Mombasa-Nairobi Standard Gauge Railway Project - Railway Technology35 million double stack ndio light rail?????...yenu ni 15-18 million tonnes single stack
Hivi ubora wa barabara ya rami unapimwa kwa magari mangapi yanapita kwa mwaka au uwezo (tonnes) of the track it can handle?Watz hua ni rahisi sana kuwadanganya, mliambiwa 10,000 per train mkaanza kucheka kenya bila kuuliza what's the catch, the catch ni kwamba few trains with less frequency so that you don't go beyond 25m tonnes st the end of the year.
Kenya ni 4000 per train but more frequency, at the end of the year, 35m tonnes.
This is the true capacity of the rail, at the end of the year what matters is how many tonnes you have moved from point A to point B, the rest is irrelevant
mkuu mchina mtu mbaya sana. Anawadanganya kwenye makaratasiMombasa-Nairobi Standard Gauge Railway Project - Railway Technology
[emoji23] [emoji23] [emoji23] [emoji23] Utasubiri sana kupata train yenye uwezo wa kubeba japo 25M tonnes, achilia mbali 35M tonnes mnazoota, hiyo 35M tonnes labda ile train inayopita Kibera is more powerful than this chinese ya mwaka 1970
Umesema kwel afu kinachoumiza zaidi kwa hiyo gharama mlojengewa ilikua inatosha kuweka ya umeme na change inarudi kabsaserikali ya Kenya ilitucheza hapo sina ubishi wowot...kununua treni za diesel 2017 hio ni upumbavu walifanya...nawalaumu tu mpaka leo ila rli pia imesaidia kwa upand mwingine
how will those many frequencies be economical in comparison to fewer frequencies of electrical trains n yet u will be using diesel engines? Do u know global oil price fluctuates! Be reminded u have a Chinese loan to pay that needs ur running cost be lowest. Mind u many frequencies of a wagon train that moves 80 km/h in comparison to fewer frequencies of astronomical large cargo of electrical train cruising at 120km/h is no brainer. Wacha upumbavu..Watz hua ni rahisi sana kuwadanganya, mliambiwa 10,000 per train mkaanza kucheka kenya bila kuuliza what's the catch, the catch ni kwamba few trains with less frequency so that you don't go beyond 25m tonnes st the end of the year.
Kenya ni 4000 per train but more frequency, at the end of the year, 35m tonnes.
This is the true capacity of the rail, at the end of the year what matters is how many tonnes you have moved from point A to point B, the rest is irrelevant
Especially kwa capacity ya locomotives walizonunua ati 4000 tonnes per train n moving at 80 km/h.Mombasa-Nairobi Standard Gauge Railway Project - Railway Technology
[emoji23] [emoji23] [emoji23] [emoji23] Utasubiri sana kupata train yenye uwezo wa kubeba japo 25M tonnes, achilia mbali 35M tonnes mnazoota, hiyo 35M tonnes labda ile train inayopita Kibera is more powerful than this chinese ya mwaka 1970
Hawa jamaa wakiona wamebanwa kila kona wanaanza kupika data, hakuna popote pale panaposema kwa mwaka capacity ya train yao ni 35tonnes, wameamua kupika data wakati capacity yao kwa mwaka ni 22M tonnes pekee according to GoK, hiyo 35M tonnes wameitoa wapi?Especially kwa capacity ya locomotives walizonunua ati 4000 tonnes per train n moving at 80 km/h.
TZ railway probable Africa’s best
Lovelygarden
Feb 12, 2018 8:17 AM
[https://dailynews]
RELI Assets Holding Company (RAHCO) is confident that Tanzania’s Standard Gauge Railway (SGR) which is currently under construction, is expected to be the best railway in Africa upon completion.
The first phase of construction of 300 kilometres from Dar es Salaam to Morogoro is currently being undertaken by the Turkish company Yapi Merkezi, in partnership with a Portuguese firm, Mota-Engil Africa. According to RAHCO Project Manager Maizo Mgedzi, the construction of the first phase has been completed by 20 per cent so far, since construction activities began in May last year.
