Cost comparison SGR Kenya vs SGR Tanzania

Cost comparison SGR Kenya vs SGR Tanzania

Geza Ulole said:
does turn over mean profit? TAZARA is making profit!
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yeah, a profit carrying 4% of the rail's capacity---a mere 200,000 tonnes a year, while RVR use to make a loss carrying one million plus tonnes............. thats like comparing a kiosk that makes a tiny profit to a supermarket chain that is restructuring making a negative flow of cash..

RVR is investing 200million USD plus....once they are done, in that turover of 57$million, half of it will be profit, while you will still be making small time earnings



ift Valley Railways (RVR) will ship in 120 wagons next month as the regional rail operator seeks a larger share of the cargo that leaves the port of Mombasa.

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The wagons, which have been bought from China CNR Corporation at Sh661 million or Sh5.5 million each, will see RVR move up to 60 tonnes on each wagon compared to 40 tonnes in the current wagon fleet.

RVR says the new fleet will help it grow its cargo handling capacity and meet the government’s demand for increased rail transport.

The new wagons come after the company bought 20 locomotives last year from American firm General Electric in a bid to increase cargo handled.

“The purchase of 20 new locomotives and the rehabilitation of existing wagons in 2014 have significantly expanded RVR’s mainline fleet of operating locomotives,” the company said in a statement.

“The railway has surpassed its set freight volume targets, moving 1.883 million tonnes of freight as at January 31, 2015 against a target of 1.737 million tonnes by March 31, 2015 in Kenya.”

The company is seeking a larger share of the cargo handled to and from Mombasa ahead of increasing competition from the Standard Gauge Railway.

RVR won a 25-year contract to run the 2,352km Kenya-Uganda railway in November 2006 for the cargo business, and a five-year contract for the passenger unit.

Last year, Kenya and Uganda issued a nine-month ultimatum to the firm to increase its cargo haulage after what was termed as a poor performance over the last decade.

Of the total 24.8 million tonnes handled at the Port of Mombasa last year, RVR transported 1.5million tonnes, accounting for less than 10 per cent of the total goods.

The bulk of the cargo is transported by road which the government has said is expensive in terms or road maintenance. The new wagons are part of a Sh25 capital plan
 
Geza Ulole said:
tatizo wakenya humu ndani ni mambumbumbu! Mnadhani rift valley iko ndani lake Tanganyika tu! Ndo maana i keep refering the map now n then! Ni wajinga sana nyie watu..
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Hehehe unaweza vunja simu kubishana na wapenda sifa kila jambo wao wajuaji
Pole bwana
 
Du! Hii imetulia aisee!!
Geza Ulole said:
Tanzania to build $6 billion SGR line to transport coal
sgr.jpg

A section of the standard gauge railway in Changamwe, Kenya. PHOTO | FILE NATION MEDIA GROUP

IN SUMMARY

  • The railway, to be completed in 2023, is expected to reduce the cost of transporting coal from southern Tanzania to the rest of the region by 72 per cent.


Tanzania is in negotiations with China for $6 billion funding to build a standard gauge railway line that will link major coal fields with Mtwara port and other East African countries.

The 997km line will run from Mtwara to Amelia port and Manda, branching off to Ngaka and Mchuchuma–Katewaka.

The project is part of the Mtwara port expansion plan, which is yet to begin.

The railway, to be completed in 2023, is expected to reduce the cost of transporting coal from southern Tanzania to the rest of the region by 72 per cent.

READ: Tanzania secures $7.6 billion financing deal from Chinese lender to build new railway

It costs $35 to buy a tonne of coal in southern Tanzania and $178 to transport it to Jinja in Uganda due to lack of infrastructure.

Mlingi Mkucha, the managing director of the National Development Corporation (NDC), who together with Reli Assets Holdings are negotiating with China Railway for funding, said the rail–port transport system will open up cross-border trade opportunities.

The project will be supervised by Reli Assets Holdings.

“It is currently cheaper to import coal from South Africa than buying it from Ngaka,” said Mr Mkucha.

