to take on a bigger portion of the financing responsibility in the wake of the agreement that the lender will run operations for 10 years in order to recoup its investment. Beijingis also doubtful of Uganda’s ability to meet its repayment obligations............
.....Kenya route
On Kenya’s part, Transport Cabinet Secretary James Macharia reportedly said Nairobi could terminate the SGR at either Naivasha or Kisumu. The Chinese are financing the Kenya leg of the SGR as well and have already agreed to do so up to Naivasha.
Secretary to the Treasury Keith Muhakanizi who was part of the delegation that went to China to negotiate the terms of the loan, however, said that he has made progress and will soon get Kenya to provide the necessary assurances, so that Uganda can get the financing for the SGR.
President Yoweri Museveni had praised China as a genuine development partner that doesn’t set conditions before lending, like the West, but the country now wants Uganda to prove that construction of the standard gauge railway makes business sense, before a $2 billion loan is provided, and that once the project is completed, it will generate enough money to repay the loan.
The SGR is a pet project that came into being following a 2013 pronouncement by Presidents Paul Kagame of Rwanda, Kenya’s Uhuru Kenyatta and Uganda’s Yoweri Museveni.
China Exim sets terms for financing SGR – The Exchange

 

[Kafrican]

from this UG article, UG govt says it expects to have signed the loan by october 2016, soo, i gues thats that, but untill iy happens, its not a done deal, and if it doesnt happen by this year, then we can start speculating, but until the, we are just mere spectators, whatever we say or do here in jf is of no consiquence to the actual projet

http://allafrica.com/stories/201606290730.html

 

[Geza Ulole]

Kenyans duped on Standard Gauge Railway - The Economist
28 Jun 2016 4:39 PM, By Njenga Hakeenah

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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


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[Kafrican]

Kenyans duped on Standard Gauge Railway - The Economist
28 Jun 2016 4:39 PM, By Njenga Hakeenah

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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


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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

 

[Geza Ulole]

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

What is that?

FYI Tazara is making profit!

 

[Kafrican]

What is that?

FYI Tazara is making profit!

when you loose points to argue.. they start looking for scapegoats...

am sure they are, even 10 bob is profit.....

at what capacity is the rail running.
at what speeds, whats the average time for goods to move from tz to zambia c

 

[bongo-live]

hahaaa and news just in, maasais in narok are teaching the chinese are lesson
14 Chinese rail workers nursing injuries after attack
The more than 200 club- and sword-wielding youth descended on the workers, chanting and shouting.
TUESDAY AUGUST 2 2016
 35       0  0      
Chinese workers show injuries they suffered after they were attacked by angry youth at the Duka Moja railway construction site in Narok County on August 2, 2016. PHOTO | GEORGE SAYAGIE | NATION MEDIA GROUP
In Summary
Chinese nationals have sought treatment at the Narok Referral Hospital following the Tuesday afternoon attack.
Local youth have been demanding a share of the standard gauge railway construction jobs in the area.
By GEORGE SAYAGIE
More by this Author
Angry youth have attacked and injured 14 Chinese nationals at the Duka Moja railway construction site on the Narok-Maai Mahiu road in Narok County.
The victims have sought treatment at the Narok Referral Hospital following the Tuesday afternoon attack.
A journalist who was covering the event for a local television station was also attacked.
The more than 200 club- and sword-wielding youth descended on the workers, chanting and shouting.
Local youth have been demanding a share of the standard gauge railway construction jobs in the area.
Recently, more than 300 youth protested against a Chinese contractor at the Duka Moja trading centre demanding jobs but police dispersed them after they attempted to block the

 

[Geza Ulole]

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..

 

[Geza Ulole]

bongo-live, those coward massais should descend on their leaders first. Starting with those that signed a contract that screw them up starting with those at the ministry of works/infrastructure!

If they keep on doing this kind of stupid misguided hate violence towards the Chinese, they will be forced stop construction n withdraw! Lets see that happen..

 

[Geza Ulole]

Whaoo Kenya is a fun country indeed, itakuwa walienda kwa their local leaders kulalamikia kazi wakawadanganya waka-attack Chinese.

Yet their senator, governor n transport secretary wamepata kickbacks wakasaini mikataba ya kijinga!

 

[Kafrican]

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..

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....

alafu unaaza ku compare tazara na KQ
.. hahaha pls, I can pick a random kenyan company abd throw it at you too, tazara is as old as the rail built 100 years ago, think about that first. like I said, 5 shillings is still a profit.

 

[Kafrican]

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..

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.

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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





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Now Geza, please tell me how a rail built in 1970 is bieng outdone by a rail built in 1901 on the cargo front

 

[Geza Ulole]

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





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Now Geza, please tell me how a rail built in 1970 is bieng outdone by a rail built in 1901 on the cargo front

does turn over mean profit? TAZARA is making profit!