The phase is expected to be completed in November 2019. Tanzania’s SGR is of higher quality compared to those already built in some countries in Africa. Mr Mgedzi mentioned Ethiopia, South Africa, Kenya and Morocco as among African countries that have built modern railways; but pointed out that the SGR built in those countries had a speed capacity of 120Km/h compared to 160 Km/h of Tanzania’s SGR.
“The SGR we are building will be electrified compared to the SGR built in some African countries which use diesel trains. For example, Ethiopia is now building an electrical SGR and a small part of Johannesburg SGR in South Africa which is also electrified,” he said, adding: “We are also building a railway line capable of allowing 2km long trains to exchange routes at stations while the ones in other countries are less than one kilometer long; so the quality of the railway we are building in Tanzania is of higher quality compared to those in otherAfrican countries.”
By considering the quality and durability of the railway, the government has decided to build the concrete standard gauge railway which is more durable compared to the Meter Gauge railway that is currently in operation.
On the advantages of using concrete sleepers on SGR, the project manager said that it would enable trains to carry heavy weight load of up to 35 tonnes per excel whereas the existing Meter Gauge railway cannot exceed 14 tonnes of cargo per excel. He explained further that, concrete sleepers were also able to withstand a speed of 160km per hour passenger train and 120 Km per hour cargo train while the currently operating train cannot exceed 70Km/h.
In addition, the modern railway line will have a 1,435 mm width (equal to 1.435 meters) while the current railway has only 1,000 mm, width which is equal to one meter. “The bigger width of the railway we are building will enable the train to be stable, faster and more secure. So the width of the railway we are constructing is 435 mm more compared to the current meter gauge railway; and when we say ‘gauge’ it means the width of the railway.
Railways have two legs, namely the left and the right legs which are fastened with sleepers, so the width between one rail and the other is called ‘gauge’,” Mr Mgedzi elaborated.
On the quality and standards, the railway constructed in the country will be able to transport between 17 to 25 million tonnes of cargo per year compared to the meter gauge whose capacity is to transport only 5 million tonnes of cargo per year. Regarding the passengers’ train, the RAHCO project manager said that due to the length of exchange routes at stations, the railway can transport a higher number of passengers, but initially, it will transport not less than 1.2 million passengers a year.
The completion of the first phase of the project will facilitate the existence of three passenger trains as the starting point. The trains will be undertaking daily round trips between Dar es Salaam and Morogoro. Mr Mgedzi told the ‘Daily News’ that one passenger train can operate three to four trips per day between Dar es Salaam and Morogoro , thus making it possible to have a total of nine to 12 trips per day, but the number can be increased as passengers increase.
“When you start with something new, the first step you have is to attract customers by offering them reliable, fast and timely service and above all by avoiding wastage of time along the route; these are important criteria for winning the confidence of customers,” said Mr Mgedzi.
According to the project manager, the modern railway from Dar es Salaam to Morogoro would have a total of six stations Dar es Salaam, Pugu, Soga, Ruvu, Ngerengere and Morogoro.
Describing the lifespan of the envisaged railway, Mr Mgedzi said that its bridges had been designed to survive for 100 years, while the rail itself can survive for 40 years before major repairs. On electrical and communication systems, he said that it depended on the type of plant and cables that would be used, adding that the designs were still underway and that information about its lifespan would be released later
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Tanzania’s SGR is of higher quality compared to those already built in some countries in Africa. Mr Mgedzi mentioned Ethiopia, South Africa, Kenya and Morocco as among African countries that have built modern railways; but pointed out that the SGR built in those countries had a speed capacity of 120Km/h compared to 160 Km/h of Tanzania’s SGR[emoji115] [emoji115]
Sasa unapiga hesabu ya persenger services ambao hata wawawezi leta faida ...hapa tunaongelea freight Ambayo itachangia at least 90% ya faida, what the design capacity of the rail based on axle,speed,weight of the cargo...nenda Kule "Tanzania SGR updates" kuna formular nilionyesha hua inatumika ku calculateHivi ubora wa barabara ya rami unapimwa kwa magari mangapi yanapita kwa mwaka au uwezo (tonnes) of the track it can handle?
