Makampuni yanayohudumia ujenzi wa SGR Bongo yanapigwa mnada, makampuni ya Kenya fursa ndio hiyo

Mkikuyu- Akili timamu · Mar 13, 2020

Kevin85ify
Have you read that document Mr?
1.It clearly says electric SGR is 40% less expensive to operate than diesel.
2. Yes, chinese Class 1 has less maintenance costs over its life cycle (100 years) but you pay for the costs upfront i.e Concreate embankments, bridges for maintaining 1.2 Gradient, curvatures
3.There is no superior safety for Class1..AREMA is sufficiently safe and is used in USA & Europe
4. TZ SGR is a joint venture btwn TZ & Rwanda..Congo is also coming on board..Dont worry about cargo, Tz is moving its capital to dodoma while mines in congo & TZ are now ready for cheaper transport of products to the dar port

10. What is the difference between AREMA (American Railway Engineering and Maintenance-of-Way Association) and China standards?hile

Kevin85ify said:
From your own document:-

a) The formation width (top width of embankment) is 7.7 meters for Chinese standards while AREMA is 6.6 meters

b) The height, design and construction of the embankment which is limited to a minimum of 2.5 meters high for Chinese standard and 0.64 meters for AREMA. These high embankments in the Chinese standards require slope protection.

c) The Chinese classification requires the herringbone concrete structure for protection of embankments and concrete masonry for higher embankments of 6 meters while this is not a requirement for the AREMA standards require only benching and grassing. See illustration below:

d) The safety factor in the concrete structures is higher in Chinese standards than the AREMA standards.

e) The utilisation of engineering materials especially the geo-synthetics (geogrid and geotextile) for treatment of soft ground, the backfilling material and soft ground treatments are different in both Chinese and AREMA standards. The general design and construction standard differences in the two standards would therefore make a railway designed and constructed to Chinese standards more expensive than the one designed and constructed to AREMA standards. However, this is only looking at investment cost and not life cycle costs which are much lower in the case of the Chinese standards due to lower operations and maintenance requirements as explained earlier.

f) Nevertheless for Uganda, the Engineering cost estimate provided by Gauff Ingenieure which was based on AREMA standards, is higher than the negotiated contract price of Malaba-Kampala SGR based on the Chinese standard. This was due to meticulous negotiations that were carried out.

g) There is no super bridge along the route but on Uganda route there is a 1KM bridge over the River Nile.

h) The Dar Es Salaam-Morogoro contracting mode is design-and-build, whereby the contract only stipulates the development of infrastructure while in Uganda it is EPC/Turnkey mode which does not only look at the infrastructure but also equipping it for operations with locomotives and rolling 13 | Page stock. The design-and-build places major risks to the employer in case any design inadequacies and or construction defects affect the operations and the performance of the trains, while in EPC/Turnkey, the contractor takes all risks associated with the construction and testing the train system operations.

goggles · Mar 13, 2020

Tony254 said:
Bongo ni shithole kabisa

Pambaneni na koronavirus yenu huko nyang'au nyie

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Mkikuyu- Akili timamu · Mar 13, 2020

Kevin85ify
You are falling into the logical trap of this vs that which obviously you will side with kenya.
The Point is this:
AREMA is CHEAPER but Has higher Overal Life cycle Maintenance Cost
Chinese Class1 is EXPENSIVE- you pay upfront for its "cheaper" Life cycle maitenance cost.
It's simply an OPEX vs CAPEX decision,
Kenya choze capex but due to KE sgr being diesel, the opex is also very bad (40% bad)

Depay · Mar 13, 2020

SHITTY DARK COUNTRY NA VILE WALITUIMBIA NYIMBO ZA ABUNUASI HUKU, OOOH SUPERSONIC TRAINS, AAW DAR A SLUM TO MOROGORO 20 MINUTES... BLAH BLAH BLAH

Sinister · Mar 13, 2020

Kevin85ify said:
From your own document:-

a) The formation width (top width of embankment) is 7.7 meters for Chinese standards while AREMA is 6.6 meters

b) The height, design and construction of the embankment which is limited to a minimum of 2.5 meters high for Chinese standard and 0.64 meters for AREMA. These high embankments in the Chinese standards require slope protection.

c) The Chinese classification requires the herringbone concrete structure for protection of embankments and concrete masonry for higher embankments of 6 meters while this is not a requirement for the AREMA standards require only benching and grassing. See illustration below:

d) The safety factor in the concrete structures is higher in Chinese standards than the AREMA standards.

