Consulting and Feasibility Study for Establishing Railway Electronic Interlocking System for Egypt
Establishment of Algeria's2013 KSP National System VisionConsulting 2030 Chapter 12
2013 System Consulting: Cadastre, Transportation
1. Vision 2030 and Indicator Analysis 2. Algeria and the Global Economy 1. Consulting and Feasibility Study for Establishing Railway 3. Current Issues Facing Algeria’s Economy Electronic Interlocking System for Egypt 4.Vision Scenarios 2. Support for the Establishment of the Chile Cadastral 5. Conclusions Information Management System
Establishment of Algeria's2013 KSP National System VisionConsulting 2030 Chapter 1
Consulting and Feasibility Study for Establishing Railway Electronic Interlocking System for Egypt
1. Vision 2030 and Indicator Analysis 2. Algeria and the Global Economy Hwang Gook-hwan, Director General, Korea Eximbank 3. Current Issues Facing Algeria’s Economy Young-Seok Kim, Director, Korea Eximbank 4.Vision Scenarios In-sik Bang, Loan Officer, Korea Eximbank 5. Conclusions Yea-seul Lim, Research officer, Korea Eximbank List of Abbreviations
List of Abbreviations
Abbreviation Full Description ABS Automatic Block System AC Alternative Current AF Audio Frequency ATC Automatic Train Control ATO Automatic Train Operation ATP Automatic Train Protection ATS Automatic Train Stop BTM Balise Transmission Module CAU Compact Antenna Unit CCTV Closed-circuit television COD Corrugated Optic Duct COMC Communication Operator CPU Central processing unit CTC Centralized Traffic Control DC Direct Current DLP Digtal Light Processing EDCF Economic Development Cooperation Fund EIS Electronic Interlocking System EMC Electromagnetic Compatibility EMI Electromagnetic Interference EMS Electromagnetic Susceptibility
042•2013 System Consulting: Cadastre, Transportation List of Abbreviations
Abbreviation Full Description EN European Norm ENMT Egyptian National Ministry of Transport ENR Egyptian National Railways ERTMS European Rail Traffic Management System ETCS European Train Control System GDP Gross domestic product GMT Greenwich mean time GNP Gross national product GPS Gallons per second, Global Positioning System GSM Global System for Mobile Communications GSM-R Global System for Mobile Communications - Railways IBRD International Bank for Reconstruction and Development IEC International Electro-technical Commission IFC International Finance Corporation ILO International Labour Organization IMF International Monetary Fund IP Internet Protocol ITU International Telecommunication Union ISO International Organization for Standardization KSP Knowledge Sharing Program KTX Korea Train eXpress MMI Man Machine Interface MVB Multifunction Vehicle Bus MSPP Multi Service Provisioning Platform LCD Liquid Crystal Display LAN Local area network LDP Large Display Panel LEU Lineside Electronic Unit ODA Official Development Assistance OPEC Organization of the Petroleum Exporting Countries PABX Private Automatic Branch Exchange RAMS Reliability, Availability, Maintainability, Safety RC Remote Control SCADA Supervisory Control And Data Acquisition System SDH Synchronous Digital Hierarchy SDU Speed and Distance Unit SIL Safety Integrity Level
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•043 List of Abbreviations
Abbreviation Full Description SRS System Requirement Specification SSI Solid State Interlocking STM Specific Transmission Module TDM Time Division Multiplexing TTC Total Traffic Control TVM Transmission Vehicles Machine UIC Union International Corporation UN United Nations UPS Uninterruptible Power System VCU Vehicle Control Unit. VDX Vital Digital I/O Unit. Vital VHF Very high frequency VOIP Voice over IP WB World Bank WHO World Health Organization WTO World Trade Organization
044•2013 System Consulting: Cadastre, Transportation Summary
1. Project Background and Objective
Compared to the world's significantly developing high level of railway technology, Egypt's technology stays aged due to the delay of investment and new technology to the railway facility and it causes negative effects on functioning in railway system and the passenger and freight transport as well as safety accidents in Egypt. So the manpower and cost demand for railway system maintenance is getting increased at this point. Also, regarding the part supply, Egypt is mostly depending on overseas manufactures even for the minor demand of the part and it is one of the factors that has a negative impact on economic development in Egypt.
Especially, the mechanical interlocking system and level crossing installed and operated in most of the railway lines (80%) in Egypt have limited function in train speed improvement that causes many delays in transport so the complains from passengers, low effectiveness in railway operations and safety. To resolve those inconveniences in railway system, an improvement in EIS and communication system would be essential in regard to economic aspect as well as the effectiveness and safety in railway operation. Most of all, an improved railway service and train speed will accommodate more passenger and freight transport that means increase in operation profit which can be reinvested in railway facilities, means the virtuous circulation of more active railway industry in Egypt.
KSP system consulting aims to support the establishment of EIS in the 118km of the railway section of Nagh Hamady ~ Luxor in Egypt based on Korea’s experience in
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•045 development and establishment of railway EIS and to enhance the ENR’s capability in system management and administration. To achieve those objectives, this project will suggest the method of EIS establishment and management and maintenance by research and analysis of existing signalling system and demand of related parties. It will also implement an assessment of estimated cost and feasibility of the project for its realization in the future. It will ultimately help to improve the quality of the railway system based on the stability, accuracy and effectiveness of the Egyptian railway operation, and finally it is expected to contribute to Egypt’s socio-economic development by the improvement of tourism and basic industry with the increased transport and reduced operation time of the train.
According to discussion with ENR, a specific objective that the number of times of train operation will be improved to 200 trips/day(Max.) from 78 trips/day and the maximum operation speed will be improved to 160km/h from 120 km/h was set. To achieve that goal, KSP system consulting suggested an appropriate EIS establishment model and the ATP(ERTMS/ ETCS Level.1), on-board signalling system which is a proper system for the train speed up was especially suggested.
2. Overview of Main Project
The project area is the section from Nagh Hamady to Luxor (118km) in Egypt, and composed of 24 stations; 6 major passenger handling stations and 18 general stations. The maintenance center is planned to be located and operated in 3 stations including Nagh Hamady, Qena and Luxor, and the CTC center and signaling communication center are planned to be located and operated in Qena station.
046•2013 System Consulting: Cadastre, Transportation Project performance period is planned to be 44 months in total excluding the consultant selection period of three months for the effective implementation of the project. The period of consulting service is 44 months including basic design, bid preparation, proposal evaluation support and construction supervision and 36 months out of 44 months is planned for system creation, supply and construction. The contractor is responsible for 2 years of defect guarantee and maintenance support since the completion of the project.
Project Timeline
Project period(44 months) After Classification 1st year 2nd year 3rd year 4th year completion
2) manufacture purchase and construction 3) Individual and comprehensive commissioning and close out 4) Defect guarantee and maintenance support
The scope of this project covers consulting service(including bidding support such as proposal evaluation, contract negotiation, etc.), system creation, supply and construction(establishment of EIS, ATP(ERTMS/ETCS Level.1) on-board signaling system, CTC, communication facility(network), education facility, building, power supply equipment and supply of test instrument and spare part and the support of education, training and maintenance.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•047 3. Analysis of Project Implementation Plan
Major project volume and details are stated in the following table.
Classification Project size, range and content Remarks
1. Project section • 118km between Nagh Hamady and Luxor • 24 stations : Nagh Hamady, Salamia, Rahmania, Yasminia, Faw, Deshna, Marashda, Samata, Awlad 2. Number of station Amr, Makhadam, Gazera, Qena, Ashraaf Qebly, Al Ashraaf, Apnod, Qeft, Krteh, Qos, Shiekh Amer, Shanhoria, Khezam, Zenia, Karnak, Luxor 3. Central control center • One place(Installation within Qena station)
4. Signal communication • One place(Installation within Qena station) office
5. Maintenance center • Three places(Nagh Hamady, Qena, Luxor)
6. Electronic interlocking • Installation in premises of 16 stations and between system (EIS) stations
• Signaller device, electric track point machine box, 1) Site facility track circuit device, blocking device, electric track device, cable device, grounding facility
• Electronic interlocking device(interlocking logic part, display control part, communication control 2) Indoor facility part, maintenance section, power supply section), track circuit device, blocking device, resister rack, branching part rack • Power distribution panel, UPS(for interlocking 3) Power supply facility device), rectifier, battery, generator
4) Crossings facility • Alarm, breaker, crossings control unit
7. ATP(ERTMS/ETCS Level.1) • ATP wayside system(LEU equipment, Balise, Cable onboard signal system etc.) 8. Central control system • Control facility H/W, S/W, Information transmission (CTC) device, Power supply facility 9. Communication • Transmission network facility, train radio facility, facility(Network) communication equipment for station work • EIS, ATP on-board system, level crossing facility, 10. Education facility communication facility
048•2013 System Consulting: Cadastre, Transportation
Scope of Railway Signal System Project
Classification Project size, range and content Remarks
• Control room, signal communication machine 11. Building room, power supply room, education/training room, maintenance center
• Electrical facilities construction(receiving and 12. Power supply facility distributing electricity equipment, building electricity, etc.)
13. Test equipment and Test equipment and tools, spare parts spare parts Basic design and bid proposal preparation, 14. Consulting service construction supervision 15. Education/training and Local and overseas education, maintenance support maintenance support (two years after completion)
4. Analysis of Project Cost
Project cost was classified into direct project cost and indirect project cost. Direct project cost includes electronic interlocking system implementation, ATP(ERTMS/ ETCS Level.1) on-board system implementation, CTC (Central Traffic Control) implementation, communication facility(network) implementation, education facility implementation, building, power supply facility, test equipment and spares, consulting service education and training, maintenance support, project management, transportation, and etc. and indirect project cost includes taxes and the public utilities' charge, reserve fund, loan handling fee, and etc..
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•049
Estimated Project Cost (Unit : USD)
Content(EDCF) Egypt Classification Foreign currency Total Local (GOE) Subtotal Third currency Korea Power
1. Direct project cost 75,338,115 6,755,996 16,252,178 98,346,289 98,346,289
1.1 Electronic interlocking 35,660,156 5,090,150 6,345,073 47,095,378 47,095,378 system implementation
1.6 Building establishment 3,826,872 3,826,872 3,826,872
1.7 Power supply facilities 2,417,736 2,417,736 2,417,736 implementation
1.8 Test equipment and spare 2,199,089 172,163 2,371,252 2,371,252 parts
1.9 Consulting service 3,619,175 662,212 4,281,388 4,281,388
1.10 Education/training & 4,162,219 4,162,219 4,162,219 Maintenance support
1.11 Transportation cost (2% of signal communication 1,087,815 114,776 1,202,591 1,202,591 system material cost)
2. Taxes and the public utilities' 1,625,218 1,625,218 charge
3. Reserve fund 10,008,291 825,853 5,682,899 16,517,043 16,517,043
4. Loan handling fee(0.1% of direct project cost and reserve 85,346 7,582 21,935 114,863 114,863 fund)
Total project cost 85,432,000 7,589,000 21,957,000 114,978,000 1,625,000 116,603,000
Compared to EDCF(%) 74.3% 6.6% 19.1% 100.0%
Compared to total project cost(%) 73.3% 6.5% 18.8% 98.6% 1.4% 100.0%
050•2013 System Consulting: Cadastre, Transportation 5. Technical Feasibility
An optimal system which is technically feasible was reviewed and reflected to this project that will contribute to efficient operation and maintenance as well as provision of safety and reliability and improvement of transport capacity and train speed in the Egyptian railway system. Here are the details.
• Implement centralized Electronic interlocking system to integrate operation cabins which are distributed to 2~3 places to be operated in a station yard to ensure safety and reliability. • For train operation control, CTC (Central control system) was implemented instead of depending train's radio device to enable monitoring and control. • Train control method is to be replaced with 5-display automatic blocking device from Tokenless which is 1 blocking between stations to accommodate transport demand and to shorten the number of times of train operation. • For train control facility, ATP(ERTMS/ETCS Level.1) on-board system is to be introduced to prepare for of speed-up and system standardization in the future. And, it was applied considering compliance with Egyptian railway policy • Provide safe train operation and improved passengers service through implementing communication facility such as wire infrastructure based on optic fiber cable, train's radio facility in LAN/WAN, VHF analog method, exchange facility, control phone facility, and electric clock facility.
6. Economic Feasibility
According to the result of economical analysis for this project, it was shown that EIRR was 20.68%, which is higher than social discount rate, 12.0%, and ENPV was $56,000,000, which is larger than 0, and B/C is 1.48, which is larger than 1. Thus, economic feasibility of this project was considered good.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•051
Analysis Result of Economic Feasibility
Classification Details
• Social discount rate: 12%, developing country based on「EDCF project feasibility study guideline」 • Period of assessment : 18 years = 3y(construction) + 15y(operation) • Korean Railway Corporation's clause 5 in “fixed property accounting Prerequisite guideline (2013-58, finally revised in August 23th, 2013.08.23)” • Base period and base price : Constant prices in 2013 • Inflation rate : 9.46%, average level of consumer price rise rate for recent 3 years in Egypt
• 20.68% of EIRR, $56,000,000 of NPV after assessment of economic freasibility • 1.48 of B/R – considered feasible
Classification Analysis Result Decision Criteria Remarks EIRR(Economic EIRR : 20.68% > Result Internal Rate of 20.68% Social discount Return) rate(12%) Economically NPV(Net Present ENPV : 56 million 56 million USD feasible Value) US$ > 0 B/C(Benefit-Cost 1.48 B/C : 1.48 > 1.0 Ratio)
052•2013 System Consulting: Cadastre, Transportation I Project Overview
1. Project Background and Objective
1.1. Project Background
The railway industry in Egypt has had its significant development since the railway establishment in between Alexandria - Kafer Eassa which is an initial railway line among the region of Egypt, Middle East and Africa, and now it is regarded as the biggest railway market in those regions with bigger volume in freight transportation than the sum of those in Algeria, Iran, Morocco, Tunisia and Turkey and the demand for better infrastructure is getting higher according to the tourism increase in Egypt.
An improvement in infrastructure is also critically needed wherein there are consistent human accidents derived from the aged railway system in Egypt such as the railway vehicle crush arisen in southern part of Cairo in Aug. 2006 and Oct. 2009, train and school bus crush with 48 human victims in northern part of Assuit, the local city of Egypt, in Nov. 2012, and the 15 human victims from the train accident in Al Badrashin of Giza in Jan. 2013. According to the CAPMAS(Central Agency for Public Mobilization and Statistics)'s research, total 130 cases of railway accident have been arisen from Oct. to Dec. in 2013 which is comparably higher score than those cases in the same period of 2011 at 94 cases.
The main reasons of those railway accidents are not only due to the aged railway facilities, but also the lack of people’s awareness of safety. For instance, in Egypt, the
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•053 citizens are using around 4,000 illegally created level crossings besides the 1,332 legal level crossings. The lack of manpower for maintenance is also another principle cause of the accident. Despite the frequent robberies on the railway facilities, the number of corresponding maintenance employees is not subsequent and their capability is limited.
Compared to the world's significantly developing high level of railway technology, Egypt's technology stays aged due to the delayed investment. As s result, a frequent malfunction of the old railway system doesn’t meet the demand of passenger and freight transportation and also it is not good at prevention of safety accident and the effective management of maintenance due to the high maintenance fee. In addition, the delayed improvement in Egyptian railway industry has a negative impact on Egypt’s national economy especially in part supply. Egypt is mostly depending on overseas manufactures even for the minor damand of the part.
The mechanical interlocking system and level crossing installed and operated in most of the railway lines (80%) of Egypt have limited function in train speed improvement that causes many delay in transportation so the complains from passengers, low effectiveness in railway operations as well as safety.
To resolve those inconveniences in railway system, an establishment of EIS and communication system would be essential in regards to economic aspect as well as the effectiveness and safety in railway operation. An improvement in EIS and communication system assures the safe and prompt train operation without railway accidents and the improved railway service and train speed will accommodate more passenger and freight transportation that means an increase in operation profit which can be reinvested in railway facilities, means the virtuous circulation of more active railway industry.
By realizing the needs for improving current problems of railway system and enhancement of investment, Egyptian government announced their willingness of concentrated investment in railway system improvement and modernization by raising an international fund and now they are implementing ENRRP (Egypt National Restructuring Project) which is a project for a railway signaling facility improvement.
The ENRRP consists of 3 levels and is being implemented by Egyptian government's own budget, plus the World Bank loans.
The principal body of responsibility for the project is Egyptian National Railways(herein after named ENR). Their time plan for the project was set as from 2009 to 2015, but it has been delayed due to the unstable political environment since the Egyptian democratization movement in 2011.
054•2013 System Consulting: Cadastre, Transportation In the mean time, the government of Egypt has established a 10 years- investment plan to be executed with a fund of ￡E 100 billion (15. 4 billion won) from 2013 to 2023 by setting their major national development policy to secure and develop the railway infrastructure.
In that regard, in addition to the project area, the government of Egypt has set up the plan to establish an Electronic Interlocking System(herein after named EIS) in between Assayout ~ Souhag and Bani Suef ~ Assyout with the loan from various international supporting bodies including World Bank. Also, nowadays many Middle East and African countries are adopting ATP(ERTMS/ETCS Level.1) on-board signalling system which is an European standard signaling system. To keep pace with this tendency, Egypt also promoted a plan to adopt the ATP(ERTMS/ETCS Level. 1), on-board signalling system.
Furthermore, the government of Egypt has planned on laying an optic fiber cable onto all railway tracks in Egypt to establish a new communication system and also they have a plan to speed up the 294km of the section of Alexandria ~ Aswan and Luxor ~ hurghada. The 118km of Nagh Hamady ~ Luxor section for this project is a major section which tourist transport demand has been significantly increasing nowadays. So the government of Egypt has requested this project to Korea to establish the EIS without further delay by learning Korea’s long time experience of their own development and establishment of modernized railway signalling system.
1.2. Project Objectives
KSP system consulting aimed to support the establishment of EIS in the 118km railway section of Nagh Hamady ~ Luxor in Egypt based on Korea’s experience in development and establishment of railway EIS and to enhance the ENR’s capability in system management and administration.
To achieve those objectives, this project suggested the method of EIS establishment and management and maintenance by research and analysis of existing signaling system and demand of related parties. It also implemented an assessment of estimated cost and feasibility of the project for its realization in the future. It will ultimately help to improve the quality of the railway system based on stability, accuracy and effectiveness of the Egyptian railway operation and finally it is expected to contribute to Egypt’s socio-economic development by the improvement of tourism and basic industry with the increased transport and reduced operation time of the train.
According to discussion with ENR, a specific objective that the number of times of train operation will be improved to 200 trips/day(Max.) from 78 trips/day and the
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•055 maximum operation speed will be improved to 160km/h from 120 km/h was set. To achieve that goal, KSP system consulting suggested an appropriate EIS establishment model and the ATP(ERTMS/ ETCS Level.1), on-board signalling system which is a proper system for the train speed up was especially suggested.
2. Overview of Main Project
2.1. Project Executing Agency
Project executing agency is Egyptian National Railways (herein after called ENR) which is the largest railway operating agency under the Ministry of Transport of Egypt.
2.2. Project Area
The project area is located in the section from Nagh Hamady to Luxor (118km) in Egypt, and composed of 24 stations; 6 major passenger handling stations and 18 general stations. However, 8 small sized stations, (Rahmania, Faw, Marashda, Makhadam, Ashraaf Qebly, Krteh, Shiekh Amer, Zenia) among the existing 18 stations are only for passenger operation without turnouts and will be excluded from the EIS establishment scheme.
Egypt's Railway Line Status (Project Area)
056•2013 System Consulting: Cadastre, Transportation Existing Railway Map for Egypt's Nagh Hamady ~ Luxor 118kmr Section (24 Stations)
Note1) *Indication is main station and (16) means interlocking stations.
2.3. Project Period
Project performance period is expected to be 44 months in total excluding the consultant selection period of three months. Major project contents are as follow:
1) Consultant selection period : three months
- Around three months, for bid procedure execution period, are required for the project performance institutes to select a consulting company.
