ichoboy01
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SGR Construction in Tanzania - UPDATES
SGR Construction in Tanzania - UPDATES
- Thread starter Geza Ulole
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ichoboy01
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Bitter pill
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ichoboy01,hawa wakenya wanaumia jinsi tulivyowapita ndani ya miaka michache.
knowledge quench
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MAY ALLAH BLESS YOU FOR BEING A JUST PATRIOTIC. AAMIYN
knowledge quench
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SAFI SANA!!!DK.MPANGO ,MKURUGENZI BENK YA BARCLAYS WATETA UJENZI RELI YA KISASASA,MRADI UMEME WA STIGLER'S GORGE
Othman Michuzi Thursday, February 01, 2018
Benny Mwaipaja, Dodoma
Waziri wa Fedha na Mipango Dkt. Philip Mpango, amekutana na Naibu Mkurugenzi Mtendaji wa Benki ya Barclays Kanda ya Afrika, Bw. Peter Matlare na kuiomba Benki hiyo kuangalia uwezekano wa kutoa mkopo nafuu wa ujenzi wa miradi mikubwa inayotekelezwa na Serikali ukiwemo ujenzi wa Reli ya Kati kwa viwango vya kimataifa (SGR) mradi wa miundombinu ya umeme wa Stieglar's Gorge ili kurahakisha maendeleo ya kiuchumi kupitia viwanda.
Amemweleza kiongozi huyo kwamba Serikali imeimarisha uchumi Mkuu kwa kudhibiti mfumuko wa bei ambao uko katika kiwango chatarakimu moja cha wastani wa asilimi 5.3 katika kipindi cha miezi 6 iliyopita.
"Tumewekeza kwenye miundombinu kama vile Elimu, maji, kilimo, afya, madini, na biashara na kwamba katika kipindi kifupi cha miaka 2 zaidi ya viwanda 80 vimejengwa katika eneo la Mkuranga mkoani Pwani, kutokana na fursa za uwepo wa bomba la gesi na eneo hilo kuwa karibu na Bandari ya Dar es Salaam.
Dkt. Mpango ameelezea pia mradi wa Ujenzi wa Reli ya Kati kwa kiwango cha Kimataifa (SGR) ambao amesema utarahisisha usafiri na usafirishaji wa abiria na mizigo katika nchi zinazopakana na Tanzania hivyo kukuza biashara kwa kiwango kikubwa.
Akizungumzia kuhusu ujenzi wa mradi mkubwa wa umeme katika Bonde la mto Rufiji (Stiegler's Gorge), Dkt. Mpango amesema lengo la mradi huo utakao zalisha megawati 2,100 za umeme utakao kuwa wa uhakika na bei nafuu ili kukuza viwanda.
Alisema kuwa mwelekeo wa Serikali kwa sasa ni kuhakikisha kuwa kila biadhaa zinazozalishwa nchini pamoja na madini, vinaongezwa thamani hapa hapa nchini badala ya kuuzwa kama malighafi na kwamba nishati ya umeme ndiyo nguzo kuu ya kufikia malengo hayo.
"Ili tuweze kufikia azma hiyo tunahitaji kuwa na umeme wa uhakika na wa bei nafuu ili viwanda vyetu viweze kuzalisha kwa wingi ndio maana tunaiomba Benki yako iweze kufikiria namna ya kushiriki katika ujenzi wa miradi hii" Alisisitiza Dkt. Mpango.
Dkt. Mpango ameipongeza Benki ya Barclays ambayo pia ni mwanahisa katika Benki ya NBC kwa ahadi yake ya kutaka kuwekeza kiteknolojia katika sekta ya benki nchini hatua ambayo itasaidia kukuza mitaji na mikopo kwa kundi kubwa la watanzania wakiwemo wajasiriamali wadogo, wa kati na wakubwa.
Alielezea msimamo wake kwamba katika kukuza uchumi, Serikali inathamini mchango mkubwa wa Sekta Binafsi na imeendelea kuweka mazingira mazuri ya uwekezaji na kwamba hivi karibuni alikuta na wadau wa Sekta ya Benki ili kusikiliza changamoto zao na pia kuwaeleza mambo muhimu ambayo ingependa sekta Binafsi ifanye ili kufikia malengo yanayokusudiwa.