e) The utilisation of engineering materials especially the geo-synthetics (geogrid and geotextile) for treatment of soft ground, the backfilling material and soft ground treatments are different in both Chinese and AREMA standards. The general design and construction standard differences in the two standards would therefore make a railway designed and constructed to Chinese standards more expensive than the one designed and constructed to AREMA standards. However, this is only looking at investment cost and not life cycle costs which are much lower in the case of the Chinese standards due to lower operations and maintenance requirements as explained earlier.

f) Nevertheless for Uganda, the Engineering cost estimate provided by Gauff Ingenieure which was based on AREMA standards, is higher than the negotiated contract price of Malaba-Kampala SGR based on the Chinese standard. This was due to meticulous negotiations that were carried out.

g) There is no super bridge along the route but on Uganda route there is a 1KM bridge over the River Nile.

h) The Dar Es Salaam-Morogoro contracting mode is design-and-build, whereby the contract only stipulates the development of infrastructure while in Uganda it is EPC/Turnkey mode which does not only look at the infrastructure but also equipping it for operations with locomotives and rolling 13 | Page stock. The design-and-build places major risks to the employer in case any design inadequacies and or construction defects affect the operations and the performance of the trains, while in EPC/Turnkey, the contractor takes all risks associated with the construction and testing the train system operations.

nguvu · Mar 13, 2020

MK254 said:
Hivi mlifaulu kuangusha Brookside? Nakumbuka mlipania sana kuihujumu, mkiisema kila siku.
Tatizo mlivyo wazembe hata mbinu za kuhujumu zinawashinda, mnaishia kuongea ongea tu.

Hatukuamua tu, waulize kq watakwambi, tuliwapiga mkwara kidogo tu wakatepeta

UCD · Mar 13, 2020

MK254 said:
Halafu KCB ambayo ina matawi Tanzania inatengeneza faida maradufu, yaani hii ndio fursa nzuri, wazembe wakishindwa Wakenya wanaingia...

KCB Group net profit for the full-year to December 2019 grew by 4.8 percent to Sh25.1 billion from Sh23.99 billion the previous year bolstered by growth in interest income from consolidated book with National Bank of Kenya .
The lender's assets stand at Sh898.5 billion from Sh714.3 billion edging it closer to the Sh1 trillion psychological mark for the country's largest bank by assets.
The Group's net interest income expanded 14.9 percent to Sh56.1 billion last year from Sh48.8 billion in 2018. The growth was supported by a 17.4 percent increase in the loan book to Sh535.3 billion from Sh455.8 billion as the bank prepares to take advantage of the removal of the interest rate caps to improve earnings.
KCB net profit rises to Sh25.1 billion

You are kidding 25.1b unashangilia mkuu wakati Benki za TZ zinazungumia 200+ billion!!!

UCD · Mar 13, 2020

MK254 said:
Hivi mlifaulu kuangusha Brookside? Nakumbuka mlipania sana kuihujumu, mkiisema kila siku.
Tatizo mlivyo wazembe hata mbinu za kuhujumu zinawashinda, mnaishia kuongea ongea tu.

Brookside mbona TZ ilishapotea siku nyingi.

Geza Ulole · Mar 13, 2020

Mkikuyu- Akili timamu said:
a) Tz line has capacity for 18m Tonnes
b) Not transporting Cargo meant for Dar is a geographical advantage, Frees up space for Hinterland & Transit goods
c) Tz is Arema, The only advantage class 1 has is less life cycle costs, but you pay for them upfront with class 1's elaborate Embankment structures, bridges for 1.2 View attachment 1387005gradient.
d) KE SGR is not Electric (40% more expensive to operate)
e) KE sgr is not countinous welded
f) Tz has a 500mw excess electric capacity
Here is a comparison of CLASS 1(Electrified+Continous) Vs Kenya's Diesel jointed

g)TZ SGR will also be double stacked!

MK254 · Mar 13, 2020

UCD said:
You are kidding 25.1b unashangilia mkuu wakati Benki za TZ zinazungumia 200+ billion!!!

Wewe unajua hiyo 25.1b pesa ya wapi, au unadhani ni yale madafu yenu ya Tshs.

thisdayes · Mar 13, 2020

Siyo Dodoma tu, Tz SGR inaelekea Mwanza (lake zone) over 30% ya GDP ya Tz inatoka huko. Mwanza GDP yake nizaidi ya baadhi ya nchi za Africa. Lake zone kuna viwanda na madini yakutosha, viwanda vingi vipya vinajengwa huko kwa sababu ya population ni kubwa sana.