2) Consulting service period : 44 months
- 44 months for consulting service period consist of 8 months for basic design, bidding preparation, and bid evaluation supporting task, and 36 months for construction supervision task.
3) System manufacturing/provi=sion, and construction period : 36 months
A project period of 36 months is planned for system design, construction design, product purchase, manufacture, transportation, installation, test and commissioning after selection of a contractor and conclusion of a contract according to the bidding and evaluation procedures. And, construction plan by phase for project section is to be established and carried out by the project proposer. And, education/ training within the project period is to be performed as well, and the contractor should provide 2-years defect warranty after completion and implement the defect warranty service to deal with all relevant systems (signaling, communication, power supply and ATP etc.) which provide the maintenance staff in Egypt with on-the-job training during that period.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•059 4) Project timeline and major tasks of project executing agency
In the first year, the project execution agency will start the schedule with bidding process for selecting a consulting company, and once the consulting company is selected, they will go on to the management process of basic design, bidding preparation, bid evaluation, selection of a contractor and approval. From the second year to fourth year, for 4 years period, they will go on to the planning and management process of local and international education and training covering respective equipment according to establishment of new system, also they will implement supervision of full system commissioning during this period. In addition, they will group and manage the organization of project management in order to establish a stable system and have in place maintenance system by managing organization, task assignment, completion of guidance for procedure for system operation and maintenance after completion of construction.
Project Timeline
Project period(44 months)
Classification 1st year 2th year 3th year 4th year
7) Education/training(including overseas and home)
8) Delivery of spare parts and completion publication
9) System take-over
10) Defect guarantee and maintenance support (Two years after completion)
5. Project timeline of project excuting agency
1) Project management(Design and construction)
2) Education/training and full system commissioning
3) Operation and maintenance
Note 1) Project execution schedule can be changed local situation of project execution institute, and detailed schedule plan Note 2) No. 5 refers to the major project timeline of project excuting agency, ENR
2.4. Project Scope
Major project contents of the main projectare are as follow.
1) Consulting service
Contents of consultancy service to be performed after the project completion are as follows:
• Basic design • Bid document preparation • Supporting selection of contractor (including bid supporting task such as proposal evaluation, and etc.) • Construction supervision
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•061 2) Establishment of electronic interlocking system
Contents of electronic interlocking system Establishment for 16 stations (including 6 major stations) between Nagh Hamady and Luxor, (118km) in this project area are as follows:
• Establishment of site facility (signaling device, electric point machine, track circuit device, block equipment, distribution box, cable device, removal of existing facility, and etc.) • Establishment of indoor facility (electronic interlocking device, track circuit device, power supply/distribution device and etc.) • Establishment of level crossing facility
3) Implementation of ATP(ETCS Level.1) on-board system
Contents of ATP(ETCS Level.1) on-board system implementation project for 16 stations (including 6 major stations) between Nagh Hamady and Luxor, (118km) in this project area) is as follows: • Establishment of ATP wayside facility (LEU device, balise device, cable device and etc.)
4) Implementation of CTC (Centralized Traffic Control)
Contents of CTC (Centralized Traffic Control) establishment for supervising and controlling train operation in this project section are as follows. • Establishment of H/W and S/W for control facility • Establishment of information transmission facility by station • Establishment of uninterruptible power supply (UPS)
5) Establishment of communication facility (network)
Contents of implementation project including transmission network facilities in 16 stations (including 6 major stations) between Nagh Hamady and Luxor, (118km) in this project section are as follows. • Establishment of transmission network equipment • Establishment of train radio equipment • Establishment of communication equipment for station and etc.
6) Implementation of education facilities
Contents of education/training facilities establishment for operation/maintenance manpower in this project section are as follows.
062•2013 System Consulting: Cadastre, Transportation • Establishment of electronic interlocking system(signal, electronic point machine, track circuit system, block system, electronic interlocking system, power supply system, etc.) • Establishment of ATP wayside system(LEU, Balise, etc.) • Establishment of level crossing facilities(Disconnector, Warning Bell, Level Crossing Control Unit, etc.) • Establishment of communication equipments(Transport network, Radio telephone, etc.)
7) Establishment of building
Contents of building establishment project to attract signal, communication, power, control, and education facilities for 16 stations in this project section are as follows.
• Establishment of control room • Establishment of signal communication machine room and power supply room • Establishment of signal class room, maintenance office, and local office • Establishment of other function rooms
8) Establishment of power facilities
Contents of power supply facilities establishment project in accordance with signal and communication facilities establishment including EIS in 16 stations (including 6 major stations) between Nagh Hamady and Luxor, 118km in this project section are as follows.
• Establishment of electric facilities to supply power to each signaling, communication, and control (but, Egypt's commercial power supply method is applied.) • Electrical insulation for signal communication machine room
9) Other projects
Contents of other projects in accordance with EIS's modernization are as follows.
• Supply of test equipment, tools, and spare parts • Performance of local education (Egypt) and overseas education (Korea) for local technician and engineer’s education/training • Support of maintenance (2 years after completion)
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•063 2.5. Estimated Project Cost
Estimated project costs and contents are as follows.
Estimated Project Cost (Unit : USD)
Content(EDCF)
Egypt Classification Foreign currency Total Local (GOE) Subtotal Third currency Korea Power
1. Direct project cost 75,338,115 6,755,996 16,252,178 98,346,289 98,346,289
1.1 Electronic interlocking system 35,660,156 5,090,150 6,345,073 47,095,378 47,095,378 implementation
A. Site facilities 22,749,774 2,538,506 4,567,229 29,855,509 29,855,509
B. Indoor facilities 6,648,064 2,551,644 1,568,627 10,768,335 10,768,335
C. Power supply facilities 2,638,837 34,177 2,673,014 2,673,014
D. Level crossings facilities 3,623,481 175,040 3,798,520 3,798,520
A. Electronic interlocking system 270,375 19,253 289,627 289,627
B. ATP Wayside facilities 157,959 157,959 157,959
064•2013 System Consulting: Cadastre, Transportation
Estimated Project Cost (Unit : USD)
Content(EDCF)
Egypt Classification Foreign currency Total Local (GOE) Subtotal Third currency Korea Power
C. Level Crossings facilities 30,589 1,247 31,836 31,836
D. Communication facilities 315,212 315,212 315,212
1.6 Building establishment 3,826,872 3,826,872 3,826,872
A. Control room 352,017 352,017 352,017
B. Signal communication machine 1,367,607 1,367,607 1,367,607 room
C. Power supply room 1,605,522 1,605,522 1,605,522
D. Education/training room 178,032 178,032 178,032
E. Maintenance center(including 323,694 323,694 323,694 office)
1.7 Power supply facilities 2,417,736 2,417,736 2,417,736 implementation
A. Electric facilities construction 2,417,736 2,417,736 2,417,736
1.8 Test equipment and spare parts 2,199,089 172,163 2,371,252 2,371,252
A. Test equipment and tools 590,152 590,152 590,152
B. Spare parts (3% of signal 1,608,937 172,163 1,781,100 1,781,100 communication system material)
1.9 Consulting service 3,619,175 662,212 4,281,388 4,281,388
A. Basic design and bid proposal 850,440 73,170 923,610 923,610 preparation
B. Construction supervision 2,768,735 589,042 3,357,778 3,357,778
1.10 Education/training & 4,162,219 4,162,219 4,162,219 Maintenance support
A. Local education 247,734 247,734 247,734
B. Korea's education 309,533 309,533 309,533
C. Maintenance support (two years 3,604,952 3,604,952 3,604,952 after completion)
1.11 Transportation cost (2% of signal communication system 1,087,815 114,776 1,202,591 1,202,591 material cost)
2. Taxes and the public utilities' 1,625,218 1,625,218 charge
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•065
Estimated Project Cost (Unit : USD)
Content(EDCF)
Egypt Classification Foreign currency Total Local (GOE) Subtotal Third currency Korea Power 2.1 VAT 1,625,218 1,625,218 (10% of Domestic service cost)
2.2 Tariff (0% of Foreign material cost)
3. Reserve fund 10,008,291 825,853 5,682,899 16,517,043 16,517,043
3.1 Quantity reserve fund(5% of 3,766,905 337,800 812,609 4,917,314 4,917,314 direct project cost)
3.2 Price reserve fund 6,241,386 488,053 4,870,290 11,599,729 11,599,729
4. Loan handling fee(0.1% of direct 85,346 7,582 21,935 114,863 114,863 project cost and reserve fund)
Total project cost 85,432,000 7,589,000 21,957,000 114,978,000 1,625,000 116,603,000
Compared to EDCF(%) 74.3% 6.6% 19.1% 100.0%
Compared to total project cost(%) 73.3% 6.5% 18.8% 98.6% 1.4% 100.0%
3. Project Finance Arrangement
As a result of feasibility study, the estimated project cost has been calculated at $114,978,000(VAT excluded). The project cost that Egyptian government requested to EDCF was $100,000,000, so an additional funding of around $14,978,000 is needed. However, whether the official development aid for the additional funding is provided was not yet settled, and it would be finalized after the agreement between EDCF and Egyptian government according to the result of this project.
The major factor that drives the project cost to increase is due to the Egyptian government’s request to apply the ATP(ERTMS/ETCS Level.1) on-board signaling system to this project area in addition to the EIS, CTC and communication network facility as per their direction of national policy. In case $100,000,000 loan from the EDCF is supported, a method that the Egyptian government can secure the additional amount of finance is one, by their own effort to secure it and two is they request it to the EDCF and three, they ask a loan to other international bodies and etc..
066•2013 System Consulting: Cadastre, Transportation 4. Expected Effects of Main Project
The expected effects of main project to Egypt are stated in the following table.
Expected effects of main project to Egypt
Classification expected effects • Enhancement in relationship between Egypt and Korea for mutual benefits • Enhancement in composition of railway network relayed with External near countries. • Enhancement in profit of transportation according to increased number of trade and improvement of their public image • Improvement in train operation speed (from 120km/h to 160km/h) - Improvement in demand and profit of transportation according to shortened train running time - Improvement in cost for handling accident and maintenance thanks to the stable train operation Econimic • Improvement in Egypt’s railway, tourism and basic industry - Improvement in export of technology according to improved railway technology and operation capability to near countries - Improvement in demand for tourism and logistics and other related industries thanks to the improved effective train Internal operation • Improvement in floating population and rail station area - Improvement in national income according to activated regional economy - Improvement in public service and image thanks to the improved safety in train Social - Improvement in welfare by use of safer railway traffic for low- income house holds • Improvement in railway operation environment - Improvement in work environment of operation and maintenance according to the modernized system and established education facilities
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•067 II Analysis of Project Area
1. General Informations
Egypt is located in the shore of the Mediterranean of northeastern Africa, with the area size of 1,001 thousand km² (5 times larger than the Korean Peninsula). Population is 83 million, and the national capital is Cairo with 18 millions living in this biggest city of Africa, The official language is Arabic, and Islam accounts for 90 % in religion. Egypt declared its independence from England on February 1922. Egypt is a member of international organizations such as UN, IMF, IBRD, IFC, ILO, WHO, WTO, and it has a presidential system.
Map of Egypt
068•2013 System Consulting: Cadastre, Transportation Seeing the trade status between Egypt and Korea, Korea exported around $1,807,000,000 in 2013 and the major items were automobile, parts of an automobile and synthetic resins, etc.. Korea’s import amount was at $802,000,000 and the main import items were natural gas and petrochemicals, etc.. The volume of direct investment between Egypt and Korea is that the investment from Korea to Egypt was at $7,428,000 in 2010, $7,678,000 in 2011, $1,507,000 in 2012 and the investment from Egypt to Korea was at $1,224,000 in 2010, $1,062,000 in 2011 and $931,000 in 2012.
General Status of Egypt
Item Detail Remarks
Name of state • The Arab Republic of Egypt
Capital • Cairo(population about 18Mil, 2010.4)
• 1.001million km2 (Quintuple of the Korean Peninsula, desert of Area 95%)
Population • 81.8Mil(2012. 3, National Statistical Office)
• 99% of Hamitic race(including Egyptian, Bedouin and Berbers), Nationality 1% of others(Greeks, Nubian, Armenian, etc.)
Religion • Islam(about 90%), Christianity(7-10%)
Language • Arabic(official language), English, French
Foundation • 1922. 2. 22(independence from England)
Form of • Presidential government government • Adly Mansour(Acting President since 4 July 2013) Government • Ibrahim Mahlab(Prime Minister since 1 March 2014)
Holiday • Friday, Saturday
2. Political and Economic Status
2.1. Political Status
The Egyptian government is under semi-presidential system partially mixed with a parliamentary cabinet system based on republicanism. A presidential term is 4 years, two four-year consecutive terms available. Dissolution, emergency authority,
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•069 constitutional amendment and referendum, appointment of the prime minister and cabinet member, etc. are under president’s authority. In case of an accident of president, speaker of house, chief justice of the Supreme Court in turn can hold the power during the transition.
The People's Assembly is the principal legislative body. Out of the assembly’s 508 deputies, 498 are directly elected(332 by Party List System, 4-12 seats in 46 electoral districts, 116 by Individual Candidate System, 83 electoral districts and 2 seats per each electoral districts) while no more than 10 may be appointed by the President. The assembly sits for a five-year term but can be dissolved earlier by the President. They can have a legislative power and the right of approval for national policy, national economic and social development plan and national budget.
The Shura Council is the 207-member upper house of Parliament. In the Shura Council 180 members were directly elected(120 by Party List System, 30 electoral districts, 4 persons per each electoral districts, 60 by Individual Candidate System, 30 electoral districts, 2 persons per each electoral districts) and 90 members were appointed by the President for six-year terms. Their role is to consult president and parliament including a national economic and social development plan and every bill the president transmits to the parliament.
There are 27 states in Egypt including: Kafr El-Sheikh, Aswan, Damietta, Cairo, Giza, Suez, Sohag, Matrough, Port Said, Qalubiya, North Sinai, El-Monofeya, Red Sea, Ismailia, Gharbiya, South Sinai, Qena, New Valley, Assiut, Beni Sueif, Daqahlia, Alexandria, Beheira, Minya, Sharqiya, Fayoum and Luxor.
2.2. Economic Status
Egypt’s GDP is 214.4 billion dollar in the fiscal year of 2010, 231 billion dollar of 2011 and 254.4 billion dollar of 2012. Trade quantity is 76 billion dollar in 2010, 82.5 billion dollar in 2011 and 85.7 billion dollar in 2012, economic growth is 3% in recent 3 years. Current account loss is 2.84 billion dollar, GDP per capital is $2,680 in 2010, $2,731 in 2011 and $3,212 in 2012. Annual income of 7 million people, which is upper 10% is $15,000 and 40% of all population is in an absolute poverty level. The gap between the rich and poor is getting wider. For industrial structure, it consists of 30% of agriculture, 20% of manufacturing, and 50% of service.
070•2013 System Consulting: Cadastre, Transportation
Egypt Major Economic Indicator
Indicator 2009 2010 2011 2012
GDP(Nominal, $1 billion) 188.0 214.4 231.0 254.4
Per Head GDP(US) 2,431 2,680 2,731 3,212
Per Head GDP(US＄, PPP) 5,878 6,154 6,287 6,419
Unemployment(%) 8.7 9.0 12.0 13.5
Real economic growth rate(%) 4.7 5.1 1.8 2.2
Consumer prices rose rate(%) 8.1 11.1 14.6 4.1
Fiancial earnings and expenses (% of GDP) -7.0 -7.9 -9.6 -10.7
Export( $1 billion) 22.9 25 27.4 27
Import( $1 billion) 44.0 51 55.1 58.7
annual average exchange rate(US%) LE5.50 LE5.63 LE6.10 LE6.12
Note : 2011 is fiscal year of 2010/11(Jul.2010~Jun.2011) Data : EUI, BMI, Egyptian Central bank, American Chamber of Commerce in Egypt
Tourism, a major industry in Egypt, attracts foreign tourists of ten million every year; foreign exchange earning is 100 billion. (In 2011, due to civil revolution, tourism income is reduced to 8.7 billion dollar which is 30.4% decreased compared to 12.5 billion dollar in 2010. Suez Canal tolls earned 5.23 billion dollar (2011) and remittance of overseas workers contribute great to the domestic economy, and recently, natural gas has become a major export item. The amount of export regarding oil and gas in the fiscal year 2010/2011 reached 12.11 billion dollar; it accounts for 44.8% of overall export (27 billion dollar).
As an effort to expand their influence in the world economy, Egypt has entered into FTA (Free Trade Agreement) with a number of countries in the globe. Currently, it has concluded FTA with 50 countries in the world such as GAFTA (Arab world FTA, ’98.1), Common Market for Eastern and Southern Africa (COMESA, ’94.12), EU-Partnership ('04.6), Turkey (’07.3), EFTA ('07.8) and America and Russia. Moreover, Egypt has concluded a tripartite (Egypt, Israel, America) QIZ(Qualified Industrial Zone) treaty on December, 2004. Egypt is now receiving effects from the FTAs and it has been maintaining comprehensive economic cooperation relationship with EU since Egypt-EU cooperation Treaty (Association Agreement) took effect on January 1, 2010 and EU • Union for the Mediterranean (’08.7)
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•071 3. Status of Egyptian Railway
The beginning of Egyptian railway is that Abbas 1 constructed railway from Alexandria to Cairo section which is contracted with Robert Stephenson. Among this, the railway from Alexandria to Kafer Eassa section opened in 1854. 2 years later, all section started to operate in 1856 and this is the first railway in Africa and Middle East area. Currently, Egyptian railway track uses standard gauge track which is 1,435mm in width. The total route distance is 5,085km, with a total track distance of full length reach to 9,560km. Among this, 20km section is a four-track line, 1,466km section is double track, and 3,667 km is a single line.
Egyptian Railway Condition
Item Detail Remarks
Opening year • 1856
Total Route km • 5,085km
Gauge • 1435mm
Electrification • 63km(DC1500V)
Double track • 1,466km/keep to the left
Passenger Transport Volume • 0.842billion/year (per year) Freight Transport Volume • 12.5million/year (per year) • EC/795 DL/638 tubor train/30 DC/30 Rolling Stock • PC/3164 FC/10.592thousand • Passenger 60-80km/h(Tubor train 90-100km/h) Maximum speed • Goods 50-70km/h
Employees • 63,520(2013)
• Income 600.18million LE(1994/1995) Income and expense • Expense 800.14million LE(1994/1995)
072•2013 System Consulting: Cadastre, Transportation ENR Map
As it can be seen in the map, railway concentrated on delta area of down the Nile and Nile; the railway line reach to 2,920km in this area and inland area line such as other desert is 2,165km. Among all lines, 63km became electrification of railway that is Cairo~Helwan and Cairo~Heliopolis section for major commuters. Currently, detector malfunction rarely constructs in Africa and Middle East area. Therefore, electrical signal system is operating in 585km which accounts for about 12% of the region.
3.1. ENR (Egyptian National Railways)
ENR (Egyptian National Railways) is one of the biggest railway operators in the Arab and Africa, and the biggest single organization in Egypt. The number of employees is about 63,520. Railway transport is focused on passenger service;
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•073 5 hundred million passengers use its service every year, and this accounts for 35% of all passenger transport service. In regards to the freight, transported volume is 20,000ton per day, accounting for 12% of all freight transport volume. The major sections for passenger service is Cairo~Alexandria, Cairo~High Dam, Cairo~Damietta, Cairo~Port. These 4 sections account for 48% of all railway passenger service in Egypt. There are 81 main stations, 60 middle-sized stations, and 564 small-sized stations, overall 705 stations are being operated.
3.2. Egyptian National Railways Maintenance Organization
Currently, Egyptian railway is managed and operated by ENR under the supervision of Egyptian Ministry of Transport. Operation and Maintenance are the responsibility of ENR covering long and short distance passenger transport, freight transport, train station and other facilities and so on. Figure7 shows organization chart for maintenance in long distance passenger sector of ENR.