Awali, Naibu Mkurugenzi Mtendaji wa Benki hiyo ya Barclays anaye hudumia kundi la benki za Barclays Barani Afrika na kwingineko Marekani na Ulaya, Bw. Peter Matlare, ameipongeza Serikali chini ya Rais Dkt. John Magufuli kwa kusimamia kikamilifu uchumi wa nchi unaokua kwa wastani wa asilimia 7.
Alisema hatua hiyo ni ya kupigiwa mfano katika nchi za Kiafrika na Duniani kwa ujumla ambapo amesema Tanzania imekuwa ikifanya vyema katika kukuza uchumi jumuishi unaowafikia watu wengi zaidi wakiwemo waishio mijini na vijijini.
Bw. Peter Matlare amemhakikishia Waziri wa Fedha na Mipango, Dkt. Philip Mpango, kwamba Benki yake itayafanyia kazi mapendekezo ya kutaka ushiriki wake katika ujenzi wa miradi mikubwa iliyoainishwa na Serikali kuwa kipaumbele chake.
Naibu Mkurugenzi Mtendaji wa Benki ya Barclays Afrika Bw. Peter Matlare akielezea umuhimu wa kushirikiana katika kukuza biashara na uwekezaji kati ya Tanzania na Benki yake wakati wa mkutano kati yake na Waziri wa Fedha na Mipango, Mhe. Dkt. Philip Isdor Mpango (Mb) (hayupo pichani) uliofanyika katika ukumbi wa Wizara hiyo mjini Dodoma.
Ujumbe kutoka Wizara ya Fedha na Mipango ukiongozwa na Waziri wa Fedha na Mipango Mhe. Dkt Philip Isdor Mpango (Mb) (wa pili kushoto), wakifuatilia mazungumzo kati yao na ugeni kutoka Benki ya Barklays nchini Afrika Kusini (hawako pichani), mkutano uliofanyika mjini Dodoma
Ujumbe kutoka Benki ya Barclays uliongozwa na Naibu Mkurugenzi Mtendaji wa Benki ya Barclays Afrika, Bw. Peter Matlare (kulia), wakichukua kumbukumbu wakati wa mkutano kati yao na Waziri wa Fedha na Mipango Mhe. Dkt Philip Isdor Mpango (Mb) (hayupo pichani), uliofanyika katika ukumbi wa Wizara hiyo mijini Dodoma.
Waziri wa Fedha na Mipango, Mhe. Dkt. Philip Isdor Mpango (Mb), akizungumza wakati wa mkutano kati yake na Naibu Mkurugenzi Mtendaji wa Benki ya Barclays Afrika, Bw. Peter Matlare (hayupo pichani), kuhusu namna ya kuboresha ushirikiano katika kukuza biashara kati ya Tanzania na benki yake, uliofanyika katika ukumbi wa Wizara hiyo mjini Dodoma.
Maafisa Wakuu kutoka Wizara ya Fedha na Mipango wakichukua kumbukumbu wakati wa mkutano kati ya Waziri wa Fedha na Mipango, Mhe. Dkt. Philip Isdor Mpango (Mb) na Naibu Mkurugenzi Mtendaji wa Benki ya Barclays Afrika Bw. Peter Matlare (hawapo pichani), uliofanyika katika ukumbi wa Wizara hiyo mjini Dodoma.
Waziri wa Fedha na Mipango, Mhe. Dkt. Philip Isdor Mpango (Mb) (kulia), akipeana mkono na Makamu Mkurugenzi Mtendaji wa Benki ya Barclays Afrika Bw. Peter Matlare, baada ya kumaliza mazungumzo yao yaliyofanyika katika ukumbi wa Wizara ya Fedha na Mipango mjini Dodoma.
Waziri wa Fedha na Mipango, Mhe. Dkt. Philip Isdor Mpango (Mb) (wa tano kulia), Makamu Mkurugenzi Mtendaji wa Benki ya Barclays Afrika Bw. Peter Matlare (wa sita kushoto) wakiwa katika picha yapamoja na baadhi ya Watumishi wa Wizara ya Fedha na Mipango na Benki ya Barclays baada ya kumalizika kwa mkutano uliofanyika katika ukumbi wa Wizara ya Fedha na Mipango Mjini Dodoma.
