Geza Ulole
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Cost comparison SGR Kenya vs SGR Tanzania
Cost comparison SGR Kenya vs SGR Tanzania
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Ntaghacha
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Bantugbro
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Aisee niko Bongo wiki hizi 2 na jana nimepita hayo maeneo kuanzia kamata flyover na hapo chini ya daraja la Nkurumh SGR , kazi imefanyika, timu niliyokuwa nayo toka nje imekubali kuwa Tanzania imepiga hatua kubwa sana ktk infrastructure development...
ksny
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The issue is not general gradient or mountainous areas but passing those areas. I agree that SGR in KE passes through mountainous areas if compared to that of TZ. The only area I can think of comparting that of KE is Singida areas.
Having said that, I still support those who say the KE SGR it more expensive compared to that of TZ. If KE say land has something to do with it, then we need to examine whether that land is premium or cheap land. What normally happens in KE is that, when the moneyed population hears of a project going through a place, they quickly go to such areas either buy or lay claim on land. They also negotiate using fraud on the value land. This is lucrative fraudulent business and if land is factor, it is not that land is expensive but due inflated value by the moneyed collaborating with government, land officials, and those in charge of project.
The TZ SGR is certainly less expensive, modern (electric), and high speed. If KE SGR had all the qualities of TZ SGR we could probably think of gradient as a reason. But KE SGR is the old diesel train and it shouldn't cost that much. Above KE SGR is not environment friendly.
Mashashola
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Danganyika SGR. Tanzania government ni ya wezi. Wanaiba picha za SGR ya Kenya ambayo ni better kushinda electric.
Tony254
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Sasa waambie waje Kenya waone next level infrastructure.
Geza Ulole
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East African rail: planning for investment
OUT-LAW ANALYSIS11 Jan 2022 | 2:30 pm | 4 min. readail network development in East Africa has been a major focus for governments over the past decade.
However, amid signs of a regional trend towards liberalising or opening up networks for private participation, governments are increasingly likely to look at private rail operations, concessions and other forms of privatisation for future development, in order to generate economic benefits from the new assets.
Currently there is limited capacity to operate the networks, and East African governments have limited budgets for further infrastructure development. In a recent report (202-page / 7.5MB PDF), the Development Bank of South Africa (DBSA) identified poor condition of rolling stock and the absence of a supporting institutional framework as contributing to this situation.
Before we look at some of the options for private participation in the sector to address these issues, we review East African rail investment over the past decade.
East Africa's rail push
Much of the impetus for the push towards investment in East African rail arose from the East African Community’s (EAC) East Africa Rail Sector Master Plan published in 2009. According to the report decades of decline, along with a predominantly narrow gauge network limiting capacity, have led to a virtual collapse in freight rail’s market share in East Africa.The plan set out an ambitious series of expansions and upgrades, aimed particularly at realising the significant market potential in fully connecting the various EAC member states, and allowing movement of freight rail from inland to key ports such as Dar-Es-Salaam and Mombasa.
It identified several key projects, which are currently at various stages of development. Some portions of the Dar Es Salaam-Isaka-Kigali/Keza-Musongati Railway Line, driven by the Rwandan and Tanzanian governments, have been completed or commenced construction and a number of other phases are in procurement. Other sections are on hold due to financial issues.
The Uvinza-Bujumbura Line, which connects Burundi to the Tanzanian rail network along the Kigoma-Tabora line, is progressing. Although there is currently no advanced stage of this line to Bujumbura, the Uvinza-Msongati cargo line is currently well into planning and will connect Msongati in Burundi to the Tanzanian network.
The Bihanga-Kabale-Kigali Line, intended to link Rwanda to Uganda and then on to the Kenyan rail network, was also outlined in the master plan, although it seems to have stalled.
Big spending by EAC governments
The master plan identified Rift Valley Railways (RVR) in Kenya and Uganda, and Tanzania Railways and the Tanzania-Zambia Railway Authority, as the major drivers for spending on the initial rehabilitation of main lines; investment in future track capacity; and upgrading and restoring branch lines.The anticipated investment across Ethiopia, Tanzania, Kenya and Uganda has materialised to varying degrees. This has primarily seen connections to ports and lines nearer the East African coast being developed. Inland lines have been harder to jusitify from a passenger and business case.