The Mchuchuma coal and Liganga iron ore are integrated projects being developed and implemented by Tanzania China International Mineral Resources Ltd (TCIMRL) at a cost of $3 billion.

TCIMRL is a joint venture between Sichuan Hongda Group and NDC.

Mchuchuma and Ngaka are expected to produce 600MW and 400MW respectively of power from coal while the Liganga project will produce 2.9 million tones of iron ore per year.

“Tanzania has an iron demand of 700,000 tonnes but the construction boom is likely to increase the demand to 800,000 tonnes a year. Liganga will produce 500,000 tones in the first phase and another 500,000 tonnes in the second phase,” said Mr Mkucha.

Savings

NDC director for Heavy Industry, Ramson Mwilangali told The EastAfrican that the government is expected to save $223 billion within 30 years because the cost of transporting coal was higher than the actual amount of buying coal from Ngaka coalfields.

According to the National Energy Policy of Tanzania of 2015, coal reserves in the country are estimated at 1.9 billions tonnes out of which about 1.2 billion tonnes have been confirmed through drilling exploration at Mchuchuma coalfield (428 million tons), Ngaka coal field (423 million tonnes), Katewaka coal field (81.65 million tonnes), Rukwa coal fields including Namwele (173 million tonnes) and Kiwira coal field (90 million tonnes).

The Mchuchuma, Ngaka and Katewaka coalfields are being developed by NDC and its joint venture partners while the other coalfields are being developed by other companies.

“The railway line will be a game changer while other projects such as the graphite mines along the proposed railway line will also benefit. China Railway has already shown interest to invest in the project,” said Mr Mwilangali.



Back to The East African: Tanzania to build $6 billion SGR line to transport coal

Tanzania to build $6 billion SGR line to transport coal

Livale, njoo shuhudia huku pia...

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sean marcus said:
The real comparison is that one line is still a theory while the other line has been built to Nairobi... In short there is nothing to compare... I have never seen a grown man compare an unborn child with a child walking...
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Haya ni maneno ya mfa maji haishi kutapatapa
Hamjaanza kujenga bila mpango
Swala la kutangulia kujenga sio hoja
Hoja ni gharama halisi
 
kumbe hizi data ni za uongo, nimeona details za SGR ya kenya na part of detail za ethiopia


Kenyas SGR is class one chinese railway technology while ethiopia is class 2 technology.

axle load ya kenya SGR ni 25tonnes per axle (minimum) but ya ethiopia ni 25tonnes per axle (maximum)

Kenya SGR is slightly slower but its actually double stacked (meaning it will be able to carry twice yhe goods in one trip) while ethiopias rail is slightly faster but will carry half the tonnage

a doble stacked train




these details have mostly been left out but they actually make a huge difference when it comes to calculating the cost per kilometer.....


most of us just concentrated on the cost,speed,,distance, without going through the devil in the details, you need a point to point comparizon if you really want to know what leads to the cost diffetences other than the obvious details



a double stacked train
Gujarat.jpg
 
MKENYA YULE MCOOL said:
Each country is corrupt, the only difference in the level of corruptness in it. Many African countries are suffering from THIS and comparing Kenyan problems with yours is just stupid. With the variety of minerals you guys have, you should not be just struggling to copy paste everything Kenya does, rather your leaders should solve your own problems first. free health, improved better services and good education etc. The rest of will fall into place.
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Well said brother, +255
 
Kafrican said:
kumbe hizi data ni za uongo, nimeona details za SGR ya kenya na part of detail za ethiopia


Kenyas SGR is class one chinese railway technology while ethiopia is class 2 technology.

axle load ya kenya SGR ni 25tonnes per axle (minimum) but ya ethiopia ni 25tonnes per axle (maximum)

Kenya SGR is slightly slower but its actually double stacked (meaning it will be able to carry twice yhe goods in one trip) while ethiopias rail is slightly faster but will carry half the tonnage

a doble stacked train




these details have mostly been left out but they actually make a huge difference when it comes to calculating the cost per kilometer.....


most of us just concentrated on the cost,speed,,distance, without going through the devil in the details, you need a point to point comparizon if you really want to know what leads to the cost diffetences other than the obvious details



a double stacked train View attachment 377836
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and where is the source of ur data? There was a time ur cheap media said there gonna be double lines
 