Waziri wa Fedha na Mipango, Mhe. Dkt. Philip Isdor Mpango (Mb) (kulia), akiagana na Makamu Mkurugenzi Mtendaji wa Benki ya Barclays Afrika Bw. Peter Matlare, baada ya kumaliza mazungumzo yao yaliyofanyika katika ukumbi wa Wizara ya Fedha na Mipango mjini Dodoma.
Naibu Katibu Mkuu Wizara ya Fedha na Mipango (Sera), Dkt. Khatibu Kazungu, akibadilisha mawazo na naimbu Mkurugenzi Mtendaji wa Benki ya Barclays kundi la Afrika, Bw. Peter Matlare, baada ya kumalizika kwa mazungumzo ya Wizara ya Fedha na Uongozi wa Beni hiyo kutoka Afrika Kusini, Mjini Dodoma
(Picha na Kitengo cha Mawasiliano Serikalini-Wizara ya Fedha na Mipango)
DK.MPANGO ,MKURUGENZI BENK YA BARCLAYS WATETA UJENZI RELI YA KISASASA,MRADI UMEME WA STIGLER'S GORGE | MTAA KWA MTAA BLOG
knowledge quench
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NIMEPENDA UZI HUU SAAAANAAA!!!
knowledge quench
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TANZANIA OYEEE!!!
MAGUFULI OYEEE!!!
WATANZANIA OYEEE!!!
MAMA MHE SAMIAH SULUHU OYEEE!!!
MHE MAJALIWA OYEEE!!!
CCM OYEEE OYEEE OYEEE
MAGUFULI OYEEE!!!
WATANZANIA OYEEE!!!
MAMA MHE SAMIAH SULUHU OYEEE!!!
MHE MAJALIWA OYEEE!!!
CCM OYEEE OYEEE OYEEE
Kafrican
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Dar hamkupiga mahesabu vizuri, sijui mlikua mnafikiria kushindana na Kenya mkiamua design ya reli ...
35tonne axel load with annual freight carrying capacity of between 17million tonnes a year to maximum of 19 million tonnes.
Kenya with a 25tonne axle can carry between 22million a year to a maximum of 35million tonne a year
You haven't watched the video and understood the rationale.
The head of rahco clearly explained that they did that so that they use shorter cargo wagons and make less trips. This will reduce the o&m cost for both rail and wagons.
This was wise decision so long as the opportunity cost is reasonable. Am sure planners did some economic analysis before settling on 35t/axle
Kafrican
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It makes sense on one hand, but the trade off in that scenario is it will be difficult to increase the frequency or add more freight trains in future when the port handles more cargo, without shortening the lifespan of the rail...You'll have to maintain the same amount of cargo traffic on the rail over the years.
Emc2
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Try to listen yourself before you comment anything.
You just trying to show us Kenyan SGR is the best. But in real sense wachina wamewaingiza Chaka.
Maintenance cost ya SGR ya TZ is very cheap. And also operation cost ni ndogo. If you listen carefully video ya kipindi maalumu you will understand that Tanzania want to localize her economy.
Geza Ulole
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Kafrican
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Oh, I can hear myself just fine..... I can explain to you Kenya's SGR, There are also feasibility studies with almost all the details on phase 1 and 2 out in the public, Tz SGR all I have seen up to now ni matangazo ya mdomo...
Unaniambia Maintenance cost ya SGR a Tz ni ndogo,..... Compaired to what? And what about profitability? (You can have low maintenance low turnover/profitaility, you can have high maintenance high profitability, you can have low maintenance high proitability....in short,knowing the maintenance cost does not explain the rest of the details - you need to find the right kind of balance between expense and profits) , Hizi design za reli si mambo ya kuangalia detail moja alafu una conclude kwamba reli yako ni better than the rest. Ni lazima upige hesabu ya other factors alafu ndo ufaanye conclusion...