ENR Maintenance Organization
074•2013 System Consulting: Cadastre, Transportation 3.3. Egyptian National Railways Operation Status
Currently, ENR has 638 locomotives imported from various countries such as Germany, Canada, and America under its fleet.
Also, ENR has overall 3,100 passenger wagons; however, only 800 have air conditioner for first-class service despite its hot weather. One train set is usually in 10-car formation. 10,592 freight wagons are currently in service with max load of 40~70 tons and 50~70km/h of operating speed.
The ticketing system is based on a computer system which is very rare in Middle East and Africa. However, not all ticketing is done by using this system; 16 major stations and 30 ticketing counters in colleges in major cities and clubs that have a number of floating population.
4. Transport Demand Forecasting
4.1. The Status of Main Industrial Structure and Tourism Demand of Egypt
Manufacturing industry, power industry, agriculture and fisheries industry, extract industry, and wholesale and retail industry account for 67.2% of whole Egypt's industry as of 2011/2012 fiscal year in Egypt. The industry trends in 2010/2011 and 2011/2012, show the most stable growth was turned out to be the power/power distribution industry and communication industry. While power industry grew by 5.9% in 2011/2012, communication industry grew by 5.2% in 2011/2012.
Egypt was evaluated to be a nation which has most sound manufacturing base in the Middle East, and Africa, and its manufacturing sector has grown significantly with the enactment of investment law in 1974 in order to attract oil money in gulf area. So, the annual average growth rate of manufacturing industry from the beginning of 1970s and to 1982 exceeded 10%. Egypt produces the basic commodities for domestic use, and some products have enough competitiveness to export to neighboring countries.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•075
Egypt's Major Industry Structure (Based on 2011/12 Fiscal Year) (Unit : %) Growth Growth Sector Ratio Sector Ratio rate rate
Manufacturing 15.4 0.7 Transportation 4.3 2.8
Education, Power 14.7 5.9 4.1 2.8 medical service
Agriculture and fisheries 13.3 2.9 Tourism 3.9 2.3
Extract 13.2 0.1 Finance 3.8 2.2
Wholesale and retail 10.6 2.0 Suez canal 3.3 3.9
Construction 5.3 3.3 Real estate 2.8 2.2
Communication 4.4 5.2 -
Source : Central bank of Egypt
Egypt's population was 85.15 million in 2012, and annual nominal GDP in 2010 214.4 billion (USD), and the GDP per capital was 2,680 (USD). And, nominal GDP in 2012 was 254.4 billion (USD), and the GDP per capital was 3,212 (USD).
Egypt's Economic Indicator
Classification 2009 2010 2011 2012.09
GDP(nominal) (a billion (USD)) 188.0 214.4 231.0 254.4
GDP Per capita(USD) 2,431.0 2,680.0 2,731.0 3,212.0
Real economic growth rate 4.7% 5.1% 1.8% 2.3%
CPI rate of rise 8.1% 11.1% 14.6% 4.1%
Note : Based on Egypt's FY (2010/11 : July 2010 - June 2011) Source : EIU, BMI, Central Bank of Egypt, American Chamber of Commerce in Egypt
Egypt, which is one of the ancient civilization birthplaces, had maintained relatively high economic growth rate until the latter half of 2000, but its economic growth rate was lowered to about 1.8% due to political instability in accordance with revolution for democratization in 2011. And, the economic growth rate is expected to rise in the future. However, if the political instability continues, it could become a big obstacle for economic growth. At the time when economic growth rate was very high, inflation rate was also relatively high. That is, the consumer price
076•2013 System Consulting: Cadastre, Transportation rate in 2010 went up to 11.1%, and increased to 14.6% in 2011, but decreased 4.1% in 2012.
Tourism industry is one of core business sectors of Egypt. It is estimated that 25% of total tourists come from Middle East area, and 41% of total tourists come from North Africa, and Egypt is the 25th country to which the world' tourist visited most among nations, but its tourism entered severe stagnation since democratization movement in 2011. According to BMI (Project Monitor International), the number of tourists who visited Egypt in 2010 was 14.7 million but its number has decreased to 9.8 million since democratization movement in 2011, but bounced back to 13.2 million in 2013. And, if current political status changes to be stabilized, it is expected that the number of tourists will continue to increase in the future.
Europe 7,904 6,938 8,372 9,142 9,854 10,617 11,403 12,235
Middle East 1,855 1,613 2,216 2,343 2,573 2,693 2,863 3,076
Africa 411 379 519 579 623 651 688 739
U. S 388 365 401 538 561 594 641 676
Asia-Pacific 441 399 513 523 557 602 665 727
Total 14,731 9,845 12,109 13,219 14,261 15,254 16,364 17,567
Source : BMI(Project Monitor International), Estimates since 2012
4.2. The Performance Status of Passanger and Freight Transporation in Project Area According to recent three year's passenger transport record for railway from Nagh Hamady to Luxor section, the number of passengers in 2010/2011 was about 1.51 million, but it was decreased to 1.47 million in 2011/2012 due to social instability caused by democratic movement. This figure was also decreased to 1.42 million in 2012/2013.
In the meantime, freight transport record in this section showed approximately 250,000 tons in 2010/2011, but it was increased to 480,000 tons in 2011/2012, and continued to increase to 530,000 tons in 2012/2013.
It is estimated that passengers should depart from Cairo, which is Egypt' capital, to get through Luxor section from Nagh Hamady in order to access areas such as
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•077 Luxor and Aswan, which is very famous tourist attraction worldwide but social instability in Egypt has a big impact on tourists who use railway, and furthermore, this kind of social chaos will significantly influence the demand of passengers in Egypt.
However, as most of domestic freight such as sugar, molasses, petroleum pro, military, clay, phosphate, sugar cane, and ENR materials account for the freight transportation in Egypt, it is not relatively affected by social chaos. Therefore, it is expected that amount of freight transportation will continue to increase. And, if Egypt is stabilized politically and socially, so that this project develops without difficulty, speed of train will go up, operation system be improved, track capacity increase, thereby providing an opportunity for the basic industry to develop. As a result, it can be considered that when floating population goes up due to employment expansion, to increase the amount of passenger transportation as well as amount of railway freight transportation goes up.
Accomplishments of Passengers and Freights Transportation between Nagh Hamady and Luxor (Unit: 1.000)
Year Demand of passenger (number) Freight (ton)
2010/2011 1,513,166 248,330
2011/2012 1,467,771 484,069
2012/2013 1,423,778 525,632
Source : ENR's internal data
Graph Regarding the Number of Passenger and Freight between Nagh Hamady and Luxor
078•2013 System Consulting: Cadastre, Transportation
Accomplishments of Freight between Nagh Hamady and Luxor by Item (unit : ton)
Classification 2011/2010 2012/2011 2013/2012
sugar 6,491 0 0
molasses 32,771 39,513 29,547
petroleum proc 1,139 0 2,514
military 6,414 5,327 4,642
clay 48,400 249,120 306,880
phosphate 1,200 0 0
sugar cane 112,485 148,770 143,076
ENR materials 39,430 41,339 38,973
Total 248,330 484,069 525,632
Source : ENR
4.3. Transport Demand Forecast in Project Area
1) Future scenario • The transport demand forecast for passenger and freight transport was based on the future scenario of 200 trips/day of passenger and freight transport demand and for the daily line utilization, it was forecasted by scenario 1) 50% track capacity, 2) 75% of track capacity, considering average track capacity of 50%~75% per 200 trips/day.
• The capacity of the train operation for existing passenger and freight in project area is 56 passenger trips/day and 22 freight trips/day and the actual data was calculated from site investigation as 50 passenger trips/day and 10 freight trips/day, total 60 trips/day is being operated with 77% of track capacity. In conclusion, this project area has a low line allowance rate.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•079
Capacity of Train Operation in Project Area per Passenger & Freight Capacity of Train operation (Unit) Capacity Train for passenger Train for freight Total Unit % Unit % Unit % Capacity of train 56 72% 22 28% 78 100% operation Actual capacity of train 50 64% 10 13% 60 77% operation
• Total number of railway customer at 1,513,166 persons during fiscal year of 2010 and 2011 before the Egyptian democratization movement was applied to the database of passenser transportation performance and also, It is forecasted that the tourism will be increased after 2014. (source : BMI)
• Since the last 3 years in the project area, it is realized that the freight transportation has been continueously increased and total 525,632 tons of freight transportation volume during fiscal year of 2012 and 2013 were applied to the database of freight transportation volume.
A Data of Passenger and Freight Transportation in Project Area
Data of transportation Criteria Passenger Freight Total No. of Passenger transportation per 1,513,166 persons - 1,513,166 persons year (2010/2011) (A) Actual capacity of train for 50 trains - 50 trains passenger (B) No. of daily passenger transportation 4,146 persons - 4,146 persons (C=A/B) No. of passenger transportation 83 persons - 83 persons per 1 train (D=C/B) No. of freight transportation per year 525,632 - 525,632 tons (2012/2013) (E) tons Actual capacity of the train for - 10 trains 10 trains freight (F) No. of daily freight transportation - 1,440 tons 1,440 tons (G=E/F) No. of freight transportation per 1 train - 144 tons 144 tons (H=G/F)
080•2013 System Consulting: Cadastre, Transportation 2) Scenario 1 for demand forecast
When applied with 50% of track capacity (200 trips/day) to daily track use rate, 72 passenger trips/day and 28 freight trips/day, total 100 trips/day will be made as of the last project year (2032), and the demand forecast is as follows.
A Data of Passenger and Freight Transportation in Project Area (Scenario 1)
Data of transportation Criteria Passenger Freight Total
Capacity of Train operation(I) 72 trains 28 trains 100 trains
No.of Passenger transportation per year 2,181,240 Persons 2,181,240 Persons (2031/2032, J = K × 365day) No.of daily passenger transportation 4,146 Persons 4,146 Persons (K = I × D) No.of freight transportation per year 1,471,680 tons 1,471,680 tons (2031/2032, L = M × 365day) No.of daily freight transportation 4,032 tons 4,032 tons (M = I × H)
3) Scenario 2 for demand forecast
When applied with 75% of track capacity (200 trips/day) to daily track use rate, 108 passenger trips/day and 42 freight trips/day, total 150 trips/day will be made as of the last project year (2032), and the demand forecast is as follows.
A Data of Passenger and Freight Transportation in Project Area (Scenario 2)
Data of transportation Criteria Passenger Freight Total
Capacity of Train operation(I) 108 trains 42 trains 150 trains
No.of Passenger transportation 3,271,869 3,271,869 per year(2031/2032, J = K × 365day) Persons Persons No.of daily passenger transportation 8,964 Persons 8,964 Persons (K = I × D) No.of freight transportation per year 2,207,520 2,207,520 tons (2031/2032, L = M × 365day) tons No.of daily freight transportation 6,048 tons 6,048 tons (M = I × H)
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•081 4) Passenger and Freight Transport Demand Forecast per Scenario
Passenger and freight transport demand forecast on the project section (Nagh Hamady ~ Luxor) is calculated by using past transport track records and applying 50 ~ 75% of track capacity of 200 trips/day. Scenario 1 shows annual passenger transport demand increase of 3.24% and freight transport demand increase of 7.57% when applied with 50% of the track capacity. This is a more conservative result compared to the results shown in Scenario 2. Scenario 2 depicts annual passenger transport demand increase of 10.21% and freight transport demand increase of 16.91% when applied with 75% of the track capacity. However, Scenario 2 is virtually only attainable when not only the passenger and freight transport demand increase, but also transport increase due to the development of surrounding area and absorbance of other transport means are provided. Therefore, the results in Scenario 1 is thought to be more suitable for this project.
Forecast of passenger and freight demand between Nagh Hamady and Luxor
Forecast Graph of passenger and freight demand between Nagh Hamady and Luxor
082•2013 System Consulting: Cadastre, Transportation 5. Status of Railway Line and Signaling System in Egypt
5.1 Railway Alignment and Signaling System
5.1. 1.Railway Alignment and Track
The railway system of Egypt consists of four-track lines (20km), double lines (1,466km), and single lines (3,667km). The total route distance is 6,679km, and the total track distance is 9,750km including station yards and sidings that are currently in service.
In regards to Egypts’s geological aspect, the lines on the canyon and delta in downstream of the Nile river take up about 4,364km, and the rest 2,315km lines are installed in the desert area This means that the most Egyptian railway lines are located in the downstream area of the Nile, and the project area belongs to desert line located in middle and upper Nile area.
Current Status of Railway Line and Track Construction in Egypt
Classification Line Length Railway Line in Egypt
Four-Track Line 20 x 4 = 80km
Double Track 1,466 x 2 = 2,932km
Single Track 3,667 x 1 = 3667km
Line Length 6,679km
Station Yards and Sidings 2,891km
Total Length of Tracks 9,570km
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•083
Current Status of Geological Line Scale of Egyptian Railway
Classification Current Status Graph
Classification Length Percentage Geological Line Desert Line 2,315km 35% Dispersion Delta and 4,364km 65% Canyon Line
5.1.2. Railway Signaling System
Electric signaling including electronic interlocking system on the Qaliub/Shebin EI-Qanater line installed in 2011, takes up about 20%, and the rest of 80% are mechanical signaling type.
The status of signaling system by lines is as below.
Current Status of Signaling System in Egypt
Classification Current Status Graph
Classification Percentage Remarks Signaling Electric Using 20% System Line Signaling Relays Dispersion Mechanical 80% Signaling
084•2013 System Consulting: Cadastre, Transportation Status of Egyptian Railway Lines
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•085 6. Current Status of Railway Interlocking System Status
6.1. Mechanical Railway Interlocking System
The total track distance of Egyptian railway is 9,570km, and double tracking is done on lines of 2,932km (about 30%), mainly around major cities in the Nile Delta area. Gauge type is standard gauge and track Center-to-center spacing is 5.5m. There are 885 locations for bridges and tunnels and, there is no subway section. Diesel locomotives are being operated.
Bridges crossing the Nile are Swing Bridges; their bridge girders horizontally rotate when a large vessel sails under the bridge. Thus, special equipments are installed for train operation and railway protection. Also, level crossings are installed at 48 places. Most of them are manually controlled and they require attendants to ensure safety. Currently, automatic level crossings are installed limitedly for trial to improve safety and prevent level crossing accidents.
Railway interlocking system is mostly mechanical and it accounts for 80% of all interlocking system, the rest 20% is installed as electronic or electric interlocking device. Domestic technology is developed and secured for the mechanical interlocking system; however, electronic or electric interlocking devices are heavily dependent on the foreign technology.
Electric interlocking system is installed in enha-Beni Suef section; Alstom company’s interlocking device is Imbaba-Etay El Baroud section and Siemens’s company’s interlocking device in syut-Sohag section. Electronic interlocking device has been put into service in Qaluib-Shebin El Qanater line and 3 stations with Kafr Ramada by Eliop Company. Currently, Cairo-Alexandria line is being modernized with an electronic interlocking system of Thales Company. ATC-Zub system from Siemens Company and detonator signal method are combined.
Firstly, a careful analysis on the existing railway interlocking system will be conducted, and opinions on safety test review considering railway operation plan of Egypt will be suggested.
The project area is located in southern part of Benha - High Dam double track railway line that connects Cairo and Aswan which is the upper inland of Nile; all sections are installed with a mechanical interlocking system.
Currently, (Based on October, 2013) 78 train trips(passenger train 56 times, freight 22 times) are being made daily in average with maximum speed of 120km/h. ENR is planning to modernize the signaling system of this section and increase the number of railway operation to 200 times in a day and raise the operation speed to 140km/h. It was requested to Export-Import Bank of Korea to review the appropriateness of
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•087 this project and the technology. Gyeongin Engineering/KORAIL consortium has been cooperating with ENR in conducting the site investigation (2013. 10. 08~10.14) on this section on behalf of Export-Import Bank of Korea.
This section consists of 6 major passenger handling stations (Nagh Hamady, Deshan, Qena, Qeft, Qos, and Luxor), 18 normal stations, 48 level crossings, and railway wireless devices. A control room is located in Luxor Station, and engineering teams which take charge of the maintenance of signaling and communication system are separated into 3 places, namely Nagh Hamady, Qena, and Luxor. The following is details about signaling system of this section.
6.2.1. Basic Constitution of Signaling System
The basic constitution of signaling system is divided into ‘station interlocking device’, ‘train controlling device’, and ’safety facilities. The distinctive feature is that the bridge(1 place - Nagh Hamady) which is crossing the Nile river in the project section is installed as Swing Bridge, making special protection facility necessary. Train diagram is manually made by the diagram planned by train operators. Also, arriving and departing time at the stations are recorded.
Nagh Hamady – Luxor Signal System Constitution
Note1 : If necessary, Token block systems(Staff, Westing house) for single track are being under operation of installation(Gazera Station)
6.2.2. Station Interlocking Device
Station interlocking device is a mechanical interlocking device that consists of signals, track circuits, point machines and interlocking devices, and train drivers deal with turnouts and signals (including shunting indicators) manually at Cabin. The number of cabins is different depending on the length of the station platforms and the size of station interlocking devices, and the tokenless method is applied in cabins to make it all interlocked with track circuit and mechanical
088•2013 System Consulting: Cadastre, Transportation signaling lever that are installed in the entry and exit sections. Through this system, driver can secure safety operation based on ‘One block-One time’ method. The average distance between stations is about 5.1km (the longest is 8,3km, the shortest is 3.1km) and track circuit is not installed in block sections between stations.
Nagh Hamady – Luxor Constitution of Signal System Signal handling Distance between Number Station Kilometer room(Cabin) Volume stations 1 Nagh Hamady* 2 552,878 -
2 Salamia 2 557,350 4,472
3 Rahmania 2 560,524 3,174
4 Yasminia 2 566,850 6,326
5 Faw 2 572,000 5,150
6 Deshna* 3 577,805 5,805
7 Marashda 2 581,636 3,831
8 Samata 1 585,172 3,536
9 Awlad Amr 2 592,510 7,338
10 Makhadma 2 598,660 6,150
11 Gazera 2 604,406 5,746
12 Qena* 3 608,554 4,148
13 Ashraaf Qebly 1 614,980 6,426
14 Al ashraaf 2 618,110 3,130
15 Apnod 2 622,740 4,630
16 Qeft* 2 629,460 6,720
17 Krtech 1 634,479 5,019
18 Qos* 3 639,571 5,092
19 Shiekh Amer 1 643,948 4,377
20 Shanhoria 2 647,400 3,452
21 Khezam 2 655,715 8,315
22 Zenia 1 660,348 4,633
23 Karnak 2 665,675 5,327
24 Luxor* 5 670,665 4,990
Total 49 117,787
Note1 : *Indication is main station
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•089 5) Signals
Mechanical signals and mechanical shunting indicators are being used in compliance with Egyptian national railway standard. The distance of signals in stations is about 600~800m(entering signal-repeating signal distance is more than 1000m), and it consists of front starting signal – starting signal - entering signal - rear entering signal – entering repeating signal. The number of installed signals will be included in the final report.
Block Diagram of Mechanical Signal Post in Station
6) Track circuit
DC track circuit is currently applied (track voltage 5 V, track relay 9 Ω), and it is installed with 1 place in the front signal and 2 places in rear entering signal (overlap track of 400m + entry track in station). The interface with the toknless interlocking block system is supported by track response relay (TPR - 12V, 1000Ω). This track circuit was installed by RPIL (Railway Produts India Ltd.) in 1993. The contents about the number of track circuits to be installed will be included in the final report.
7) Point machine
Turnouts of main lines and sidetracks are installed with mechanical point machines following the Egyptian national railway standard. Cabin operators manually operate the point machines by using handling lever and signal pipe line. For apical stick locking method, direct locking method is applied by using route lever type locking and wheel direct locking. The contents about the number of point machines to be installed also will be included in the final report.
090•2013 System Consulting: Cadastre, Transportation
Line Point Machine Type (Tight-locking, Locking)
8) Mechanical interlocking device
Mechanical interlocking devices are installed in compliance with the Egyptian national railway standard. It consists of signal levers, point levers, and signal pipe lines and signal wires. The operation order and interlocking conditions of handling levers by course is posted with the map of track in each Cabin.