Mkikuyu- Akili timamu said:
Kevin85ify
Have you read that document Mr?
1.It clearly says electric SGR is 40% less expensive to operate than diesel.
2. Yes, chinese Class 1 has less maintenance costs over its life cycle (100 years) but you pay for the costs upfront i.e Concreate embankments, bridges for maintaining 1.2 Gradient, curvatures
3.There is no superior safety for Class1..AREMA is sufficiently safe and is used in USA & Europe
4. TZ SGR is a joint venture btwn TZ & Rwanda..Congo is also coming on board..Dont worry about cargo, Tz is moving its capital to dodoma while mines in congo & TZ are now ready for cheaper transport of products to the dar port

10. What is the difference between AREMA (American Railway Engineering and Maintenance-of-Way Association) and China standards?hile

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mwaswast · Mar 13, 2020

Mkikuyu- Akili timamu said:
Kevin85ify
You are falling into the logical trap of this vs that which obviously you will side with kenya.
The Point is this:
AREMA is CHEAPER but Has higher Overal Life cycle Maintenance Cost
Chinese Class1 is EXPENSIVE- you pay upfront for its "cheaper" Life cycle maitenance cost.
It's simply an OPEX vs CAPEX decision,
Kenya choze capex but due to KE sgr being diesel, the opex is also very bad (40% bad)

Bure kabisa just give up na ukubali your divine leader is a fake. Kumbe hii upuzi yenu mnaita SGR ni bure Kama wewe

Samcezar · Mar 13, 2020

Tony254 said:
Bongo ni shithole kabisa

Halafu kesho unakuja na njaa zako kutafuta maisha huku...... Takataka kabisa

Sent using Jamii Forums mobile app

mwaswast · Mar 13, 2020

Depay said:
SHITTY DARK COUNTRY NA VILE WALITUIMBIA NYIMBO ZA ABUNUASI HUKU, OOOH SUPERSONIC TRAINS, AAW DAR A SLUM TO MOROGORO 20 MINUTES... BLAH BLAH BLAH

Ukiona kina Geza Ulole hawako hapa jua Mkikuyu- Akili timamu ni wazimu.

impongo · Mar 13, 2020

MK254 said:
Kule Bongo vyuma vimekaza, ni mwendo wa kupigwa minada kwa kwenda mbele, hii ni fursa nzuri kwa makampuni ya Kenya kwenda huko maana sisi tunajua jinsi gani ya kufanya biashara kimikakati.
----------------------------------------

Two major strategic projects including the Standard Gauge Railway (SGR) and Julius Nyerere Hydropower have encountered a challenge after assets for company that won tender to galvanize iron steel for construction, were auctioned.
Automech assets auctioned for failure to repay loan

Kwa hili acha nisitie neno lakini hali ni ngumu kwasasa kufanya biashara Tanzania.
For this let me not say a word but business conditions in Tanzania are difficult now.

Tony254 · Mar 14, 2020

Samcezar said:
Halafu kesho unakuja na njaa zako kutafuta maisha huku...... Takataka kabisa

Sent using Jamii Forums mobile app

Usiichukulie personal, mimi naquote tu Donald Trump

Naton Jr · Mar 14, 2020

Kevin85ify said:
You do know our line can carry more cargo than your yet to be completed, three months late sgr right? I hope you know that.

LOL it can't carry more cargo and let this place turns bushes 😂😂😂😂😂

Naton Jr · Mar 14, 2020

Kevin85ify said:
There are over 35 differences between class I chain railways and Class II china railway and/or the American Railway Engineering and Maintenance-of-Way Association standard . These include classifications (role, speed, tonnage, trailing load, etc), safety (safety coefficient, level crossings), geometry (curvatures, gradients etc.), subgrade/ embankment treatment (width of top embankment, subgrade layer, settlement per year and total settlement, etc.), superstructure (Rails, fastener, bridge/ pier, axle load etc.) and ballast thickness and type. All these impact on investment cost and operation and maintenance costs.

These are the reasons why the Kenyan line can carry more cargo than the Tanzanian sgr, also the 80 kph is operating speed for cargo trains ie we can easily buy faster trains but why waste money when we can carry more cargo than any other line in the region?

LOL one of the classifications is role speed and yet you compare your snail house🐌 with bullet train🚉 😂😂😂😂😂

Naton Jr · Mar 14, 2020

Kevin85ify said:
It is called chinese class 1. Here learn more about that. News is you are a 40 year old troll, but i can affirm due to your reasoning ability. Reasoning is not one of our strengths.

Chinese class one
Now you are talking
Unfortunately we're not building a Chinese toy like you.

Naton Jr · Mar 14, 2020

Kevin85ify said:
ARema is the same as chinese class 2, read the specifications that is why they put "and/ or" when talking about both classes.

LOL who provides these clarification and sets these standards for you? Probably the Chinese! 😂😂😂😂 So what did you expect from him than lies and sugarcoat his ugly dilapidated gongo canes? 😂😂😂😂

Makampuni yanayohudumia ujenzi wa SGR Bongo yanapigwa mnada, makampuni ya Kenya fursa ndio hiyo

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