Hata reli ya Kenya hio 25t/axle ni minimum, kumaanisha ukitaka unaweza siku zengine ukabeba vifaru vizito hata kubeba 80t per axle na utumie 3 locomotive heads kuvuta mabehewa na reli itasonga bila shida na reli haitoharibika.... lakini shida itatokea pale utakapo beba hio 80t kila siku, mwishowa mwaka utajikuta unahitaji repaires za reli n pia matairi ya reli....
Suluhisho hua kabla ujenge reli, unapiga hesabu ya mahitaji yako kulngana na mizigo unayopanga kubeba, speed utakayotumia na frequency ya kubeba mizigo, ili kjua ile perfect mix ambayo haitaharibu reli na kukuhudumia mahitaj yako hesabu hizo zitatumia hio minimum axle..
Ndio maana hata kama axle ya Tz ni 35t, mwisho wa mwaka, rei hii hifai kubeba zaidi ya 17-19million tonnes.. Hata kama mtangojea mizigo yote ya miezi sita na mbebe yote kwa mpigo 5mllio tonnes kwasababu mko na axle kubwa, bora mwisho wa mwaka msipitishe hizo tani 19m...
Ndio maana hapo kwa ile screenshort uliileta, umeandikiwa carrying capacity kama 17 Million..hata kama axle ni 35t
Hii hapa formula ya ku calculate cost of track wear:
k1 * sum(Qtot ^ 3) / nz + k2 * sum(sqrt(Qtot ^ 2 + Yqst ^ 2)^3) / nz + k34 * sum(f(FvV)) / mz
with
k1: cost coefficient for track wear
k2: cost coefficient for component wear
k34: cost coefficient for rolling contact wear
Qtot: vertical axle load
Yqst: static lateral force
nz: number of axles per wagon
f(FvV) energy dissipation function for rolling contact
----------
Hapo kuna speed,Axle load, wheel axle, power........ hizo zote zinahusiana, kwahivyo kuwa na higher speed+higher axle does not autmatically mean higher carrying capacity at the end of the year, neither does having slower speed + smaller axle weight....Its a matter of having the right perfect combination to achieve optimal Objectives... That is what we dont know and we need to know, but we can only really know who had the rght combination a few years after the two rails start operating
Kafrican
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Another way to look at it.
Dar port handled about 16 million tonnes 2017. Considering that Dar is the biggest city, contributing a huge chunk of GDP to Tanzania, its safe o say a significant chunk of the cargo coming into dar from outside will be destined for dar.
16miilion tonnes a year, per day will be
(16,000,000/12)/30 = 44,444 tonnes per day
Lets assume for a second that all this 44 thousand tonnes a day arrives close to one another at a certain point in time and will all be going interland to one location , If each train has a capacity of 10,000 tonnes (or about 540 TEUs if you use a standard 18.5t for 1 TEU), That would mean
44,444/10,000 = you would need only 4 full trains and a fifth train carrying 444 tonnes,
or if you consider a load factor where if 70% of then train is full the train can leave
44,444/7,000 = 6.349 trains to evacuate all the cargo
-----
That was the assumption, now lets have a reality check
If i'm bieng modest, about 30% of all the cargo comming into dar-port from outside is destined for within daresalaam, so this wont require use f the SGR. that leaves us with 70% of 44,444 tonnes = 31,110 tonnes.
We dont expect the SGR to carry all the cargo, so again, if am bieng optimistic , the best case scenario, about 20% of this 31,110tonnes will still use trucks to ferry leaving 80% cargo for the rail, i.e 0.8 x 31,110 = 24,888 tonnes a day
That translates to 3 trains a day or 4 trains a day if you consider a load fator of 70% full...
Now given that ships at a port of call dont all arrive at once but continuously through the day, and given the fact that a port like dar has multiple births at different locations withing the port area, and given the fact that one ship could be carrying goods destined for different parts of dar and beyond dar, Imajin the logistics required for 1 10,000 train to fill up by picking cargo at different births within the port .....