For example, in Kenya the Mombasa to Malaba (Nairobi) Standard Gauge Railway Line was completed in 2017. A further extension between Nairobi and Naivasha was completed in 2019 for a total investment of US$4.85 billion. The project was primarily funded by a China Exim Bank loan with the balance funded directly by government, although after significant losses the Kenyan parliament has recommended renegotiation of the loans.
Similarly, Ethiopia concluded extensive development and expansion of its network on the basis of China Exim Bank funding, with some portions of the expansion coming online in 2016 and other phases now nearing construction completion.
Ethiopia, which has had continued strong economic growth despite a difficult climate, has recently also announced further rail sector investment as part of its 10-year development plan to 2030. These investments are likely to be based on a public-private partnership (PPP) model with the African Development Bank to provide grant funding.
On the other hand, Uganda and Kenya have been hampered by China Exim Bank moving away from funding of standard gauge railway in recent years, a move which has also seen rail links, new lines and further extensions to Kenya's standard gauge line being delayed. The financing issues experienced by Kenya and Uganda on the standard gauge railway lines have resulted in a new push for the rehabilitation of metre-gauge railways to access the Northern Corridor and inland areas including the Democratic Republic of the Congo (DRC) and Sudan.
In Uganda, construction has now commenced on the upgrading of the metre-gauge Tororo to Gulu Line which has been out of commission for 20 years and will link Mombasa with eastern and northern Uganda, DRC and Southern Sudan. This line has combined funding from the Ugandan government and an EU grant.
Tanzania has led strong investment in the rail sector, with the first two phases of the Dar Es Salaam-Isaka-Kigali line and new Dar-Es-Salaam to Mogoro line at or near completion.
Opportunities for an innovative private sector
The Master Plan identified public-private partnerships as a key mechanism for delivering the above rail infrastructure investment.Although not strictly procured as regulated PPPs, many East African rail projects featured participation of Chinese contractors funded by the China Exim Bank through the provision of export credit finance. However, the reliance by Kenya, Ethiopia, Uganda and Rwanda on funding from China Exim Bank has resulted in a two-fold issue. On the one hand, ongoing funding for rail expansions has largely dried up with Chinese funding cooling; and on the other, governments are still faced with significant debt repayments for the lines which have already been developed, even though financial performance of these lines have not met expectations.
As a result, these states may look to greater private sector participation not just in the construction but also in the operation of track infrastructure. We review these mechanisms in East Africa rail: options for private sector participation.
Co-written by Reuben Cronjé of Pinsent Masons, the law firm behind Out-Law
East African rail: planning for investment
Rail network development in East Africa has been a major focus for governments over the past decade.
www.pinsentmasons.com
The best 007
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Umejaza funza kichwani, hii ndiyo Government of Tanzania [emoji1787][emoji1787][emoji1787][emoji1787][emoji1787]
Geza Ulole
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Geza Ulole
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Geza Ulole
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Geza Ulole
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Geza Ulole
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Turkish Firm Nabs $1.9B Rail Contract in Tanzania
Tanzania's overall standard-gauge rail program is divided into five sections, called lots. Map courtesy of Yapi Merkezi
January 7, 2022
Shem Oirere
KEYWORDS rail construction / tanzania rail / Tanzania railway / yapi merkezi
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Turkish contractor Yapi Merkezi late last month signed a $1.9-billion turnkey contract for the construction of 368 kilometers of electrified standard gauge railway (SGR) in Tanzania comprising all infrastructure works and the materials and systems for the trackwork, catenary power supply, signaling and telecommunications.
This is the third construction contract for the firm, which holds two other contracts for the overall SGR project—the 300-km Phase One connecting East Africa’s second biggest port of Dar es Salaam to Morogoro and the 426-km. Phase Two linking Morogoro to Makutupora. Phase 3 of the railway line is the third of five in the construction of a 1,219-km line linking Tanzania to neighboring countries, including Rwanda, Burundi and Uganda. “We are expecting to commence construction within the first quarter of 2022,” said Başar Arıoğlu, chairman of Yapı Merkezi Construction and Industry, the flagship of the Yapi Merkezi Group and Yapı Merkezi Holding.