Guideline of Handling Station Drive and Handling Lever of Interlocking Device
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•091 6.2.3. Train Control System
Cabin operator handles signals for train control based on train diagam planned by train operators. Train control system is consisted of tokenless interlocking block system and ATC-ZUP system by Siemens.
1) Block System
Train of all section is operating double Tokenless, however, for the Safagn – Abou Tartour line and Gazera station, single line Token (Staff, Westinghouse company) is operating. Tokenless device installed by RPIL (Railway Produts India Ltd.) in 1993 and Token device is introduced from Westinghous Company in 1934.
2) ATC-ZUB device introduced 25 years ago
ATC-ZUB system for railway controlling device by Siemens Company was introduced 25 years ago to prepare for over speed operation of operating railway and it has used until now. Zub 111 wayside device transmit signal passing speed of railway to the cab (maximum speed 120km/h, 4 class - f1 : , f2 : , f3 : , f4 : ) by present condition of wayside signal, wayside device indicate allowable sppeed of relevant signal section in the driver’s cabin. If driver exceed allowable speed, it makes the railway emergently stop as controlling device operate automatically. Wayside device uses not only ZUB 111 but also ZUB 112, however, it can complexibly operate by maintaing compatibility with ZUB 111.
3) Explosion signal device Before or after departure · home signal in station platform install detonator instead of ZUB 111 wayside device and prevent the accident by signal misdiagnose caused by explostion signal.
092•2013 System Consulting: Cadastre, Transportation 6.2.4. Safety Facility
‘Swing Bridge safety facility’ is installed to prevent operation of bridge crossing the Nile and ‘level crossing device’ for safety of railway operation at the road crossing place.
1) Level crossing device
Overall 48 level crossing devices are installed, 14 places are for interlocking type and 34 places are for non-interlocking type. It has alarm, braker, train approach indicator and CCTV (necessary place). Each place has its own usher and only 1 semiautomatic level crossing uses Axle Counter and the rest level crossings are manually controlled. The controlling distance of semiautomatic level crossing is about 2,600m and the minimum miniute in case of alam controlling is 30 seconds, it secures more than 15 seconds untill arriving to level crossing of railway after shunting the braker.
Status of Level Crossing
Number The name of level crossing Location(Km) Control Type
1 Arab Nagh Hammadi 551.120 not interlocked
2 Nagh Hammami Mahta 553.180 interlocked
3 Kopri Nagh Hammadi 553.480 interlocked
4 Salamia 557.500 not interlocked
5 Alrahmania albalad 559.100 not interlocked
6 Altaref 562.400 not interlocked
7 Alshaania 563.600 not interlocked
8 Alyasenia 566.177 not interlocked
9 kharwaa Faw 570.150 not interlocked
10 Faw Mahta 572.500 interlocked
11 Deshna 576.600 interlocked
12 Algpana 578.950 not interlocked
13 Masna Sugar Qena 580.600 not interlocked
14 Marashda 581.150 interlocked
15 Alsamata 585.900 interlocked
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•093
Status of Level Crossing
Number The name of level crossing Location(Km) Control Type
16 Awlad Amr 1 592.500 interlocked
17 Awlad Amr 2 593.100 interlocked
18 Qenawia 596.100 not interlocked
19 Almkhadma 598.958 interlocked
20 Algaziria 602.760 not interlocked
21 Mahgar Algaziria 604.243 not interlocked
22 Alrayah 610.344 not interlocked
23 alpoaber 612.300 not interlocked
24 Alashraaf Alqeblia 615.500 not interlocked
25 Alashraaf 618.000 not interlocked
26 Apnod 622.500 not interlocked
27 Alklahen 624.400 not interlocked
28 Nagh Alarg 625.000 not interlocked
29 Albrahma 627.087 not interlocked
30 Qeft 629.430 interlocked
31 Alshekhia 631.968 not interlocked
32 Alkretia 634.500 not interlocked
33 Alhargia 635.650 not interlocked
34 Qos 639.250 not interlocked
35 Alkhrnaka 642.500 not interlocked
36 Alshiekh Amer 643.500 interlocked
37 Alshnhoria Almahta 647.422 not interlocked
38 Alshanhoria Alblok 648.117 not interlocked
39 Almfrgia 649.135 not interlocked
40 Aliashy 650.130 not interlocked
41 Khozam 655.496 not interlocked
42 Alashy 658.406 not interlocked
094•2013 System Consulting: Cadastre, Transportation
Status of Level Crossing
Number The name of level crossing Location(Km) Control Type
43 Alsaayda 661.750 not interlocked
44 Mostafa Kamel 670.300 interlocked
45 Nagh Alkhotaba 672.000 interlocked
46 Nagh Alshiekh 672.800 interlocked
47 Albaiadia 674.900 not interlocked
48 Al Mothalath(Safaga/Abu tortour Line) 640.000 interlocked
Note1 : The level crossing facility in AI Mothalath in no.48 will be developed by Kernex company and the contractor shall make an interface with it for their electronic interlocking system to be established in Gazara station.
2) Swing Bridge Nagh Hamady Bridge is installed as Swign Bridge method. In case a large vessel needs to operate under this bridge, special key operating swing bridge using signal handling lever and Tokenless needs to draw and it is directly controlled by sending handler to the department of bridge control.
Concept Map of Operating Swing Bridge
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•095 6.2.5. Railway Communication Network
Railway communication network is using wire and wireless intercommunication system.
1) Wire intercommunication system
First cable for telephony signaling in station 1.5mm*10 pairs is used for wire intercommunication system. For telecommunication interconnection, ENR has two cables 0.4mm*20pairs and 0.4mm*50 pairs (wireless 2.5~2.7 GHz).
2) Wireless communication system
Wireless network is using Microwave facility as communications network backbone facility and VHF is installed for railway wireless telephone service, thus, it is discussing about departure, arrival, turnout of railway among guidance in level crossing and driver and controller in control room and driver in station. Various wireless call details through Microwave are stored by recording in voice record facility.
2.3, 2.5, 2.6㎓ band is using in Microwave facility and 40~50km areas are covered per 1 antenna on average, frequency is divided into 60(2E1)～120ch(4E1). 159, 165, 167, 175㎒ band is using for VHF facility
Microwave Wireless Antenna Installation Location
096•2013 System Consulting: Cadastre, Transportation 3) Passenger information system
A broadcasting facility is installed in each station with its simple function of passenger announcement within the area and at each platform, a self power operated clock is installed.
6.2.6. Electricity and Grounding Equipment
Substation and distribution line are not installed for securing electrical grid of railway. AC input power (220V 50Hz) of facility between stations and in the station receives general electricity directly from public electronic project operator and to prepare blackout, a storage battery, solar battery panel and emergency generator are installing and operation. The maintenance about lighting in the station and electric power facilities take charge in the field of architecture and machine. No grounding or lightning protection system for protecting electric communication device from lightning or abnormal voltage and for preventing electric shock to maintenance staff is installed.
6.3. Railways Outside Project Area
6.3.1. Electric Interlocking Device
This part will introduce the railway lines where electric interlocking device was already installed and operated or is being installed.
1) Eliop Company interlocking device- Qaluib-Shebin El Qanater line (operating)
Qaluiv-Shebin El Qanater line is located in capital Cairo and its electric interlocking system was installed for the first time in Egypt in 2011. The length of the line is 18km and it consisted of overall 4 stations. Its CTC and SCADA system is located in Shebin. The interlocking device applied to this line is a type of SIL4 S3e developed by Elip Company and installed by Eliop/ENYSE joint venture. The department of CPU interlocking logic consisted of 3 intermediary service taking charge in vital safety function, thus, it prints out controlling order based on 2 out of 3 voting logic.
For the interlocking condition of each station, operation table is managed similar with interlocking diagram applied in case of design of domestic interlocking device project for consultation between the persons directly concerned with railway operation and approval of system facility standard. This table is based on the map of line in station and indicates the name of
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•097 device of site facility and facility location into km number. Also, for all signal paths possibly handling at the relevant station, locking location, the condition of track circuit, present time signal of signal, mutual protection condition for all paths and operation control condition of alarm device of level crossing indicate in the table.
Signal is filament structure of multiple 3 light signals (Green-Yellow-Red) and is operating by the present structure such as Green-Flashing Green or Flashing Yellow, Yellow, Red; it is controlling the speed of railway by the step which is similar with domestic 4 light signals. In case it over speeds signals flag, overrunning section of 300m considering braking distance of railway place in all signals. Route indicators of signal or shunting indicator is not additionally installed except special case. The shunting indicator is structured with position light and the type is independent or signal attachment.
Multiple Light Signal(Left) and Shunting Indicator(Right)
098•2013 System Consulting: Cadastre, Transportation Driver control construction of past through interlocking device or handling flag signal in station and block section between stations automatically controls signal aspect by operating railway as automatic block system.
Track circuit uses AC coded track circuit. Main line track circuit is installing at intervals of 800~1,100m for block section between stations and about 600~800m for rail yard. Overlap track circuit is installing until 300m from signal. It is consisting for mutual profit between around track circuits.
Shunting indicator and derailment turnout are being installed in the line connecting to arrival and departure track from sidetrack since detained railway is not entered in the mainline at the sidetrack railway yard. In order to monitor operation speed of railway, railway control device between ground/waysides is ATC-ZUB system by Siemens Company; it is the same device that is operating for interlocking system of existing railway. Communication network of railway is operating analog VHF wireless network as railway wireless and VOIP wire network is operating as wire telephone service.
VHF system consists of radio base station at control center, radio way station at driving agency at station and on board unit at locomotive. It is connected to duty officer communication device of controller console through CCU (central control unit) and it is using for wireless voice communication between engineers and driver at station. VOIP system is wire communication system introduces firstly ENR in this section and it is wire network of ring structure using optic fiber cable. The new IP telephone installed stations and maintenance project place is directly connected to IP PABX and the existing analog telephone can connect directly to IP gate way or VOIP system through existing PABX device.
6.4. The Result of Safety Diagnosis (Examination Opinion)
The objective of this project is "Improvement of safety/reliability, increase of transport capacity and reduction of operation time". Regarding this, the results of safety inspection and examiniation opitions are as follows.
6.4.1. Improvement of Reliability and Safety of Railway Operation
The result reviewing safety interrupting factor for Improvement measure of reliability and safety of railway operation suggest review examination opinion of table 21. It suggests that track circuit system is installed in all sections to trace the location of railway in real time and build in centralized to integrate for cabin to
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•099 one place operating by dividing 2-3 places in stations then, it aims to secure safety and effective operation. The Overlap circuit currently being operated can stop by passing absolute stop signal, therefore, to maintain compatibility in railroad operation system and to obtain safety, Overlap locking section at 300m is set and a Distance-to-go method is adopted. Most of the railway accident is crossing accident; crossing control method change from hand-operated to automatic control method for prevention of crossing accident and it proceeds improvement future facility and secure power supply as backup.
The Result of Reviewing Railway Operation Safety Interrupting Factors
Separation Safety interruption factor Review comment 1. Tracing railway Impossible to check in real time Installing track circuit at all section location (Check by wireless telephone)
Centralized 2. Handling Various number of Cabin exist (integration to one Cabin by station drive stations)
Improvement of display structure (impossible to pass absolute stop) 3. Signal display In case of passing absolute stop - Securing overlap locking section structure Overlap circuit at 300m - Application of Distancetogo method Hand operated control Improvement to automatic control 4. Crossing control (semiautomatic 1 place) method
obsolete equipment and signal AC Improvement of obsolete 5. Power supply input equipment/standby Power(2relay) unsecured power(generator) secure
6.4.2. Increase of Transport Capacity and Speed
The number of operating railway 1 day round-trip for this project section is 200 times, and the result reviewing transport capacity falling factor for securing the maximum speed of railway operation 160km/h suggests examination opinion of table 22. The increase of transport capacity is possible through the reduction of drive handling time and railway control by system, and speed improvement can be through modernization of railway control method. Firstly, controlling railway operation exchanges from the method depending on railway wileless device to railway centralized control system(CTC) and railway wireless system combinedly uses as ancillary method. For reducing drive handling time, it changes from machine interlocking device to electronic interlocking device and decreases handling time more than 75% and exchangers from Tokenless consisting yard 1 block to automatic
100•2013 System Consulting: Cadastre, Transportation block device for modernization of railway control method and installs block signal. According to the Egyptian railway operation plan, the interval of block signal adjusts from 2km to 800m by step and promotes the increase of transport capacity. For improvement of the maximum speed of operation and increase of transport capacity, it needs to change railway control facility from present ATC-ZUB to ETCS L1 standard system. It is time to need introduction of international standard system in terms of preparation of standardization, high-speed and high-density of Egyptian railway for the future.
Examination Result of Deterrent Factors of Transportation Capacity
Establishment/control of CTC(direct 1. Control Control by train radio method) of train system(Indirect method) - Parallel use of train radio system(auxiliary operation method) Using 1 class mechanical 2. Operation interlocking system(Operation Improvement to EIS running running times : more then 2.0 (operation running times : within 10 sec.) times min) Improvement to automatic block system - Installation of block signals between stations - Securement of 3 Clear(5-aspect system) Using Tokenless 3. Train control - Application of station yard block in - 1 block section between method intermediate(temporary) station stations, no block signal - Increase of transport capacity by phased adjustment of block signal intervals(2km → 800m) Operation more then 120km/h Operation more than 160km/h is possible 4. Maximum is impossible - Application of ETCS L1 Standard system operation - Permitted speed restriction of - Introduction of Distance-to-go Signal speed ATC ZUB equipment system - Vulnerable turnout and ballast - Temporary use of existing ZUB equipment
*Maximum system cycle time is within 200m/sec, and switching time for point machine is 7seconds as maximum.
7. Current Status of Railway Facilities in Project Area
7.1. Train Operation
The 118km project area between Nagh Hamady and Luxor in Egypt is located in
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•101 the middle on the double lines between Cairo and Aswan and it is operated with mechanical interlocking system.
Current train operation was scheduled as 56 passenger trains/day, 22 freight trains/day and total 78trains/day, but it was found to be in service as 40 passenger trains/day, 10 freight trains/day and total 60trains/day as a result of survey.
With respect to the train service hours, peak hours are from 7am to 1pm and off- peak hours are from 2pm to 10pm.
Preparation for Train Diagram in Railway Operation Department at Luxor Station
7.2. Railway Alignment and Track
7.2.1. Track Condition
• Installed and operated by double lines of standard gauge(1,435㎜) • Rail : UIC 54 • Sleeper : Wood Sleepers in Station Yards, PC Sleepers between stations
7.2.2. Station Yard and Mainline
• Overall, there exists lack of ballasts throughout the project area except the mainline. • It is expected to have difficulty when installing track circuits as some rail pads installed at sleepers are damaged, the thickness of the ballast layer is only 3 to 4 inches, which is less than the regulation of 8 to 10 inches, and the ballasts are mixed with soils. • The management status is poor as the materials for sidetracks are not supplied. The partial tracks of loop lines are needed to be replaced for train operation. • A diesel locomotive can be operated with constant hauling capacity that can be
102•2013 System Consulting: Cadastre, Transportation larger than the one for an electric locomotive as the project area mostly consists of plains, no tunnels, and low slope. • The condition stays at the level of high speed railway as the stiffest slope is up to 2.5 and the curve stays at the level of 1.5°. • Some mainline sections are installed with continuous welded rails which consist of shock-absorbing joints instead of expansion joints as temperature difference is not significant.
Wood Sleepers in Station Yards
54 Rails in Station Yards Wood Sleepers in Station Yards
PC Sleepers between Stations
54 Rails Between Stations PC Sleepers Between Stations
7.2.3. Construction
Signaling equipment rooms of existing project area are managed beside signaling operation rooms(cabins) operated in station yards and between stations. It is difficult to use the existing local control rooms and signaling equipment rooms when establishing the electronic interlocking system. It is because relay boxes and batteries
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•103 are installed in signaling equipment rooms but there could be risk for maintenance staffs at the time of train running as the signaling rooms locate near tracks and have narrow areas. If demolition of building is needed, the contractor will be responsible for the work. And he should transfer any existing railway materials to the nearest store concerning ENR with the coordination with ENR staff.
PExisting Signaling Operation Room and Signaling Equipment Room
104•2013 System Consulting: Cadastre, Transportation III Case Study on Korea’s Railway Signaling System
1. Development Process of Korea’s Railway Signaling System
1.1. History of Railway System in Korea
Network of railway at this moment is becoming decentralized, diversified and informationalized and eco-friendly and railway system is shifting to high-density, high expressed for large transportation system. Also, the demand for establishing efficient traffic system that connects railway road and airport and importance of long distance transportation system is getting increased due to the formation of local economic integration. Moreover, the need of train as a transportation mean in the consideration of environment preservation and safety, high efficient energy consumption is expanded, in parallel with traffic convenience for the elderly and the disabled will be expanded through broad transportation network system of major cities. Thus, in order to control the accurate railway operation successfully, the railway signal system technology should be advanced and keep playing an important role in railway industry with more safe and satisfactory transport service by cutting edge technologies.
History of railway signaling development of Korea is presented in the following figure. This history can be summarized from 1st generation to 4th generation and current 5th generation is developed as radio based train control system, which was developed by Korea and reached pre-commercialization phase since commission phase is almost completed.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•105 History of Railway Signaling Development of Korea
106•2013 System Consulting: Cadastre, Transportation 1.2. Development of Major Railway Signaling Equipments
1.2.1. IXL(Interlocking System)
Interlocking system was installed to secure fast and safe operation of train by electric and mechanic interlocking signal post, point machine in the area of station. In 1899 ~ 1950, mechanic interlocking system was installed and operated to activate signal post and point machine by workers, and in 1960s, electric IXL was introduced and operated until 1980s. As entering 1990s, EIS was produced in Korea and related standard was legislated and standard products were installed and operated in railway sites.
EIS is equipped with self-diagnosis function to analyze various data and cause analysis of failure and incidents that may occur during the operations of equipment and facilities. Also, it provides optimized operational condition and other diverse functions to operators and has developed to be an interlocking system with cutting edge technology of 21c. Furthermore, auto writing function with interlocking logic and concentrated controlling over various stations at one place are added, in parallel, input/output control module can be installed directly at the field, which increase convenience of maintenance.
The first CTC device in Korea, which imported products from Westing House, UK, was installed on 32 railway stations in Mangu–-Bongyang section, Jungang line on 22 October 1968. In the early period of service, the device displays point machine points, railway signal equipment, status information of track circuits on
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•107 a large operation panel and train numbers moved manually, and then which was computerized since December 1981.
Moreover, CTC control facility, control room of express railway, use of existing express railway line and electrification project for existing line, which used to be divided and operated by regional offices, was integrated into one center by means of implementing CTC control facility since 2000. This new CTC project has implemented with aims of optimizing chains of control and improving consistency, efficiency and on-time response of control and surveillance of train operation and improving manpower and maintenance cost structure, and minimizing the delay of train with fast response and measures in the event of abnormal situation and securing the safety of the train operation.
Centralized Traffic Control Changing History
Large Display Panel (Mosaic-type) - Old type Large Display Panel(DLP-type) - New type
2. Analysis of Korea’s Railway Signaling Systems
The long time experience and competency in development and establishment of technical and political railway signalling system of Korea will contribute to modernization of Egyptian railway signaling system. Constructions of railway signaling system in Korea is stated in the following table.
108•2013 System Consulting: Cadastre, Transportation
Constructions of Railway Signaling System in Korea
Years Signaling system Case studies
• First implementation of signaling facility in railway 1899 Whole block mark signaling history of Korea, between Norayngin ~ Jemulpo stations
• First introduction of automation on signal and security 1942 ABS facility in railway signaling history of Korea, between Yeongdeungpo ~ Daejeon
• The first CTC and ESI from Westing House, UK, was installed on 32 railway stations in Mangu–Bongyang section, Jungang line, total extension 147.8km with the loan from WB (IBRD) 1968 CTC & ESI • CTC was introduced to Jungang line, which carries high capacity of cargo, with the aims of improving operation speed and shortening headway and increasing ratio of railway use. This has brought profit to railway operation.