Remember, a single day is 24 hours, and the dar port is opened 24 hours, this translates to on average 24,888t/24hrs =1037 tonnes bieng loaded on the train every our............ So in essence, to load 7,000t on a single train, the train will criss cross the port for 7000t/1037t-hr = 7 hours. And if you want the train to be full 100% it will take 10,000t/1037t-hrs = 10 hours to fill one train... Goods arriving at 7am will wait till 4pm
We also have to consider that all these goods are not destined for one, place, some will be offloaded in moro, Mwanza, ICDs some will be destined for Uganda, some Arusha...etc,
==================================
If Tz had the equivalent of people like David ndii and the equivalent of Media houses like Standard group,the star, NMG..... They would have done this kind of analysis and posted it in one of the dailies for public consumtion, but since you dont have (all you have is what the CCM government is telling you), I will leave it there for tonight
Dar port handled about 16 million tonnes 2017. Considering that Dar is the biggest city, contributing a huge chunk of GDP to Tanzania, its safe o say a significant chunk of the cargo coming into dar from outside will be destined for dar.
16miilion tonnes a year, per day will be
(16,000,000/12)/30 = 44,444 tonnes per day
Lets assume for a second that all this 44 thousand tonnes a day arrives close to one another at a certain point in time and will all be going interland to one location , If each train has a capacity of 10,000 tonnes (or about 540 TEUs if you use a standard 18.5t for 1 TEU), That would mean
44,444/10,000 = you would need only 4 full trains and a fifth train carrying 444 tonnes,
or if you consider a load factor where if 70% of then train is full the train can leave
44,444/7,000 = 6.349 trains to evacuate all the cargo
-----
That was the assumption, now lets have a reality check
If i'm bieng modest, about 30% of all the cargo comming into dar-port from outside is destined for within daresalaam, so this wont require use f the SGR. that leaves us with 70% of 44,444 tonnes = 31,110 tonnes.
We dont expect the SGR to carry all the cargo, so again, if am bieng optimistic , the best case scenario, about 20% of this 31,110tonnes will still use trucks to ferry leaving 80% cargo for the rail, i.e 0.8 x 31,110 = 24,888 tonnes a day
That translates to 3 trains a day or 4 trains a day if you consider a load fator of 70% full...
Now given that ships at a port of call dont all arrive at once but continuously through the day, and given the fact that a port like dar has multiple births at different locations withing the port area, and given the fact that one ship could be carrying goods destined for different parts of dar and beyond dar, Imajin the logistics required for 1 10,000 train to fill up by picking cargo at different births within the port .....
Remember, a single day is 24 hours, and the dar port is opened 24 hours, this translates to on average 24,888t/24hrs =1037 tonnes bieng loaded on the train every our............ So in essence, to load 7,000t on a single train, the train will criss cross the port for 7000t/1037t-hr = 7 hours. And if you want the train to be full 100% it will take 10,000t/1037t-hrs = 10 hours to fill one train... Goods arriving at 7am will wait till 4pm
We also have to consider that all these goods are not destined for one, place, some will be offloaded in moro, Mwanza, ICDs some will be destined for Uganda, some Arusha...etc,
==================================
If Tz had the equivalent of people like David ndii and the equivalent of Media houses like Standard group,the star, NMG..... They would have done this kind of analysis and posted it in one of the dailies for public consumtion, but since you dont have (all you have is what the CCM government is telling you), I will leave it there for tonight
mwaswast
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Picha muhimu kuliko maneno matupu.
Geza Ulole
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and how about hinterland cargo destination overseas? Do u know there r massive copper, coal, nickel n steel projects current under different stages of development?
Kafrican
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Future tense -
You guys are always defending yourself with the future.
Anyway up to now I haven't head of the SGR official taking about directly building branch lines to the exact location where these minerals are.
And if indeed these deposits are massive, what makes you think that these mining companies wont build their own branchlines to connect with the SGR, buy their own wagons and locomotives then pay TRL a small service charge for using their rail, in order for these mining companies to maximize profit by running efficiently
Emc2
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Duh! Haya mawazo ni ya wakenya tu.
Minerals zipo
Kahama, Shinyanga, Geita, Mwanza, Singida, Tabora even kigoma.
Reli inapita huko ndugu.
Yaani wewe jamaa!!!