This portion of the SGR line links Makutupora and Tabora with seven stations at Manyoni, Itigi, Tura, Malongwe, Goweko, Igalula and Tabora. The SGR trains will travel as high as160km/hr.
“Decorative elements obtained from Tanzania’s rich and colorful culture will be reflected in the design of station exteriors and interiors. Such cultural elements will also be used in visible sections of the line, such as viaducts and bridges,” says Arıoğlu.
The line, which will be constructed over a 46-month period, will increase Tanzania’s total investment in the SGR network to $6.3 billion.
Basar says the SGR line will handle higher axle loads and faster speeds and significantly increase the transportation capacity along the alignment, resulting in reduced costs for cargo and faster and comfortable rides for passengers.
“Most importantly, reduced carbon emissions will protect the world-renowned natural treasures of Tanzania and as a continuation of the previous two lots of the SGR, cargo trains will help decongest of the port of Dar es Salaam by ensuring goods that arrive at the port are moved towards destinations inland without delays and with ease,” he added.
Tanzania President Samia Suluhu Hassan has stated that her government is unable to finance the huge railway project using domestically generated revenues, and is pushing for concessional loans to finance a total of 2561 km of the SGR network concurrently with the improvement of the existing meter gauge line, which is narrower. Both lines are running parallel to each other.
Arıoğlu says the third phase passes through a terrain that is “mainly characterized by smooth topography, excluding the portion from Makutupora to Manyoni with two steep climbing sections with a total length of 30 kilometers.”
“One of the biggest challenges is the unknown regarding the actual topography and geotechnical conditions of the route, which were not fully available to the contractor at the tendering stage,” he adds.
Planning of the drainage and movement of water around the new line is a major engineering challenge and an important factor for the safe operation and durability of the SGR system, Basar notes. “The progress of the works could be affected by such activities as relocations and expropriations that must be carried out according to the principles set out in Environmental and Social Action Plans."
Turkish Firm Nabs $1.9B Rail Contract in Tanzania
Yapi Merkezi will build 368 km of an electrified standard gauge line.
www.enr.com
Geza Ulole
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Škoda Transportation Group to participate significantly in production of locomotives for Tanzania
Created 13. 10. 2021
The Škoda Transportation Group will be participating significantly in production of a fleet of new passenger locomotives in Tanzania, Africa. Škoda has signed a contract worth more than CZK 580 million with the multinational Hyundai Rotem for delivery of seventeen sets of complete electrical equipment which will form the “heart” of the new locomotives for a new railway line in Tanzania.
With this current contract, we are building on the previous successful projects which we have already implemented with the Hyundai Rotem Group. In recent years, for example, this concerned a major delivery of several dozen locomotives to Turkey.
Bedřich Koukal, CEO of Škoda Electric
The new locomotives with electrical equipment by Škoda will be used in Tanzania on a new electric line roughly 550 kilometres in length which is operated by the local TRC rail operator between the coastal port of Dar es Sallam and the city of Makutupora. The locomotives will have to cope with challenging climatic conditions and large differences in altitude.
The project for Tanzania is technically very interesting for Škoda. “We will be supplying complete sets of electrical equipment including main and auxiliary drives, battery chargers, traction motors, gearboxes and wheelsets. The locomotives will run at speeds of up to 160 km/h on the route, which under the local conditions represents a significant increase in speed compared to the usual standard,” says Karel Majer, Sales Director at Škoda Electric providing more detail about the contract. Final assembly of the locomotives will take place at the Hyundai Rotem production plant in Changwon, South Korea, where deliveries from ŠKODA in Pilsen will also be directed.
Cooperation on production of locomotives for the African country is one of a number of joint projects involving Škoda and Hyundai Rotem. For example, the Pilsen-based company produced complete equipment sets for 80 locomotives for the multinational group, intended for the Turkish customer TCDD, or participated in the deliveries of LRV “light unmanned metro” vehicles for the South Korean city of Incheon.
“Our current contract is a very important reference for us – it proves that we are able to succeed with our products on a global scale,” adds Bedřich Koukal.
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Geza Ulole
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Geza Ulole
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Geza Ulole
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Geza Ulole
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MY TAKE
Level ya SGR Kenya
Geza Ulole
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