• ATS was implemented from Seoul to Busan, total extension 444.5km, with the loan from WB(IBRD) • ATS implementation was triggered by the severe train accidents at Cheonan Station in 1969 by the collision due to reason that the signal post could not be idenitifed due to the heavy snowfall. This accident caused 41 fatals and 100 injuries. • ATS is activated only when signal post indicates stop, 1969 ATS cautions, or stop, caution, or proceed. ATC is operated with the intermittent control method. A ground box is installed at a point distanced from a signal post, which is equivalent to combined distance of emergency breaking distance, travelling distance after passing ATS until alarm, after alarm to emergency brake. Currently, since the necessity to examine speed of service train is emerging, speed monitoring method of ATS is developed and replaced until today.
• CTC and ESI of Siemens of German were implemented from Seoul to Suwon, total extension 41.5km with 11 stations, and other 2 sections with the loan from WB(IBRD) 1977 CTC & ESI • CTC and ESI were introduced in electrification section with the aims of resolving population concentration in capital zone and providing more services in the short frame of the time and shortening headway and safe train operation.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•109
Constructions of Railway Signaling System in Korea
Years Signaling system Case studies
• CTC and ESI of Kyungsam of Japan were implemented Taebaek line, total extension 126.9km with 25 stations, with the loan from WB(IBRD). 1983 CTC and ESI • This project was initiated as a part of the 5th5- year Economic Development Plan with the aims of increasing cargo transportation capacity of Taebaek line, a critical industrial line, for cement and coals. • Enhancement from 3 displays to 5 displays ABS between Seoul and Daejeon on Kyungbu line as per Comprehensive Development Plan of National Land. • Enhancement with 5 displays ABS was implemented 1987 ABS to respond the increasing demand of passengers and population of capital zone. The enhancement was contributed to profit creation and development of railway industry by the increase of use ratio of railway.
• Technology has been accumulated with the introduction of various interlocking systems such as EIS since 1960s and independent technology of Korea also increased the safety by installation and enhancement of system. Since 1988, EIS was developed and tested and installed in Korea and in 1993, EIS standarad was 1994 EIS regulated, and finally in 1994, the first Korean product EIS was installed in 3 stations in Jungang Line. • Shoe collector trip, incoming lightening, unstable power supply and other failures in railway section were technologically supplemented until 1997, and safety and reliability were secured by means of redundancy of control unit.
• Metro railway was opened for service by the development of new cities in the metropolitan area with the aims of dispersing population in Seoul from 1994, and ATC onboard signaling system was introduced for large transportation and precise 1994~ ATC 150km/h or less operation for commuting services in the metropolitan 1996 area. • ATC wayside and on board devices, EIS, AF track circuit were localized, installed and operated in the system underground for extension Bundang line and subway from 2000s.
110•2013 System Consulting: Cadastre, Transportation
Constructions of Railway Signaling System in Korea
Years Signaling system Case studies
• Since Kyungbu line, the backbone of Korean society and economy became saturated, it became necessary to resolve traffic and logistic difficulties on this line, project was initiated from the end from 1980s. In express railway 1994, TGV from Alstom of France was finally selected 2004 ATC & safety facility and project was commenced by 1st and 2ndphases. 300km/h or less • 1st phase section of the Kyungbu express railway, which was serviced in 2004, was adapted TVM-430 ATC on board system of France and contributed to shorten operation hours by increasing the speed.
• This project was implemented to enhance existing ATS that relied on human eyes sight for train operation system, into computerized ATP with the aims of securing the safety during the operation of high speed, high density in Kyungbu line and Honam line. • With reference to Article 38, Railway Industrial Development Framework of Korea, preliminary ATP(ETCS Level.1) on feasibility survey was conducted in 2001, and basic 2001 board system plan and feasibility survey were conducted in 2002, ~2009 230km/h or less and the project was commenced in Dec 2003. • During the 1st phase in 2003~2009, ATP onboard signaling system were enhanced for rolling stock 413, wayside facility 707.7km. This project was implemented to secure safety and to resolve the bottle neck of existing KTX operation. • During the 2nd phase in 2010~2012, Kyungchun line and Jeolla Line were additionally serviced.
As reviewed in case studies on constructions and strategic implementation of railway signaling system of Korea, above projects during 1960s~early 1980s were financed by the IBRD to promote productivity and economic growth as Korea was one of the developing countries.
Major railway projects in Korea in regard torailway signaling system was to enhance CTC and EIS for the subway line at metropolitan area with the high demand of passengers, and industrial line with the demand of heavy cargo transportation, and Kyungbu line, the backbone of Korean society and economy. These railway projects became the driving force of national industrial development by the increase of cargo and passenger transportation and profit creation.
Also, with the promotion of railway industry by the Comprehensive Development Plan of National Land of Korean government, ATS, ABS, EIS, track circuit, ATC and control facilities in railway signaling system were developed, localized and
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•111 commercialized in Korea. This has brought conveniences of material supply for the operation and maintenance, and also saved the maintenance cost.
With regard to modernization of EIS promoted by Egyptian government and Egyptian National Railways (ENR), our consulting service provided for the optimized implementation of railway signaling system, with the consideration of verification of safety and reliability, capability of responding to increase of passengers and cargo transportation load, shortening of headway by means of speed increase, easy, convenient and economic operation and maintenance, on the basis of past similar experience of signaling system implementation for Korean railway. It is expected that know-how of advanced Egyptian National Railways (ENR) will lead creating profit and developing the national industry in the coming future.
3. Operation of Railway Signaling System in Korea
3.1. General Status
All lines of Korean railway such as middle and long distance railway (general/ high-speed) connecting major cities are nationalized and these government railway lines are operated and maintained by KORAIL which is a public enterprise.
General railway lines which several sorts of passenger and freight railways are operating on the same lines operate ATS (Automatic Train Stop) equipment which is resonant frequency and a track circuit method less than 150km section, ATP 1)(Automatic Train Protection) equipment which is ballis and a track circuit method more than 150 km section according to the standard of railway operating speed. The function of ATO (Automatic Train Operation) is not applied for general railway.
Electronic interlocking device is consisted of software database mutual chain condition such as a track circuit, point machine, signal, block equipment by the Korean railway standard KRS SG 0015 and indicate analysis, control through microcomputer. It is operating and installing in each stations all over the country applying independent technology of Korean railway to establish safety and economics. TVM430 (high-speed line ATC) has installed when the first high-speed railway constructed in the high-speed section, (over than 300km/h section). SSI (Solid State Interlocking) electronic interlocking device are still operating.
1) named in Korean railway about ETCS Level 1 device
112•2013 System Consulting: Cadastre, Transportation
The Installation Status of Railway Signaling System (Except Local Government Operation Line in The Major City)
Overall facility volume
Depening The Content Installation Note on system Length number of rate (Km) stations (%) (station)
Centralized High-speed line, the Gyeongbu Railway distance traffic control 2,806.8 439 78.58 line and others (3,571.8km) system (C.T.C)
Automatic High-speed new line High-speed train control Gwacheon·Bundang 426.8 67 12.0 line346.4 system (A.T.C) (including base )·Ilsan Line Other line80.4
Automatic Gyeongbu line and block system 2557.4 410 71.6 the rest of 66 lines (A.B.S)
shunting Automatic appropriation Gyeongbu line and train stop 3,066.6 478 85.8 operating the rest of 76 lines system (A.T.S) line except 78.4(2.2%) Train Gyeongbu line , Honam Line automatic , Gyeongjeon Line, Gwangju 1,211.7 33.9 protection Line, Buksongjeong delta track, system(A.T.P) Gyeongchun Line, Jeolla Line
CTC (Centralized Traffic Control) device is concentrated on railway traffic control surveillance center and monitor all railway operating status in general railway, high- speed railway and city railway section in real time and control railway operating
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•113 path at the site station remotely. Also, double surveillance system is operating as constructing reserve control room to prepare for loss of function of railway traffic control room and commanding system to restore an accident happened by unexpected event such as railway accident and terror. Mutual interface compatibility is maintained between devices as Korean railway standard protocol established between the CTC device and electronic interlocking device.
Other major cities are operating and constructing metropolitan railway lines or light railway bylocal government. As operating the same pattern for the signle model, ATP/ATO using ballis and a track circuit are in the mainstream. Currently, signal system supporting manless vehicle driving by applying railway control system that is based on wireless communicaion is operating.
3.2. Functions and Compositions of Korea’s Railway Signaling System
Nagh Hamady ~ Luxor section of Egyptian railway is general railway line. General railway signal system operating example of KORAIL which has similar railway operating condition will introduce.
3.2.1. Basic Composition 'Station interlocking device' controlling operating path of railway and operating speed transmit to the wayside. It consists of 'railway control device' controlling brake system of train automatically in case of over speed driving and 'safety equipment' preparing for outside dangerous factors(cross street section, falling weather) obstructing railway safety operating
Constitution of General Railway Signal System
114•2013 System Consulting: Cadastre, Transportation
Track Maximum Speed of Major Rail(Except High Speed Track, Matro)
Railway maximum Display speed(km/h) Type of Depending on line method High-speed Diesel interlocking vehicle vehicle
Gyeongbu line Seoul~Busan 140 140
Honam Line Daejeon ~Mokpo 160 150 Cheongnyangni Centerline 150 150 ~Yeongcheon Electronic 5 display Gyeongjeon Line Mangu~Chuncheon 180 150 interlocking Jeolla Line Iksan~Yeosu expo 230 150
Samryangjin~Jinju, Gwangyang~Gwangju 150 150 Gyeongjeon Line songjeong
Jinju~Gwangyang 100 100 Electric Taebaek Line Jecheon~Baeksan 100 90 interlocking (Some 3 display Yeongdong Line Yeongju~Gangneung 100 90 electronic interlocking) Chungbuk Line Jochiwon~Bongyang 120 120 Electronic Janghang Line Cheonan~Iksan 100 100 interlocking
1) Double-track railway capacity
Railway capacity estimate equation is using Williams’s equation, Japanese railway method, arithmetic method, simplified equation directed from arithmetic method. However, KORAIL general railway lines operate high-speed/low-speed railway and calculate by applying arithmetic method which is suitable for this.
The highest density section of railway operating among the general railway lines is the Gyeongbu line Seoul ~ Siheung-si section(17.3km) and it is operating 193 times for one way a day (10,01,13 standard). In this section, 4 passenger railways (high- speed railway, passenger railway- semi-high speed, general and low-speed) and freight railway are combined operating, the average speed of operating railway is 86.3km/h and the average distance of signal period is 692m.
3.2.2. Station interlocking Device
Station interlocking device is consisted of signal, track circuit, point machine and
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•115 interlocking device. It is exchanging control information and indication in real time with railway control device and finally controls the operating path of railway.
Constitution of Station Interlocking Device and Concept Map of Route Control
1) Signal
It is using Multiple Color Light Signal Device by Korean railway standard KPS SG 0021 and makes it a rule to install on the left or directly overhead of relevant tracks by the standard of direction of railway progress. For the source of illumination, LED (Light Emitting Diode) is used. Signal or shunting indicator installing in the place which divaricate more than 2 front paths indicate the arriving line as installing additional route indicator directly under the signal mechanism
The Type of Signal and Installation Volume
Placement of traffic Installation Type Depending on use light volume(Unit) (From the top)
Main 3display Home, Departure, Block Y R G 2,338 signal 5display Home, Departure, Block Y R G Y 3,766
Shunting 2display R B 8,017
Main1) Signal display affiliation : 3display(Low speed and low density section) – G, Y, R / 5-aspect(High speed and high density section) - G, YG, Y, YY, R
2) Track circuit
It is installed inside of the station and at the block section; it is detecting the presence of railway. It is consisted of normally closed track circuit and installed series double-rail track insulation for anticorrosion as a rule. The main line of general
116•2013 System Consulting: Cadastre, Transportation railway is AC 25KV exchange subway section; it is mainly using AF track circuit or high voltage impulse track circuit. DC bias track circuit or DC track circuit are used in some none-subway section. As considering reliability and ease of maintenance, Korean railway standard KRS SG 0038 KRS SG 0038 non-insulated Audio Frequency Track Circuit is expanded to install.
Type of Track Circuit & Installation Volume
Type Installation volume(place)
Impulse. circuit 10,799 For exchange Liquid insulation system 434 subway AF circuit jointless track circuit 6,994
For non D.C. biasing circuit 1,834 subway D.C. circuit 1,614
3) Point machine
Turnout of main sidetrack and mainline of site station install electronic converter, sidetrack turnout which has less switching frequency in the base of vehicle maintenance and switchyard and which has less frequency of use at the site station install onboard point machine or mechanical point machine. Electronic converter installs mixed KRS SG 0027 and KRS SG 0001 by the form of circuit turnout. Turnout is completed to convert in 7 second for KRS SG 0001 and 5 second for KRS SG 0027. It is designed to convert by the manual operation in case of emergency.
Type of Point Machine & Installation Volume
Type Installation volume(place)
MJ81 type 10,799 High-speed quarter Elctric line Point Hidrostar 434 Machine NS type 6,994 General quarter NS-AM type 6,994
Cab signal point machine device 1,834
Machine line device 1,614
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•117 4) Electronic interlocking device
The development of domestic electronic interlocking device and its verification was completed in 2000. Electronic interlocking device should install in case of newly installing and improvement lead unit and the station advanced persisting period as a rule. By the Korean railway standard KRS SG 0015, it is applying the software database to change easily in case of change of track shape or integration condition and it is consisted of basic interlock logic and interlock data by station. The basic interlock logic program is mutually usable by the station and interlock data input interlock condition and interlock map of the relevant station in the form of interlock by the operation table.
The Constitution Factor of Electronic Interlocking Device
118•2013 System Consulting: Cadastre, Transportation Operation Tabl
5) Review on applicable standard for EIS
With regard to EIS standard, Egyptian National Railways (ENR) requires SIL 4 system certified by EN standard. However, it is identified that currently no EIS made by Korean firm is certified by SIL 4, therefore, suggestions are made to ENR to consider specifications and standard of EIS in the preparation of RFP to select contractor. EIS for this project is the Korea railway standard (KRS) product and was first installed in 1991 and furthermore installed at 277 stations in Korean railways sections for 23 years onwards. No train accidents caused by EIS malfunction were reported except some errors after 20 years life span was expired. In fact, its safety and reliability was perfectly verified by the installation and operation at 230km/h or less express railway and at 150km/h or less regular railway.
Therefore, EIS to be applied in this project scope is not unstable product even though it is not certified by SIL 4. It has been used in commercial purpose for more than 20 years, and safety and reliability has been verified. In addition, EIS to be applied in this project scope will contribute to the successful completion of the Egyptian EIS modernization project through the 20years technological and operational know-how. Also, it has benefits of reduced project period and less cost for EIS implementation than the other competitors. EIS to be applied in this project
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•119 scope is featured with easy operation and maintenance and low maintenance cost, so it is determined as the optimized system for this project. EIS with KRS or equivalent is selected to be applied for this project. The assuarance for the KRS could be provided by Korean government, and safety certification shall be provided by authorized certification such as KRRI.
Review on Applicable Standard for EIS
Types ENR requirements Proposal
• Required to apply EN norms Applied standard • Apply KRS for each unit • (14 units except EN 50116) • Define RAMS tolerance • RFP(detailed specification, order criteria MTBF) precision stop • Approval for interface • Design verification and I/F table and mfg drawing management Design and mfg • single item • Risk analysis and FRACAS inspection(external start agency)
Discrepancies • RAM verification Commissioning • Static test (including in each and assessment, (verification) simulator) project phase commissioning
• Dynamic test System approval • Safety Case assessment (comprehensive test with field facility)
• Use certified device • Capable of theoretically and spec (efficient Advantages predict on reliability and verification) risk level • Reduce project period and cost • Not capable for verifying • Required of separate SIL precise prediction certification Disadvantages (probability) • Verify with statistical data • Increase project period from actual operation and cost
• Good when applied to • Good when certified Comments new system development facility is introduced.
120•2013 System Consulting: Cadastre, Transportation 3.2.3. Railway Control Device
It plans all train diagram of relevant line and monitors the operation status in real time, control directly or remotely for train to operate safely in the designated time. Trough station interlock device, it controls depart and arrival of train and decide operation path. Also, as considering the front signal condition and assuring a safe distance with front train, it transmits allowable speed and stop location to the wayside, in case of over speed operation, it controls automatically the brake system of railway then, protects accident.
1) CTC device
It makes controller in control room figure out operating state of signal equipment and railway condition, state of railway operation in broad section. It also controls uniformly and individually the transmit of necessary operating order and remote control of field facility through consol. Railway operation path deals with ‘automatic control(Auto mode)’ method basically, if necessary, it is possible to handle ‘site control(Local) method’ as site station driver take instruction from controller.
Sine centerline CTC device started to operate in 1968, the area of main road was divided into 5 control rooms and 1 high-speed control center, however, it is integrated for 1 control room as the existing device was improved to raise the ability of interface and around system and reinforce central control about operation of all railways. Currently, 493 stations are accepted by CTC device.
The Basic Diagram of CTC Device
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•121 The Major Function of CTC Railway Control System(MS)
The View of CTC General Control Center
122•2013 System Consulting: Cadastre, Transportation CTC Peripheral Device- SCADA and Communication System
2) Block apparatus
Railway detection in block apparatus is using track circuit; it is detecting the location and it is installing to interlock with interlocking device or block apparatus mutually by progressing of railway. Signal indication is using electronic control method or control method using frequency. Signal indication of double automatic section is ‘normal proceed’, block signal indication is automatically controlled by railway and single section is ‘normal stop’; starting signal indication is possible for railway operation after blocking through discussion for driving between both stations.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•123 Movement Dagram of Block System in Automatic Double Track(Korean Railway Standard KRS SG 0055 Frequency Type)
3) ATS / ATP device
The railway system is usually shared by various types of trains for passenger and freight in the same line and the trains are complexly operated as high-speed and high-density. To protect the railway, ATS (Automatic Train Stop) device and ATP (Automatic Train Protection) device are being compatibly used as a railway protection system. The ATS device has been introduced in 1969 to prepare for the possibility of over speed operation caused by mistake of driver or incapability to check wayside signal in case of failing weather(snow, rain, fog) and also to stop train automatically in case it cannot assure a safe distance with front railway. Since 2000s, new and changed lines have replaced thier signaling system with on-board signal device ATP for the improvement of safety (secure SIL 4 grade) and cut of train interval due to a sharp increase of railway speed and increase of the number of trains. ATP device is ETCS Level 1 system adopting SRS 2.2.2(Gyeongbu [Seoul-Busan], Honam[Seoul-Mokpo] (Railway) line-2004 year, SRS 2.3.0(Jeolla Line(Railway) -2011 year) and SRS 2.3.0.d(Gyeongchun Line(Railway) -2010 year) which are European norm ERTMS/ETCS system requirement. STM (Specific Transmission Module) is additionally loaded to on-board equipment to make possible the section installed existing ATS device.
124•2013 System Consulting: Cadastre, Transportation The Basic Diagram of ATS / ATP System
4) Level crossing protection device
The number of accident of railway level crossing has raised due to the increased amount of railway and traffic; high speed of railway can cause train derailment. Due to this, the best way to prevent accident is to solid railway level crossing and to remove alarm system, the level crossing is maintained for the place which is impossible to construct multi level crossing. Level crossing facility is divided into class 1, class 2 and class 3 by the regulation and it is differential for constitution of facility, however, all places except ship's fitting which has less railway operation is designated as class 1 and mandatorily to install automatic alarm and electric brake. Control of automatic alarm system is using continuous control method based on track circuit. In case the constitution of track circuit is impossible, intermittent control utilizing sensor is used and some place ship's fitting which has less operation of train such as private line uses had operated control method. The control time is that the front of railway arrives to crossing after alarming and the standard is 30 second
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•125 considering the maximum speed between sections and it is secure more than 15 seconds until the front of railway arrives to the crossing.