Geza Ulole said:
and where is the source of ur data? There was a time ur cheap media said there gonna be double lines
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The Ethiopian line double track will be only for 107KM (a distance same as from Nairobi to Naivasha), the rest of the 550KM of the ethiopian rail will be single track, so technically the ER is not double tracked as many assume, The place where it will be double track will be a special economic zone, thus they need the two tracks, Kenya ought to make the SGR from Nairobi-Naivasha double track if we really want to make Naivasha and industrial hub so there wont be any delays


one of the sources


enya: Transport Principal Secretary Nduva Muli says the difference in the cost of the Mombasa-Nairobi high-speed railway compared to the Ethiopian one is brought about by technical differences. Responding to questions about why the Kenyan project will cost nearly the same as the Addis Ababa-Djibouti railway yet it is shorter, Mr Muli said the civil engineering works to be undertaken and the needs of the railway pushed up the construction cost. “The Ethiopian railway does not go through a national park. The Mombasa-Nairobi railway will pass through a national park and the National Environmental Management Authority (Nema) says the civil works should not interfere with wildlife movement. This means we will have to construct a 100-kilometre viaduct (a long bridge-like structure carrying a road or railroad across a valley or other low ground),” says the PS. The railway design and construction will accommodate future electrification and double stacking of container the underpasses and viaducts are provided at short intervals across the 140 kilometres of the line within Tsavo National Park required by Nema as stated in their licence for the project. He says the project involves the construction of 33 new passenger stations between the Kenya coast and Nairobi. The railway will also have a 100 per cent grade separation, which means it will not have level-crossings like the Ethiopian one. That means there will be no stopping of traffic to allow trains to pass. It will have, unlike the Ethiopian one, sensors from Mombasa to Nairobi for high communication and signaling system. In addition, there will be a parallel all weather road, which the PS says, is tantamount to building a new road. Because of the technical aspect of the railway and civil engineering works, the labour cost for the Kenya project will be higher, he says. Railway project manager, Engineer Solomon Ouna, breaks down the cost as Sh220 for construction of a total of 606 kilometres. The additional 121 kilometres are railway sidings. Additional facilities such as rolling stocks, workshops, upgrading of Railways Training Institute for capacity building were also factored into the cost of building the railway and will cost 1.147 billion. “The axle-load of the Kenya railway is very heavy because it designed to provide freight and passenger services. Mombasa port handles more than 22 million of goods per annum. This also means that the gradient should be as low as possible for faster movement. The gradient of the Kenya railway is less than two per cent compared to the Ethiopian one which varies from 6-8 per cent,” says Eng Ouna. He says Sh1.3 trillion budget is the estimated cost of building the railway from Mombasa to Kigali. (added by me----Low Gradient for the rail meaning more Bridges and elevated Rail constructed on the Kenyan side so as to even the gradient along the whole route from Mombasa to Nairobi. If you look at the Kenyas SGR is filled with long bridges and elevated rails)
Read more at: Transport PS Nduva Muli explains railway’s huge cost difference with Ethiopia
 
Kafrican said:
The Ethiopian line double track will be only for 107KM (a distance same as from Nairobi to Naivasha), the rest of the 550KM of the ethiopian rail will be single track, so technically the ER is not double tracked as many assume, The place where it will be double track will be a special economic zone, thus they need the two tracks, Kenya ought to make the SGR from Nairobi-Naivasha double track if we really want to make Naivasha and industrial hub so there wont be any delays