Pia ningependa kuelewa kwenye hoja yako ya frequency, hivi maelezo ya thread uliyasoma vizuri hasa hili eneo. Alafu compare nahuko Kenya.
The completion of the first phase of the project will facilitate the existence of three passenger trains as the starting point. The trains will be undertaking daily round trips between Dar es Salaam and Morogoro. Mr Mgedzi told the ‘Daily News’ that one passenger train can operate three to four trips per day between Dar es Salaam and Morogoro , thus making it possible to have a total of nine to 12 trips per day, but the number can be increased as passengers increase.
Hahaha!maneno ya kukata tamaa hayo.Ya wenzetu ishaaanza kazi sisi hiyo best iko kwenye PAPER WORK
Tusubiri ikamilike ndio tuseme
Reli yetu ya diesel iko na rate of climb of 1.2% all section, which means more bridges just to make it aligned, lakini it means it requires less traction force to move, hata kama ni diesel inatumia kidogo.how will those many frequencies be economical in comparison to fewer frequencies of electrical trains n yet u will be using diesel engines? Do u know global oil price fluctuates! Be reminded u have a Chinese loan to pay that needs ur running cost be lowest. Mind u many frequencies of a wagon train that moves 80 km/h in comparison to fewer frequencies of astronomical large cargo of electrical train cruising at 120km/h is no brainer. Wacha upumbavu..
Uganda rail presentation powerpoint by min.of.transport... Soma vizuri 35milln tonnes is the upper limit, while tz rail as mentioned up there is 25 mln tonnesEspecially kwa capacity ya locomotives walizonunua ati 4000 tonnes per train n moving at 80 km/h.
where is fuel coming about? Ours will be electrical run! In proper explanation electromagnet run. Even if ur rail is 100% flat the speed n axle load that necessitate many frequences of diesel run engine is uneconomical!Reli yetu ya diesel iko na rate of climb of 1.2% all section, which means more bridges just to make it aligned, lakini it means it requires less traction force to move, hata kama ni diesel inatumia kidogo.
Reli ya Tz iko na steeper climbing rate of 1.8% on easy section and 2% on difficult sections, this significantly reduces the cost of construction but it means the locos need access to instant energy to push through all that weight, so don't be surprised if you end up with a fuel bill that isn't that significantly less than diesel.
2nd issue. Nakumbuka nikiwa Uni, tulisoma kitu inaitwa "Operations Research" specifically 'Simulation and Modelling' hapo ndo niligundua there is no sure thing mpaka upige mahesabu, it might look like a no brainer kumbe you are actually making loses .
Like I showed you in the other thread, your 10,000 tonne train will take like 10 hours to be full... And then leave at 120km/hr...
A kenyan train might be leaving after every 3hours travelling at 80km/hr ...
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So in short, for Tz, ni mzigo unaofika on the 10th hr ndo utafikishwa haraka, but mzigo unaoingia 7am utangoja 10hrs ndo uende.
Kama distance ni 400km mzigo huo wa 10,000 tonns utachukua 3.4hrs at 120km/hr.
On Kenya rail mzigo wa 7am utatoka 9am utachukua 5 hrs lakini utakua na 7hrs head start kwasababu unatoka after 3 hrs, trip ya pili wa 4000tns utakua na 4hr head start...na trip ya tatu itatoka saa tisa mchana na ichukue 5hrs na ifike destination saa mbili usiku 8pm... That means kuanzia saa moja hadi saa mbili usiku kutakua Treni tatu zimebeba 4000x3= 12,000tonnes at greater frequency
On the other hand Treni ya tz ya 10,000 itajaa sa kumi alafu itumie 3.4 hrs kufika destination 400km away...i.e itafika 7.40pm na mizigo yote kwa mpigo... Tofauti ni 20min ealier vs 2000 more tonnes.
Niujinga sana kubishania juu ya mataruma. Umeshindwa kutoa evidence kama mimiAREMA is not modern in the 21st century
Nlikupea evidence Jana...and told u magu went for Arema because its cheapNiujinga sana kubishania juu ya mataruma. Umeshindwa kutoa evidence kama mimi
Okay sawa. Hope know you are very happyNlikupea evidence Jana...and told u magu went for Arema because its cheap