Suspension Type Level Crossing
Level Crossing Signaling Configlation
Device name Component and type Note Alarm lamp, bell or horn speaker, Indication of train progress Crossing Warning direction, light bar, indication of fail stop, indication of stop General type(Block Max. 6m) or Electric breaker Long type (Block Max.14m)
Control unit Single line/double line
126•2013 System Consulting: Cadastre, Transportation IV Feasibility Study
1. Project Appropriateness
1.1. Establishment of Electronic Interlocking System
As shown in site condition survey for this project section, the biggest Egyptian railway has been implemented in Middle East and Africa, and the size of freight transportation is the higher than those of 5 countries, which are Algeria, Iran, Morocco, Tunisia, and Turkey. There is some limit to handling increasing amount of freight transportation because timely investment has not been made according to rapid industrial development after railway opening since 1854. And, the importance of railway signal system among railway infrastructures increases, but 80% of Egyptian railway track has been implemented with machine interlocking signal facility since 1930, and train operation is managed with manual handling. Therefore, it cannot cope with increase in amount of train transportation rapidly.
This project section is 118km section between Nagh Hamady and Luxor in which Luxor area famous for tourist city located in the middle area of Egypt is included. And, 8 stations among existing 24 stations have been planned to be used only for passengers without turnout and no electronic interlocking device has been installed. EIS(Electronic Interlocking System) would be implemented in the other 16 stations to replace manual handling with automatic handling for train operation/management. And, operation efficiency would be enhanced by enabling train supervision and local control in signal control room. Furthermore, the latest electronic interlocking device whose stability has been proved in Korea during past 20 years would be installed to
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•127 configure site facility such as signaller, electric point machine, track circuit device, and blocking device in interlocking manner to enable safe movement and control of train by automatic track setting.
Therefore, it is expected that railway system can be operated/managed efficiently, and it becomes easier to maintain the railway system through modernization of railway signal system. And also, it is considered that transportation amount of passengers and freights would increase due to speed-up and shortening of operation interval in the project section, helping Egyptian Railway Corporation increase its revenue, and enhance technology level and bring up high quality technicians due to technology transfer of advanced system. And, it would help to improve customer service, and railway image by ensuring safety of railway, which is major transportation means for low-income group. And finally, it can be expected that investment efficiency would be enhanced via systematic project management and rational train operation plan establishment according to introduction of advanced system in the future.
1.2. Establishment of CTC(Central Traffic Center)
Integrate train operation managements in project section in one central control center to ensure consistency, efficiency, and appropriateness in controlling and supervising train operation control. And, optimize the control system to improve human resources and facility maintenance cost structure, minimize delay of train through taking a quick action for emergent situation, and ensure safe train operation.
Central control center's operation control room will contribute to unifying control system, collecting/analyzing data necessary for train operation in entire project section, and enhancing efficiency of train operation, safety and rapidity of transportation.
1.3. Establishment of Communication Facility(Network)
Backbone facility of communication network and VHF wireless analog communication system is being operated through the use of Microwave facility in the section between Nagh Hamady and Luxor. And, it is considered that there would be problem in rapidly and accurately transmitting various voice, data, and video information to the corresponding equipment in a station becasue copper cable is used for direct phone facility between control center and site.
Therefore, it is expected that optic fiber transmission device (STM-128, MSPP)
128•2013 System Consulting: Cadastre, Transportation will be planned in this project section to establish optic fiber cable based wire infrastructure, and more enhanced safe train operation and passengers' service provided via implementation of communication facility(network) such as LAN/WAN, train's radio facility in VHF analog method, exchange facility, control phone facility, and electric clock facility.
2. Appropriateness of Project Area
As shown in site survey for the project section, 118km section between Nagh Hamady and Luxor is located in the middle desert area in Cairo ~ Aswan railway section, and Luxor area is famous for history and culture. Since many historic sites are heavily concentrated, lots of tourists visit Luxor area throughout the year and enjoy a resort city. Qena is very important area for commerce and transportation, lots of commercial activities take place, floating population is high, and lots of freight and passengers are handled via connection of desert area between Safara and Abou Tartour. Therefore, considering close cooperation with related agencies, and geographical accessibility for rapid decision making, it is considered that central control center and signal communication office should be located in Qena which is very important area for commerce and transportation, lots of commercial activities take place, floating population is high, installation space can be obtained easier, more appropriate to traffic environment for operation, maintenance, and fault handling, and organization utility level and efficiency of management are high. Other than this, maintenance center which maintains communication facility was planned to be operated in the same places (Nagh Hamady, Qena, Luxor) as existing places so that maintenance center can be divided into three areas. And, Distance by maintenance center was planned 39km632 for Nagh Hamady에서 39km632, 47km061m for Qena, and 31km094 for Luxor. An office belonging to maintenance center was planned to divide maintenance distances, and planned the number of maintenance personnel in proportion of distance was planned to make facility management easier. And finally, it turned out that project execution area is approprite in terms of location and overall infrastructure.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•129 Project Execution Area among Egyptian Railway Line, and Operation Plan
130•2013 System Consulting: Cadastre, Transportation 3. Appropriateness of Project Scope
The project scope was determined by reflecting problems through site survey, and Egyptian National Railways's requirements, and considering overall improvement direction establishment and the size of loan, and details are as follows.
3.1. Improvement of Railway Signaling System
EIS(Electronic Interlocking System) is a device to prevent mal-operation or unexpected operation when setting a train track, or controlling signal facility by connecting signal security facility such as signaller, track point machine box, and track circuit mechanically, or electronically, or in computer software in order to carry out train's operation and shunting safely and rapidly. Electronic interlocking device is a device to computerize electric and mechanical parts of existing interlocking device for controlling signal facility in site, and connection is made using computer software. This device is composed of CPU, interlocking logic part, display controlling part, communication controlling part, maintenance section, and power supply section in duplication. In addition, the device controls site facility including track circuit device, ballis, track point machine box, signaller, shunting signaller, and crossings device on trackside via electronic interlocking device in signal machine room, and controls and supervises site facility from control panel in signal handling room to enable safe train operation. Basically, most of control devices are integrated to be distributed to signal machine room by station, and direct tracks, or simple terminals, which interface with a train, thereby not requiring maintenance, are distributed on trackside to reduce system maintenance tasks in centralized controlling method.
Central control system consists of operation management system to ensure safe train operation and targeted transportation level. Train operation status for entire track is indicated by collecting site facility and train operation information via interlocking devices and transmission devices installed in each station. Control facility was configured by automatically inputting train operation schedule for on time operation so that track control and train operation instruction can be performed. The operator can interrupt operation control manually via supervision console's keyboard, or mouse whenever necessary so that he can carry out required operation control, or additional instruction.
The below table shows the project scope.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•131
Scope of Railway Signal System Project
Classification Project size, range and content Remarks
1. Project section • 118km between Nagh Hamady and Luxor
• 24 stations : Nagh Hamady, Salamia, Rahmania, Yasminia, Faw, Deshna, Marashda, Samata, Awlad 2. Number of station Amr, Makhadam, Gazera, Qena, Ashraaf Qebly, Al Ashraaf, Apnod, Qeft, Krteh, Qos, Shiekh Amer, Shanhoria, Khezam, Zenia, Karnak, Luxor 3 Central control center • One place(Installation within Qena station) 4. Signal communication • One place(Installation within Qena station) office 5. Maintenance center • Three places(Nagh Hamady, Qena, Luxor)
6. Electronic interlocking • Installation in premises of 16 stations and between system (EIS) stations • Signaller device, electric track point machine box, 1) Site facility track circuit device, blocking device, electric track device, cable device, grounding facility • Electronic interlocking device(interlocking logic part, display control part, communication control 2) Indoor facility part, maintenance section, power supply section), track circuit device, blocking device, resister rack, branching part rack • Power distribution panel, UPS(for interlocking 3) Power supply facility device), rectifier, battery, generator
4) Crossings facility • Alarm, breaker, crossings control unit
7. ATP(ERTMS/ETCS Level.1) • ATP wayside system(LEU equipment, Balise, Cable onboard signal system etc.) 8. Central control system • Control facility H/W, S/W, Information transmission (CTC) device, Power supply facility
3.2. Establishment of Communication Facility(Network)
The scope of communication facility(network) implementation includes optic fiber transmission device(STM-128, MSPP) for transmitting various, data, pipe conduit for interlocking optic fiber transmission device nodes as communication infrastructure, and optic fiber cable(OF-SM-48Core 2).
Based on this optic fiber transmission network, in order to provide safe operation, and passengers' service, the scope of communication facility(network) implementation was properly planned in order to provide LAN/WAN system, train's radio facility to make a wireless call among railway operator, maintainer, and mobile train stations in VHF analog method, exchange facility to provide rapid and accurate
132•2013 System Consulting: Cadastre, Transportation voice exchange between subscribers, control center phone equipment to make a call between center controlmen and operation handling men in individual, group, and all at once, electric clock equipment to efficiently manage train operation, and enhance service for passengers, power supply facility to provide stable power to communication system.
4. Appropriateness of Project Period
Execution period of this project is 44 months which is consulting service period for supporting ENR's project execution and supervising project construction, and 36 months in which the system suggested by consulting service is manufactured and provided, and construction is carried out.
4.1. Consulting Service
Consulting service is to carry out basic design and bid preparation, proposal evaluation, contract negotiation, and bidding support for 8 months, and construction supervision task such as project progress monitoring and supervising for 36 months, to support ENR which lacks in project management experience throughout the entire project execution period for transferring the management experience.
4.2. Manufacturing/Supply and Construction of System
36 months are planned for project period for detailed system design, product purchase, manufacture, delivery, installation, test, and trial-run after selecting a company and making a contract. And, construction plan by step for project section will be planned and executed by project proposer. In addition, education/training should be performed during the project period as well, and the company shall provide defect warranty for supplied system to project execution institute for two years after completion. During those two years, a rehabilitation service which covers all equipments (signalling, communication, power, ATP, etc.) system for maintenance operators of Egypt is provided.
4.3. Project Timeline
Execution schedule associated with this project is to be total 44 months including consulting service period and construction(Turn-Key) period after consultant selection.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•133
Project Timeline
Project period(44 months) Classification 1st year 2th year 3th year 4th year 1/1 1/2 1/3 1/4 1/1 1/2 1/3 1/4 1/1 1/2 1/3 1/4 1/1 1/2 1/3 1/4
1. Consultant selection
2. Consulting service
1) Basic design
2) Bidding preparation
3) Bidding evaluation support
4) Construction supervision
3. Company selection and approval
4. Construction(Turn-Key)
1) Basic design review
2) Detailed design(construction, system)
3) System manufacture and delivery
4) Site installation and construction
5) Site installation inspection and test
6) General trial-run
7) Education/training(including overseas and home) 8) Delivery of spare parts and completion publication
9) System take-over
10) Defect guarantee and maintenance surport (Two years after completion) 5. Project timeline of project excuting agency 1) Project management(Design and construction) 2) Education/training and full system commissioning
3) Operation and maintenance
Note 1) Project execution schedule is subject to change local situation of project execution institute, and detailed schedule plan Note 2) Egypt project execution management in #5 is to present the major umplementation schedule of ENR.
134•2013 System Consulting: Cadastre, Transportation 5. Appropriateness of Project Cost
5.1. Comparison with EIS Modernization Project in Other Lines in Egypt
As a result of comparison of case study for the modernization of electronic interlocking system in Cairo ~ Alexandria Line, where is similar to this project area in Egypt, it is considered that total 12.4billion USD is reduced saving in 105 million USD by calculating the project cost excluding ATP(ERTMS/ETCS Level.1) on-board system with unit price per km.
Comparison with EIS Modernization Project in Other Lines in Egypt
Classification Cairo ~ Alexandria Line Nagh Hamady ~ Luxor Line
• 161.7km(Alexandria ~Benha Line) • 118km(Nagh Hamady ~ Luxor • Modernization of EIS Route extension Line) • 45.3km(Benha ~ Cairo Line CTC • Modernization of EIS improvement)
• New installation of EIS at 16 places • New installation of EIS at 10 • CTC at 1 place places • ATP(ERTMS/ETCS Level.1) onboard • CTC at 1 place system 1 Lot • Communication facility (Network) • Communication facility (Network) Project scope 1 Lot 1 Lot • Building 1 Lot • Building 1 Lot • Power facility 1 Lot • Power facility 1 v • Cable conduit configuration 1 Lot • Cable conduit configuration 1 v • Replacement of sleepers at point machine rail of a turnout 1 Lot
• About 130 billion USD Project cost • 140 billion USD • About 89.7 billion USD excluding ATP
Unit price per • 865 million USD • 760 million USD km
5.2. Appropriateness of Project Cost
Total project cost size of this project section is 100,000,000 (US$) ~ 116,603,000 (US$) requested by Egypt government to Korea government, thereby increasing by about 16,603,000 (US$). However, this was applied based on material and labor unit costs in which electronic interlocking system project cost in railway signal system
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•135 was applied to Korea railway in 2013, and central control system project cost was calculated based on estimates of Korea's specialty development and construction companies. And, communication facility(network) project cost was calculated in the same criteria as electronic interlocking system project cost. Other than these, for infrastructure implementation facilities (building, power supply and etc.), appropriate project cost was checked to be estimated by surveying implementation examples of specialty companies. For education/training and maintenance support fee, we classified them into local and overseas education/training fee and maintenance support (two years) fee, and the overseas education/training fee was set based on the calculated number of personnel to be trained/educated in Korea. And, transportation cost was set based on 2% of direct material cost by referring to other project examples. When considering overall project increase by application criteria difference of amount and price reserve fund, it is higher than originally expected project cost. But, if considering successful bid rate upon bidding and etc., the project cost is considered to be appropriate. Major project content and project cost calculation criteria for total project cost are as shown in the below table.
Criteria of Total Pproject Cost Estimation Foreign Classification Local currency Total currency 1. Direct construction cost 82,094,111 16,252,178 98,346,289
1) Electronic interlocking system 40,750,306 6,345,073 47,095,379
2) ATP(ETCS Level.1) on-board 15,432,315 1,578,542 17,010,857 system
3) Central control system(CTC) 3,926,172 3,926,172
4) Communication facility(network) 9,855,948 1,401,244 11,257,192
5) Education facility 774,135 20,500 794,635
6) Building 3,826,872 3,826,872
7) Power supply facility 2,417,736 2,417,736
8) Test equipment and spare parts 2,371,252 2,371,252
9) Consulting service 3,619,175 662,212 4,281,387
10) Education/training and 4,162,219 4,162,219 maintenance support
11) Transportation cost 1,202,591 1,202,591
Rate 83.4% 16.6% 100%
136•2013 System Consulting: Cadastre, Transportation 6. Technical Appropriateness
Technical appropriateness was examined as follows in order to efficiently operate and maintain Egyptian railway system, ensure safety, reliability, increase of transportation amount, and speed-up of Egyptian railway system, which are the purpose of this project.
6.1. Safety and Reliability in Train Operation
Improvement effects for the existing safety hinderance cause were applied to the system in order to enhance safety and reliability of train operation considering the following technical aspects.
• Install track circuit device in entire section in order to track train location in real time. • Implement centralized Electronic interlocking system to integrate operation cabins which are distributed to 2 ~ 3 places to be operated in a station yard to ensure safety and reliability. • A train can pass through absolute stop signal to be stopped in overlapped track, which is currently operated. But, the function with which a train cannot pass through the signal upon absolute stop signal was added, and ATP(ERTMS/ ETCS Level.1) on-board system with which Distance-to-go method is possible was additionally introduced so that SIL4 Europe Standard system whose safety was ensured can be applied. • Most of train accident takes place in crossings. Control system in crossings was replaced with automatic control method from manual control method in order to prevent accidents in crossings. • Because power supply device is duplicated system (backup), it does not have separate railway power to use private power, and uses a generator for back-up power to prepare for blackout for ensuring stability. • Provide safe train operation and improved passengers service through implementing communication facility such as wire infrastructure based on optic fiber fiber cable, train's radio facility in LAN/WAN, VHF analog method, exchange facility, control phone facility, and electric clock facility.
6.2. Increase of Transportation Capacity and Speed
The following technical aspects were considered to be applied to the system in order to increase the number of train round-trip for this project section per day 200 from 78 for expanding transportation capacity, and increase the highest speed of train run to 160km/h from 120km/h.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•137 • For train operation control, CTC (Central control system) was implemented instead of depending train's radio device to unify command control in Central control center's operation control room to implement the system for ensuring consistency, efficiency, and appropriateness through control and supervision of train operation, and replace machine interlocking devices with electronic interlocking devices for shortening operation handling hour, thereby reducing handling time by more than 75%. • Train control method is to be replaced with 5-display automatic blocking device from Tokenless which is 1 blocking between stations, and blocking signaller interval is to be block division by 2km, considering improvement of transportation capacity and economic feasibility. And, when considering change in train operation plan in the future, transportation demand at the time connect fitting system is improved, shortening of operation interval, and etc., blocking division is to be adjusted up to 800~1000m by step, thereby coping with transportation demand and additional reducing of operation interval. • For train control facility, ATP(ERTMS/ETCS Level.1) on-board system is to be introduced instead of using existing ATC-ZUB system, to prepare for of speed- up and system standardization in the future. And, it was applied considering compliance with future's Egypt railway policy and expandibility, connection, and future's orientation according to introduction of Europe standardization system
7. Economic Feasibility
7.1. Assumptions
Economic feasibility is a process to ensure rationality and validity of investment by estimating economic costs and benefits expected for the year's investment when economic investment is expected for new project, or change of some of existing project. That is, as project performance is an act whose result can be ensured by utilizing economic the purpose of economic goods which our society, or individual has for the purpose of economical analysis, investment can be rational and valid only if resultant economic benefit, or revenue which could be gained, should be bigger than consumed goods.
It is a part of the project to replace machine interlocking system with EIS (Electronic Interlocking System) in 118km section between Nagh Hamady and Luxor for expanding Egyptian railway infrastructure by ENR. Through this, this project creates nation's revenue, advance railway industry, and contribute to enhancing
138•2013 System Consulting: Cadastre, Transportation of nation's image by ensuring stability and reliability of railway signal system, and increasing amount of fright transportation to be planned in the future.
For precondition for economic analysis, social discount rate, evaluation time, standard price, and reference point are required in order to carry out economic analysis, and their content is as follows.
7.1.1. Discount Rate
Discount rate acts as very important parameter in converting project benefits and costs to current value for economic analysis. If social discount is high, overall growth rate and interest rate in a society is high as well, and future's benefits occurred for project performance has a relatively low current value. Social discount rate is set relatively high in the age of high growth and high interest.
12% of discount rate was applied to Egypt pursuant to 「EDCF project feasibility study guideline」because Egypt is a developing country.
7.1.2. Analysis Period
Economic feasibility study period is 18 years. Korea Railway Corporation suggests that service life for electronic interlocking device, CTC, and on-board system(ATP, ETCS Level 1) should be 15 years pursuant to fixed asset accounting guideline clause 5 (attachment 1) of Korea Railway Corporation(2013-58, finally revised in August 23th). In addition, analysis period was set as total 18 years in which 3 years for construction period (2015 ~ 2017) and 15 years for operation period (2018 ~ 2032) after railway opening minus 3 years for this project were considered.
7.1.3. Reference Points in Price and Period
Reference point of analysis should define price reference point, and reference point of project. Price reference point of variables in the course of analysis should be January first of the year in which analysis is carried out considering acquisition possibility of inflation rate data and etc., and starting day of project period should be January fist, and completion time December 31st.
Economic feasibility analysis should be based on reference point to estimate benefits and costs occurred in the future, and compare their sizes. Benefits and costs occurred in the future should be estimated as constant price as of price reference point, and if benefits and costs are to be estimated as current price, discount rate can
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•139 be used as current discount rate. It is assumed that constant price for 2013 should be applied.