one of the sources


enya: Transport Principal Secretary Nduva Muli says the difference in the cost of the Mombasa-Nairobi high-speed railway compared to the Ethiopian one is brought about by technical differences. Responding to questions about why the Kenyan project will cost nearly the same as the Addis Ababa-Djibouti railway yet it is shorter, Mr Muli said the civil engineering works to be undertaken and the needs of the railway pushed up the construction cost. “The Ethiopian railway does not go through a national park. The Mombasa-Nairobi railway will pass through a national park and the National Environmental Management Authority (Nema) says the civil works should not interfere with wildlife movement. This means we will have to construct a 100-kilometre viaduct (a long bridge-like structure carrying a road or railroad across a valley or other low ground),” says the PS. The railway design and construction will accommodate future electrification and double stacking of container the underpasses and viaducts are provided at short intervals across the 140 kilometres of the line within Tsavo National Park required by Nema as stated in their licence for the project. He says the project involves the construction of 33 new passenger stations between the Kenya coast and Nairobi. The railway will also have a 100 per cent grade separation, which means it will not have level-crossings like the Ethiopian one. That means there will be no stopping of traffic to allow trains to pass. It will have, unlike the Ethiopian one, sensors from Mombasa to Nairobi for high communication and signaling system. In addition, there will be a parallel all weather road, which the PS says, is tantamount to building a new road. Because of the technical aspect of the railway and civil engineering works, the labour cost for the Kenya project will be higher, he says. Railway project manager, Engineer Solomon Ouna, breaks down the cost as Sh220 for construction of a total of 606 kilometres. The additional 121 kilometres are railway sidings. Additional facilities such as rolling stocks, workshops, upgrading of Railways Training Institute for capacity building were also factored into the cost of building the railway and will cost 1.147 billion. “The axle-load of the Kenya railway is very heavy because it designed to provide freight and passenger services. Mombasa port handles more than 22 million of goods per annum. This also means that the gradient should be as low as possible for faster movement. The gradient of the Kenya railway is less than two per cent compared to the Ethiopian one which varies from 6-8 per cent,” says Eng Ouna. He says Sh1.3 trillion budget is the estimated cost of building the railway from Mombasa to Kigali. (added by me----Low Gradient for the rail meaning more Bridges and elevated Rail constructed on the Kenyan side so as to even the gradient along the whole route from Mombasa to Nairobi. If you look at the Kenyas SGR is filled with long bridges and elevated rails)
Read more at: Transport PS Nduva Muli explains railway’s huge cost difference with Ethiopia
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ohk, they should have also asked him about over 2600 km at $7.6 bln for Tanzania that has two rift valleys along the route to Kigali!
 
The technical detailes of the Tanzania SGR are not yet public information...If you happen to have the technical specs please share with us, so we can compare the details point by point

E.g. The cost of Kenyas railway infrastructure is $2.6 Billion and the rolling Stock (Locomotives, carriages, wagons, or other vehicles used on the railroad.) is $1.146 Billion. Kenya will have as many as 56 diesel powered locomotives (freight will have 80kmph with a capacity to pull double stack cargo) while Ethiopia will have 32 electrified locomotives moving at 120kmph but single stacked



Here is another souce that shows Ethiopia SGR will/was built ising class 2 chinies technology, meaning it will have a weaker axle load

translated from a chinese website
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Kafrican said:
The technical detailes of the Tanzania SGR are not yet public information...If you happen to have the technical specs please share with us, so we can compare the details point by point
Click to expand...
Correct statement, not the yip yapping coming from mr. you know who.
Again let's repeat this : anything that's not a technical argument is a waste of time. I think the link you provided is just about sufficient.
 
Here is another point to point comparizon with Ethiopia sourced from different govt sources in both ethiopia and Kenya(Geza we need to have this king of comparizon between Kenyas and Tanzanias SGR)

Some details were not available but from here you can see where the price difference comes in

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Besides that, here is anotherway to look at the profitability and need for the the two rails

Kenya -----43 diesel Cargo, 8 diesel shunting, 5 diesel passenger, 1,620 freight wagons and 40 passenger coaches and one simulator

Ethiopia ------ 35 electric locomotives,6 diesel shunting, 1,100 freight wagons and 30 passenger coaches and one simulator.


......
there are 1500 trucks plying between Djibouti and Addis Ababa daily, VS 4300 between Mombasa and Nairobi and despite the fact that Kenya has per capita PP income of $3,304 vs Ethiopia $1431.85, i did not find one criticism anywhere that the Ethiopian line is expensive or unaffordable
 
Kafrican ati what PPP percapita why not using GDP percapita a more realistic figure
 
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