7.1.4. Inflation Rate
For inflation rate, average level of consumer price rise rate of 9.46% in recent three years in Egypt was applied in order to convert various indicators to 2014 by considering the reference year of this project is 2013, and 2013' price is constant price year.
Rate of Increase of Egypt’s Consumer Price Index
Classification 2010 2011 2012 Average CPI rise rate
CPI rate of increase 11.2% 10.1% 7.1% 9.46%
Note : Based on Egypt FY Source : EIU, BMI, Egypt Central Bank, American Chamber of Commerce in Egypt
7.2. Estimation Method of Present Value
7.2.1. NPV(Net Present Value)
In definition, NPV (Net Present Value) discounts all economic benefits and costs accrued by project into reference year's present value, and deducting economical costs from economic benefits. Net present value indicates large and small size of effect, which can be acquired via investment on traffic facility. And, if net present value is larger than or equal to 0, targeted investment project can be considered as having a social value. If this indicator can be applied to priority analysis, priority is assigned to the bigger sized project. Therefore, this indicator should be used only for reference.
Where, Bt : Economic benefit of t year Ct : Economic cost of t year r : Discount rate (social discount rate) n : Analysis period (construction period and operation period)
140•2013 System Consulting: Cadastre, Transportation 7.2.2. IRR(Internal Rate of Return)
Internal rate of return refers to discount rate r, at which the value of Inflow of cash converted to present value becomes equal to the value of Inflow of cash. Generally, cost is concentrated in the early analysis target period for public traffic facility development project, and benefits continue to occur during analysis period and after completion of facility.
If economic internal rate of return is high, it means there is project effect in spite that future's benefit is evaluated low. Therefore, public traffic facility development project whose economic internal rate of return is high can be considered as very good project. In general, if internal rate of return is higher than discount rate, profitability can be considered big as well.
Where, Bt : Economic benefit of t year Ct : Economic cost of t year R : Internal rate of return
7.2.3. Benefit/Cost Ratio (B/C)
Benefit/cost ratio refers to the value acquired by dividing economic benefit accrued by year after operation by economic cost input (project expense, maintenance cost, and etc.). At this time, The amount discounted and converted by social discount rate is applied to economic benefit and cost. Generally, if B/S ratio is larger than or equal to 1, it is considered that profitability exists.
Where, Bt : Economic benefit of t year Ct : Economic cost of t year r : Discount rate (social discount rate) n : Analysis period (construction period and operation period)
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•141 7.3. Estimation of Economic Benefit and Cost
7.3.1. Economic Cost
Economic cost includes cost required to improve the interlocking system in 118km section between Nagh Hamady and Luxor with EIS(Electronic Interlocking System), and maintenance cost of the year during operation period. Cost required to improve the interlocking system with EIS(Electronic Interlocking System) includes cost of interlocking system implementation, cost of ATP(ETCS level 1) on-board system implementation, cost of CTC(Central Traffic Center) implementation, cost of communication facility(network) implementation, cost of education facility implementation, cost of related building establishment, cost of track facility implementation, cost of power supply facility implementation, other project expenses, consulting service, education/training, cost of maintenance support (two years), transportation cost, project management cost, taxes and the public utilities' charge, reserve fund, loan handling fee, and etc.
Total Project Cost (Unit: USD)
Classification Amount of money Remarks 1. Electronic interlocking system 47,095,379 implementation 2. ATP on-board system 17,010,857 ETCS Level 1 implementation 3. CTC(Central Traffic Center) 3,926,172 implementation 4. Communication facility (network) 11,257,192 implementation
5. Education facility implementation 794,635
6. Building establishment 3,826,872
7. Power supply facility 2,417,736 implementation
8. Test equipment and spare parts 2,371,252
9. Consulting service 4,281,387
10. Education/training & 4,162,219 Maintenance support 2% of signal system's material 11. Transportation cost 1,202,591 cost
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Total Project Cost (Unit: USD)
Classification Amount of money Remarks 10% of Egyptian local service 12. VAT - cost
13. Tariff - 0% of foreign material cost
14. Reserve fund 16,517,043
0.1% of direct project cost and 15. Loan handling fee 114,863 reserve fund
Total project cost 114,978,000
7.3.2. Economic Benefit Economic benefits accrued by execution of traffic facility investment project can be classified into direct benefit for traffic facility users, and indirect benefit for traffic improvement. Benefit item by type in railway facility project is as follows.
Benefit Item by Type in Railway Facility Project
Classification Details
Benefit for • Reduce travel time of railway passengers (existing and new railway railway) and freight Improve comfortability, punctuality, safety passengers and etc.*
Direct • Reduce vehicle operation cost • Reduce travel time due to transfer demand between road and benefit Benefit for other railway transportation • Benefit from transfer demand of air/marine* passengers • Reduce traffic accident • Reduce accident/delay due to crossings improvement* • Reduce environmental cost (air pollution, noise reducement) • Community development* • Enlargement of market area* • Reorganization of community industry structure* Indirect benefit • Reduce highway maintenance cost* (benefit for non-passenger) • Save opportunity cost of parking lot due to decrease of parking demand • Minus benefit (-) due to traffic congestion during construction • Minus benefit (-) due to road space reduction for railway
Note : * is item which is not quantified to be reflect when calculating benefits
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•143 Direct benefit to passengers accrued by execution of traffic facility project including road and railway includes reductions of vehicle operation cost, travel time, and accident, increase of comfortability, punctuality, safety, and etc. Among these items, benefit such as reductions of vehicle operation cost, travel time, and accident is easier to convert to money but for benefit such as comfortability, punctuality, and safety increases, economic value can be varied depending on individual's subjective satisfaction so that it is difficult to convert to money.
Indirect benefit is a ripple effect which occurs to everybody regardless of use of traffic facility when implementing traffic facility project, causing effects such as environmental cost reduction, community development, marker area expansion, and industry structure improvement. For railway project, highway maintenance cost can be reduced by transfer demand from other traffic means, opportunity cost of parking lot due to decrease in parking demand saved, and minus benefit such as traffic congestion, and reduction of road space during construction can be additionally considered.
Air pollution, and noise items for environmental cost reduction benefit can be reflected to economic feasibility study via quantification. But, as investment on sectors other than traffic facility project should be made as well for community development, market area expansion, and industry structure reorganization to be realized, quantification would be difficult, and they are not included in benefit item due to possible dispute regarding crowding out effects of investment.
1) Benefit of operation cost reduction
When implementing traffic facility project, operation cost can be reduced according to reduction of travel time, or increase in travel speed. Operation cost can be classified into general fixed cost, and variable cost. Fixed cost includes depreciation cost of vehicle, insurance fee, and taxes and the public utilities' charge. And, variable cost includes oil fee, engine oil fee, tyre wear fee, maintenance fee, and etc. Among these, taxes and the public utilities' charge is mere transfer payment, which is not economic cost.
Therefore, only oil fee, engine oil fee, tyre wear fee, maintenance fee, and depreciation cost can be considered in calculation of operation cost upon feasibility study.
Valuation of Vehicle Operating Costs Savings : VOCS) by analysis year can be expressed as follows.
144•2013 System Consulting: Cadastre, Transportation For passengers' operation cost, operation cost reduction effect per km/passenger acquired by passengers, who use railway instead of road was applied. Because operation cost Egypt' passengers in 2009 is 0.107 EGP/㎞/passenger, 0.156 EGP/㎞/ passenger was applied by applying average consumer price rise rate of 9.46% in order to convert to constant price in 2013, which is base year of consumer price.
Egypt Passengers' Operation Cost
Classification Value (2009 Price) Source
Rail Passenger Operating Cost 0.052 EGP/passgenger Km ENR (avg. 2005-2006)
Road Passenger Operating Cost 0.159 EGP/passgenger Km Cairo Masterplan JICA
incremental Operating Cost 0.107 EGP/passgenger Km
Source : World bank, project appraisal document on a proposed loan in the amount of US$270 million to the ARAB Republic of EGYPT for the national railways restructuring project, Feb. 10, 2009
For freight operation cost, operation cost reduction effect per km/passenger acquired by freights, which use railway instead of road was applied. Because operation cost Egypt' freights in 2009 is 0.054 EGP/ton㎞, 0.079 EGP/ton㎞ was applied by applying average consumer price rise rate of 9.46% in order to convert to constant price in 2013, which is base year of consumer price.
Egyptian Passengers' Freight Cost
Classification value (2009 Price) source
Rail Freight Operating Cost 0.165 EGP/ton Km ENR (avg. 2005-2006)
Road Freight Operating Cost 0.219 EGP/ton Km Cairo Masterplan JICA
incremental Operating Cost 0.054 EGP/ton Km
Source : World bank, project appraisal document on a proposed loan in the amount of US$270 million to the ARAB Republic of EGYPT for the national railways restructuring project, Feb. 10, 2009
2) Benefit of travel time reduction
If traffic facility project is to be implemented, traffic pattern such as passenger's traffic means of transportation, passage route, and travel speed would be changed. Change in travel pattern has impact on travel time of passengers who travel in corresponding traffic means, and use nearby traffic network. This effect brings in change in travel time of passengers as well as drivers.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•145 If vehicle's speed improves, travel time both for driver and passenger can be reduced, and the passenger can use saved time for the other purpose. Like this, benefit of travel time reduction is determined by travel time value. Benefit of travel time reduction can be varied by saved time, and use purpose. That is, for project travel, reduced travel time leads to increase in project hour, which is increased time for production activity, and increase in leisure time for non-project travel.
Travel time value is a factor impacting feasibility study on traffic sector project directly, and travel time level and appropriateness of estimation method are important criteria, which evidences objectivity of economic analysis.
For passenger's travel time value, if signal system, which is being operated, is to be replaced with electronic system from machine system, and operation speed is to be improved to 160㎞/h from current 120㎞/h, operation hour can be reduced by 28 minutes. And, if 1,608LE(US$ 232) which is Egypt's ENR monthly average salary, and 48 hours for weekly average working hours are applied, time value can be 8.38 LE/ hour (1.21 US$/hour). In addition, this project section is an area such as Luxor and Aswan in which the best cultural assets in the world are located, and it was assumed that ratio of overseas tourist accounts for 80% considering many overseas tourists visit this area. As a result, passengers' time value was calculated as 278.9 LE/h. And, time value for freights of 2.89 LE/ton㎞ was applied.
3) Benefit of traffic accident cost reduction
Increase of revenue by economic growth leads to increasing number of car, and constant increase of traffic accident. In definition, traffic accident means that person is injured or die or goods are damaged 'by transportation means in road, railway, air, and etc., resulting in causing various losses'.
Traffic accidents can be caused by human factors such as driver, or pedestrian's physical, psychological conditions, and drinking, physical factors of road such as vehicle, road structure, and traffic safety facility, environmental factors including nature, traffic, and society structure, or the combination of these.
Traffic accident cost refers to monetary value into which all economical losses due to traffic accidents are converted regardless of cost-bearing subject. As traffic accidents can cause social and economical losses, traffic accident cost includes medical cost, accident victims' production loss cost, physical loss cost, psychological damage cost, traffic accident handling cost by policemen and insurance company, and administration cost including legal problem.
If the number of traffic accident could decrease through implementation of
146•2013 System Consulting: Cadastre, Transportation traffic facility project, social and economic benefits would be occur. All countries convert traffic accident cost into monetary value and consider it as benefit in evaluating traffic facility investment project. In this feasibility study, traffic accident cost reduction benefit for reduced traffic accident on the road was calculated according to transferring traffic on the road to railway through improving interlocking system in 118km between Nagh Hamadyand Luxor with EIS(Electronic Interlocking System).
For passengers' traffic accident cost, data in analysis report for signaling and track renewal investments project, which was driven by World BankA Egypt ENR was quoted.
• Reduced accident risk for the existing traffic : in the existing mechanical interlocking system scenario, the railway line would be operated under the electro-mechanical signalling system, thus the level of safety on the line is similar to the one observed in the past(i.e. 4.20 rail accidents per billion traffic unit); whereas in the scenario for adoption of the electronic interlocking system, the level of safety is improved thanks to the electronic signalling system and the number of rail accident per billion traffic unit falls down to 0.10. • Reduced accident risk for the diverted traffic from road to rail : the increased line capability in the scenario for adoption of the electronic interlocking system enables diverting road traffic to the railway. This diverted traffic will benefit from a reduction in accident risk from 47.9 road accidents per billion traffic unit observed in the past to 0.10
Accident Costs (Unit : EGP/Accident)
Value of time Material total average class Fatalities Injuries lost due to traffic Damage cost accident cost interruption
Road 400,000 465,000 900,000 - 1,765,000
Rail 615,000 363,000 4,500,000 190,000 5,668,000
Source : World bank, project appraisal document on a proposed loan in the amount of US$270 million to the ARAB Republic of EGYPT for the national railways restructuring project, Feb. 10, 2009
4) Benefit of environmental cost reduction
Environmental effects by implementation of traffic sector project includes air pollution, water pollution, noise, vibration, ground sinking, impact on ecosystem including plant and animals, landscape, global warming and etc. But, it is not
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•147 easy to estimate all environmental values for this various environmental changing factors. This is because it is hard to figure out the impact level itself, and even if this can be precisely understood, it involves much more uncertainty to convert this to economical value.
Accordingly, we will focus on air pollution and noise generation whose impact level is relatively important, and which are easier to evaluate and convert to monetary value, to estimate environmental cost among these.
Air pollution is caused by exhaust gases from cars and diesel trains. Damage causes of air pollution include CO, CO2, SO2, HC, NOX, PM, and etc. Because exhaust quantity of theses pollutants are heavily influenced by car's kind and performance, driving status, repair status, used fuel, traffic, road condition and etc., we can reduce air pollution if driving condition is to be improved.
Most of traffic noise is caused by cars, and varies depending on car type, car structure, driving speed/method, road condition and etc. However, because traffic noise varies irregularly by time and driving pattern, it is difficult to give significant meaning to evaluating mere physical quantity. In order to convert damage from noise to monetary value, we should figure out characteristics by noise cause, and evaluate the impact from noise by time zone.
In this project, we assumed environmental cost reduction benefit expected from improvement of signal system from machine type to electronic type as 0.1% of operation cost reduction benefit to be applied.
7.4. Economic Benefit-Cost Flow
7.4.1. Economic Benefit-Cost Flow
Benefit and Cost Table for EIS(Electronic Interlocking System) Improvement Project in The Section between Nagh Hamady and Luxor (Unit:1,000 US$)
Economic cost Economic benefit
Benefit- Classification Initial Reduction Reduction Reduction of Management Saving time cost investment Sub-total of operation of traffic environemental Sub-total /operation cost value cost cost accident cost
2015 34,981 - 34,981 ------34,981
2016 34,981 - 34,981 ------34,981
148•2013 System Consulting: Cadastre, Transportation
Benefit and Cost Table for EIS(Electronic Interlocking System) Improvement Project in The Section between Nagh Hamady and Luxor (Unit:1,000 US$)
Economic cost Economic benefit
Benefit- Classification Initial Reduction Reduction Reduction of Management Saving time cost investment Sub-total of operation of traffic environemental Sub-total /operation cost value cost cost accident cost
Total 116,603 60,493 177,098 460,550 101,781 612 102 563,044 385,950
According to the result of economical analysis for EIS(Electronic Interlocking System) improvement project in the section between Nagh Hamady and Luxor, it was shown EIRR was 20.68%, which is higher than social discount rate, 12.0%, and ENPV is 56 million US$, which is larger than 0, and B/C is 1.48, which is larger than 1, and economic feasibility was considered good.
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Analysis Result of Economic Feasibility
Classification Analysis Result Decision Criteria Remarks EIRR(Economic Internal Rate EIRR : 20.68% > Social 20.68% of Return) discount rate(12%) Economically NPV(Net Present Value) 56 million USD ENPV : 56 million US$ > 0 feasible
B/C(Benefit-Cost Ratio) 1.48 B/C : 1.48 > 1.0
7.5 Sensitivity Analysis
Much uncertainty involves calculation of benefit and cost of economic analysis used in order to evaluate economic feasibility. To cope with uncertainty, sensitivity analysis is carried out. Sensitivity analysis is a method to figure out how economic feasibility changes if each variable for important variables such as construction cost, operation cost, traffic demand, and discount rate, which can have impact on investment cost or economic feasibility, changes in certain degree.
In this feasibility study, sensitivity analysis for variables such as initial construction cost increase, traffic demand increase/decrease, and discount rate change was carried out.
As a result of sensitivity analysis, it was shown IRR was 18.79%, which is higher than social discount rate, 12.0%, and NPV is 47 million US$, which is larger than 0, and B/C is 1.38, which is larger than 1, thereby not influencing economic feasibility much. And, it turned out that if traffic demand decreases by 10%, IRR is 18.23%, NPV is 39 million US$, and B/C is 1.33, resulting in not influencing economic feasibility but, increase/decrease in traffic demand has relatively larger impact on economic feasibility than increase/decrease in construction cost.
It is expected that if construction period is to be extended from 3 years to 4 years, IRR would be 18.07%, NPV 42 million US$, and B/C 1.38, thereby lowering economic feasibility, and if extended to 5, IRR would be 15.83%, NPV 29 million US$, and B/C 1.27, resulting in lowering economic feasibility significantly. Therefore, in order to ensure justification of EIS improvement project between Nagh Hamady and Luxor, lots of efforts are required so that the construction can be completed within originally planned construction period, 3 years.
150•2013 System Consulting: Cadastre, Transportation
Result of Sensitivity Analysis of Economic Feasibility
Classification EIRR ENPV B/C
Increase by 10% 18.79 % 47 million US$ 1.38 Increase/decrease in Basic plan 20.68 % 56 million US$ 1.48 construction cost Decrease by 10% 22.90 % 65 million US$ 1.61
Increase by 10% 22.98 % 74 million US$ 1.63 Increase/decrease in Basic plan 20.68 % 56 million US$ 1.48 traffic demand Decrease by 10% 18.23 % 39 million US$ 1.33
10.0 % 20.68 % 80 million US$ 1.63 Change in discount 12.0 % 20.68 % 56 million US$ 1.48 rate 14.0 % 20.68 % 38 million US$ 1.35
3years 20.68 % 56 million US$ 1.48
Extension of 4years 18.07 % 42million US$ 1.38 construction period
5years 15.83 % 29million US$ 1.27
8. Financial Feasibility
8.1. Assumptions
Financial feasibility analysis is a process to acquire profitability of new investment by estimating economic cost and revenue expected from the year's investment if economic investment is expected for new project or in order to change some of existing project. As the purpose of financial feasibility analysis is to seek for revenue which can be acquired through utilizing economic commodities by economic subject of project promotion, an investor's economic investment decision can be considered as rational and valid only if the resultant revenue is to be as bigger as possible than economic goods to be consumed.
ENR is performing the project, which improves interlocking system in 118km section between Nagh Hamady and Luxor with EIS(Electronic Interlocking System). ENR tries to create nation's revenue, advance railway industry, and contributes to nation's image by ensuring safety and reliability for its railway signal system, and increasing the amount of freight transportation planned in the future through this project.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•151 The purpose of financial feasibility analysis is to examine profitability for EIS improvement project in the section between Nagh Hamady and Luxor driven by ENR. In order to carry out financial feasibility analysis, precondition for analysis requires discount rate, analysis period, base price, reference point, and etc., and they are as follows.
8.1.1. Discount Rate
Discount rate is very important parameter in converting profit and cost of project to present value in terms of financial feasibility analysis. For discount rate applied in financial feasibility analysis, weighted average cost of capital calculated by weighted averaging required capital upon performing the year's project according to procurement plan by spec should be applied.
In this analysis, 10.7%, which is social discount rate of World Bank analysis report, “Project appraisal document on a proposed loan in the amount of US$270 million to the ARAB Republic of EGYPT for the national railways restructuring project, Feb. 10, 2009” for signaling and track renewal investments project driven by ENR was applied as acrual financial discount rate.
8.1.2. Analysis Period
Financial service life of fixed property established for the year's project should be applied to analysis period of financial feasibility. For service life, physical service life is valid but, when property approaches to its full life, maintenance cost gets much higher than early phrase, resulting in lowering economic feasibility, so that economic service life is adopted. As economic service life can vary by analytic, the service life notified by government institute is suggested in order to enhance its objectivity and comparability.
Analysis period of 18 years is applied to this financial feasibility analysis as well. As a base for this, service life of 15 years for electronic interlocking device, CTC, and on-board system(ATP, ETCS Level 1) is suggested by Korean Railway Corporation's clause 5 in (Attachment 1) fixed property accounting guideline (2013-58, finally revised in August 23th, 2013.08.23).
In addition, considering 3 years for this project, analysis period was set as total 18 years in which 3 years for construction period (2015 ~ 2017) and 15 years for operation period (2018 ~ 2032) after railway opening.
152•2013 System Consulting: Cadastre, Transportation 8.1.3. Reference Points in Price and Period
For reference point of assessment in financial feasibility analysis, both price reference point and construction reference point, which have been applied upon economic feasibility analysis, were applied in the same way. Because this reference point is the point of reference to be applied when making price reference point of variables present value, it should be applied in the same way as economic analysis.
And also, for financial feasibility analysis, revenue and expenses to be accrued in the future are calculated based on reference point like economic feasibility assessment to compare its size through present value.
Revenue and expenses to be accrued in the future were estimated as constant prices as of price reference point. In this analysis, it was estimated by applying constant prices in 2013.
8.2. Estimation Method of Present Value
8.2.1. NPV(Net Present Value)
In definition, NPV (Net Present Value) discounts all outflows and inflows of cash accrued by project into reference year's present value, and deducting present value of outflow of cash from present value of inflow of cash. Net present value indicates size of effect, which can be acquired via investment on traffic facility. And, if net present value is larger than or equal to 0, it is considered that investor's profitability is big.
Especially, because present net value is more useful than internal rate of return in theory, when present net value is applied to priority determination between alternatives, present net value can be applied by priority to internal rate of return.
Where, CIt : Inflow of cash in t year COt : Outflow of cash in t year r : Discount rate(weighted average cost of capital) n : Analysis period (construction period and operation period)
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•153 8.2.2. IRR(Internal Rate of Return)
Internal rate of return refers to discount rate r, at which the value of Inflow of cash converted to present value becomes equal to the value of Inflow of cash. Generally, cost is concentrated in the early analysis target period for public traffic facility development project, and benefits continue to occur during analysis period and after completion of facility.
If economic internal rate of return is high, it means there is project effect in spite that future's benefit is evaluated low. Therefore, public traffic facility development project whose economic internal rate of return is high can be considered as very good project.
In general, if internal rate of return is higher than discount rate, profitability can be considered big as well.
Where, CIt : Inflow of cash in t year COt : Outflow of cash in t year r : Internal rate of return
8.2.3. PI(Profitability Index)
B/C ratio refers to the value acquired by dividing inflow of cash occurred by year after operation by outflow of cash input (project expenses, maintenance cost, and etc.). At this time, inflow of cash and outflow of cash are discounted at weighted average capital of cost to be converted.
In general, if PI is larger than, or equal to 1, it is considered to profitable
Where, CIt : Inflow of cash in t year COt : Outflow of cash in t year r : Discount rate(weighted average cost of capital) n : Analysis period (construction period and operation period)
154•2013 System Consulting: Cadastre, Transportation 8.3. Estimation of Financial Cost and Revenue
8.3.1. Financial Cost
Financial cost includes cost required to replace interlocking system over 118km between Nagh Hamady and Luxor with EIS(Electronic Interlocking System), and maintenance cost of facility during operation period. Financial cost is different that economic cost.
Difference between financial cost and economic cost is that transfer expenditure is deducted in economic cost, but transfer expenditure is included in financial cost. Transfer expenditure is various taxes included in total project cost. Because ENR, which is improvement project subject of this electronic interlocking system, has to pay various taxes included in total project cost, transfer expenditure is appropriated for cost.
Cost required to improve EIS(Electronic Interlocking System) includes interlocking system implementation cost, ATP(ETCS level 1) on-board system implementation cost, CTC(Central Traffic Center) implementation cost, communication facility(network) implementation cost, education facility implementation cost, related building establishment cost, track facility implementation cost, power supply facility implementation cost, other busines expenses, consulting service fee, education/ training fee, maintenance support fee (two years), transportation cost, project management expenses, taxes and the public utilities' charge, reserve fund, loan handling fee, and etc.
As a result of financial cost estimation, the total volume of project cost was estimated to be about 116,603,000 (US$).
Total Project Cost by Alternative(Financial Cost) (Unit : USD)
Classification Amount of money Remarks
1. Electronic interlocking system 47,095,379 implementation
2. ATP on-board system implementation 17,010,857 ETCS Level 1
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Total Project Cost by Alternative(Financial Cost) (Unit : USD)
Classification Amount of money Remarks
5. Education facility implementation 794,635
6. Building establishment 3,826,872
7. Power supply facility implementation 2,417,736
8. Test equipment and spare parts 2,371,252
9. Consulting service 4,281,387
10. Education/training & Maintenance 4,162,219 support 2% of signal system's 11. Transportation cost 1,202,591 material cost 10% of Egyptian local 12. VAT - service cost
13. Tariff - 0% of foreign material cost
14. Reserve fund 16,517,043
0.1% of direct project cost 15. Loan handling fee 114,863 and reserve fund
Total project cost 114,978,000
8.3.2. Revenue Revenue accrued from traffic facility investment project refers to fees which a project execution subject collects from users who use the traffic facility. Details of railway revenue include toll collected from passengers, and freight delivery revenue from freight transportation.
1) Revenue from passenger transportation
Revenue from passenger transportation was estimated by applying transportation unit cost in reference year to transportation demand by year during project period. For transportation unit cost, transportation revenue by each year was estimated by applying constant prices in 2013, which is reference year.
It was analysed that revenue from passenger transportation was 2010/2011 300 LE/person, 2011/2012 328 LE/person, and 2012/2013 305 LE/person according to estimates of transportation import unit cost per person by fiscal year based on passenger transportation performances, and transportation revenue during recent
156•2013 System Consulting: Cadastre, Transportation 3 years in the section between Nagh Hamady and Luxor, which is the project section suggested by ENR.
Considering the change in passenger transportation unit cost is not big, 305 LE/person, which is transportation unit cost in the latest fiscal year, 2012/2013 was applied. In the meantime, 60% of transportation revenue was applied to total unit cost except for signal communication maintenance fee upon passenger transportation
Passenger Transportation Performances, and Transportation Revenue during Recent 3 Years (Unit: Number of Person/Year, 1000 LE, LE/Person)
Year Passengers No. Revenues LE/passenger
2010/2011 1,513,166 453,949 300
2011/2012 1,467,771 481,186 328
2012/2013 1,423,778 434,913 305
Source : Internal ENR data
2) Revenue from freight transportation
It was analysed that revenue from freight transportation was 2010/2011 44.3LE/ton, 2011/2012 46.0LE/ton, 2012/2013 50.1LE/ton according to estimates of transportation unit cost per ton by fiscal year based on freight transportation performances, and freight transportation revenue during recent 3 years in the section between Nagh Hamady and Luxor, which is the project section suggested by ENR.
Considering the change in passenger transportation unit cost is not big, 50.1 LE/ ton, which is transportation unit cost in the latest fiscal year, 2012/2013 was applied. In the meantime, 60% of transportation revenue was applied to total unit cost except for signal communication maintenance fee upon freight transportation.
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Freight Transportation Performances, and Transportation Revenue during Recent 3 Years (Unit: Ton/Year, 1000 LE, LE/Ton)
Year Freight (ton) Revenues LE/ton
2010/2011 248,330 11,004 44.3
2011/2012 484,069 22,246 46.0
2012/2013 525,632 26,308 50.1
Source : Internal ENR data
8.4. Estimation of Cash Flow
8.4.1. Estimation of Cash Flow
Table of Estimated Cash Flow for EIS(Electronic Interlocking System) Improvement Project between Nagh Hamady and Luxor (Unit:1,000 US$)
Outflow of cash Inflow of cash Net cash Classification Initial Management Revenue from Revenue flow Sub-total passenger from freight Sub-total investment cost /operation cost transportation transportation
2015 34,981 - 34,981 - - - -34,981
2016 34,981 - 34,981 - - - -34,981
2017 46,641 - 46,641 - - - -46,641
2018 - 1,298 1,298 29,073 2,326 31,399 30,101
2019 - 1,124 1,124 29,860 2,487 32,347 31,222
2020 - 1,124 1,124 30,647 2,648 33,294 32,170
2021 - 1,976 1,976 31,433 2,809 34,242 32,266
2022 - 2,632 2,632 32,220 2,970 35,190 32,558
2023 - 1,976 1,976 33,007 3,131 36,137 34,162
2024 - 1,976 1,976 33,794 3,292 37,085 35,110
2025 - 1,976 1,976 34,580 3,453 38,033 36,057
2026 - 1,976 1,976 35,367 3,614 38,981 37,005
2027 - 64,999 64,999 36,154 3,775 39,928 -25,071
158•2013 System Consulting: Cadastre, Transportation
Table of Estimated Cash Flow for EIS(Electronic Interlocking System) Improvement Project between Nagh Hamady and Luxor (Unit:1,000 US$)
Outflow of cash Inflow of cash Net cash Classification Revenue from Revenue Initial Management flow Sub-total passenger from freight Sub-total investment cost /operation cost transportation transportation 2028 - 1,976 1,976 36,940 3,936 40,876 38,900
2029 - 1,976 1,976 37,727 4,097 41,824 39,848
2030 - 1,976 1,976 38,514 4,258 42,772 40,796
2031 - 1,976 1,976 38,514 4,258 42,772 40,796
2032 - -28,466 -28,466 38,514 4,258 42,772 71,238
Total 116,603 60,493 177,098 516,343 51,307 567,651 389,555
As a result of financial feasbility analysis for EIS(Electronic Interlocking System) improvement project between Nagh Hamady and Luxor, it was analyzed that IRR(Internal Rate of Return) is 20.70%, NPV(Net Present Value) is 73 million US$, and PI(Profitability Index) is 1.59, resulting in good financial feasibility.
Result of Financial Feasibility Analysis
Classification Analysis Result Decision Criteria Remarks
FIRR(Financial Internal 20.70% FIRR : 20.70% > WACC(10.7%) Rate of Return) Financially NPV(Net Present Value) 73 million USD ENPV : 73 million US$ > 0 feasible
PI(Profitable Index) 1.59 PI : 1.59 > 1.0
8.5. Sensitivity Analysis
Much uncertainty involves calculation of benefit and cost of economic analysis used in order to evaluate economic feasibility. To cope with uncertainty, sensitivity analysis is carried out. Sensitivity analysis is a method to figure out how economic feasibility changes if each variable for important variables such as construction cost, operation cost, traffic demand, and discount rate, which can have impact on investment cost or economic feasibility, changes in certain degree.
In this feasibility study, sensitivity analysis for variables such as increase/decrease
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•159 in initial construction cost, increase/decrease in traffic demand, and discount rate change was carried out.
As a result of sensitivity analysis, it was shown that if construction cost increases by 10%, IRR would be 18.84%, which is higher than 10.7%, weighted average cost of capital, and NPV 63 million US$, which is bigger than 0, PI 1.48, which is bigger than 1, turning out business profitability is good. In addition, if traffic demand decreases by 10%, IRR would be 18.33%, NPV 53 million US$, and PI 1.44, turning out good financial feasibility is good.
In the end, it was analyzed that increase/decrease in construction cost has relatively lower impact on financial feasibility than increase/decrease in traffic demand.
And also, it is expected that if construction period is to be extended from 3 year to 4 year, IRR would be 18.47%, NPV 60 million US$, and PI 1.52, thereby lowering economic feasibility, and if extended to 5, IRR would be 16.15%, NPV 46 million US$, and PI 1.41, resulting in lowering economic feasibility further. Therefore, lots of efforts are required so that the construction can be completed within originally planned construction period, 3 years.
Result of Sensitivity Analysis of Financial Feasibillity
Classification FIRR FNPV PI
Increase by 10% 18.84 % 63 million US$ 1.48 Increase/decrease in construction Basic plan 20.70 % 73 million US$ 1.59 cost Decrease by 10% 22.86 % 82 million US$ 1.73
Increase by 10% 22.92 % 92 million US$ 1.75 Increase/decrease Basic plan 20.70 % 73 million US$ 1.59 in traffic demand Decrease by 10% 18.33 % 53 million US$ 1.44
12.7% 20.70 % 51 million US$ 1.45 Change in Basic plan 20.70 % 73 million US$ 1.59 discount rate 8.7% 20.70 % 101 million US$ 1.76
3years 20.70 % 73 million US$ 1.59 Extension of construction 4years 18.47 % 60 million US$ 1.52 period 5years 16.15 % 46 million US$ 1.41
160•2013 System Consulting: Cadastre, Transportation 9. Legal and Policy Feasibility
9.1. National Aspect
As the Egyptian government recognizes the importance of infrastructure expansion project for railway network, it is going to allocate the budget of about 1.54 trillion Korean won, starting from 2013 to 2023, over 10 years for national policy project at government level. If railway infrastructure is to be expanded in the future, Egyptian railway industry is driving improvements in various ways in order to advance Egyptian railway through the impact of revenue improvement according to enhancement of railway image, freight transportation, and increase in tourism resources via remarkable growth in 10 years.
• Prevent railway accidents, and delayed operation of train through modernization of existing railway facility and implementation of safety system to enhance Egyptian railway operation institute's public image. • Increase transportation efficiency with high speed, and shorter operation of Egyptian railway, and increase social/economic benefit, contributing to enhancing people's life quality, and community economic development.
9.2. Social Aspect
Through promotion of investment on railway industry in society based on 10-year railway infrastructure development plan of ENR, it is expected that people's jobs can be created, and income will increase, resulting in improving people's life quality to establish foundation of nation economy for nation's balanced growth.
• Increase people's life quality through creation of people's job, and increase in income based on promotion of railway industry investment. • Establish balanced nation's growth by region, and stable economical growth based on promotion of railway industry investment.
9.3. Industrial Aspect
Railway industry development in Egypt falls behind compared to Egyptian railway size, but the existing machine interlocking device was improved with electronic interlocking device in order to cope with the increase in demands of railway freight and passenger transportation in accordance with local economy promotion through increase in demand of freight transportation, and tourism in the future. In addition, ATP(ERTMS/ETCS Level.1) on-board system was applied in order to improve
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•161 train speed, and central control system was implemented to improve efficiency of train operation management, safety of transportation, and rapidity. In order for communication method being operated only with existing wireless communication system to cope with diversification of information transmission, optic fiber cable based wire infrastructure was implemented, and communication facility(network) was planned in order to contribute to improving safe train operation and, and passengers' service. Therefore, it can be expected that railway signal and communication infrastructure industry would develop, and railway technicians could be acquired through new maintenance organization, and education/training along with introduction of advanced railway system, thereby contributing to developing railway industry.
• Implement wire infrastructure based on railway signal system, and optic fiber cable to cope with increase in demands of freight and passenger, and contribute to improving railway passengers' service. • It is considered that railway signal and communication infrastructure technology can be ensured, and technology company and maintenance technicians obtained via implementation of electronic interlocking system, ATP(ETCS Level.1) on-board system, central control system, and communication facility(network), resulting in contributing to industrial development.
10. Environmental Impact Analysis
10.1. Overview
Environmental impact analysis was carried out pursuant to “Guideline on preparation of EDCF feasibility study (November 2010)” of export-import bank in this project. According to the above guideline, as existing 24 stations over 118km in this project section between Nagh Hamady and Luxor is to be modernized, and there is no environmental side effect, this project section belongs to 'C' group project not 'A' group and 'B' group as shown in the below table. And, there is no need for EIA(Environmental Impact Assessment) accordingly. In addition, it was agreed that ENR will analyze and suggest the necessity of environmental impact assessment for this project during intermediate briefing session and technology discussion session on November 23th.
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Grade Classification for Environmental Impact Analysis
Grade Group classification Corresponding project (example)
Auto road construction, highway construction, railway construction, construction of airport whose runway • Project which threatens environment length is more than 2,100m, newly A Group severely, and has possibility to establishment of more than four-lane (Category A) influence extensive area road whose construction section is more than, 10km and remodeling of existing road to be expanded to more than four-lane road
• Project which environmental risk is less severe than A Group, and B Group impact is limited only to project site, (Category B) and reduction measures, or recovery measures are easy
• Project which environmental risk is C Group expected to be very tiny, or does not (Category C) exist at all
Source : Guidline on preparation of EDCF feasibility study. Mor.2010:Korean export/import bank
10.2 Purpose of Environmental Impact Analysis
The purpose of environmental impact analysis is to predict/analyze the side effect on environment resulting from modernization of railway signal systems of existing 24 stations over 118km between Nagh Hamady and Luxor in planning phrase, and plan a side effect reduction method. And, detailed purpose of this environmental impact analysis is to review environment status in railway signal system modernization area, check/evaluate environmental impact for railway signal system modernization, and suggest a side effect reduction method in order to protect environment.
10.3. Environmental Impact Analysis Method
Environmental impact analysis on Egyptian railway signal system is to be carried out in the following method.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•163
Environmental Impact Analysis Method
Grade Group classification
Figures out current status by collecting and analyzing existing literatures. Existing literature Reference literature : ENR, Environmental and Social Impact Assessment survey Report, April 2008
Survey of current status around planned track based on literature Status survey material Qualitative prediction for items to which impacts are to be expected Impact prediction when executing the project based on current status survey Suggests qualitative reduction method for impact expected when Reduction method executing the project.
10.4. Relavant Laws and Regulations of Egypt
Environmental impact assesment on this project is required to meet EEAA(Egyptian Environmental Affairs Agency)'s requirements and legal and regulatory requirements for environmental assessment. And, the Egyptian government signed and ratified several international agreements, and this is considered essential part of Egyptian environment legislation system.
The most important factor in the Egyptian environmental laws is laws for environment protection in Laws 4 established in 1994. This is major legal device to deal with environmental problems in Egypt. Especially, this laws deals with environmental preservation to protect environment from pollution and prevent deterioration of environment. EEAA was established in 1982 pursuant to the Secretary of State's laws 631 to be designated as competent authority for environmental problems in Egypt. Law 4 defines EEAA's role as major relief institute for environmental problems.
According to clause 1, legal liability subject for corresponding project should assess the project's potential impact on nature and social/cultural environment before carrying out the project. Assessment result is to be submitted to EEAA for examination and approval before related government authority issues a license to perform the project.
Type of environmental impact assesment for a specific project can vary depending on overall environmental, social characteristics of the local area which is affected by the project as well as the project. Pursuant to clause 1 in enforcement laws and regulations 4, three types of environment/society represent detailed different levels to be considered. Environmental impact assessment representing top level
164•2013 System Consulting: Cadastre, Transportation of detailed items is defined as “Environmental feasibility study and analysis regarding whether suggested project's construction, and its activities have impact on environmental safety or not”. And, laws and regulations 4 established in 1994 specifies that “All infrastructure projects are being developed as environmental impact assessment target...... ”, and defines the requirements for EIA.
• The followings are clauses of laws and regulations 4 in 1994 expected to be related to this project. • Clause 42 of laws and 44 clause of enforcement regulations for maximum allowable noise level • Clause 40 of laws and 42 clause of enforcement regulations for maximum allowable polluted paddy field due to fuel consumption • Clause 36 of laws and 37 clause of enforcement regulations for maximum allowable pollution level of exhaust gas • Clause 35 of laws and 34 clause of enforcement regulations for maximum allowable level of air pollutant • Clause 43 of laws regarding necessary preventive measures to ensure safety, and public health working conditions • Clause 32 of laws regarding harmful substance handling
Laws and regulations 4 established in 1994 define allowable level for air quality, water quality, noise, and solid waste management. According to clause 1.1, environment in environment laws and regulations 4 in 1994 can be defined as follows. “Materials and air of biosphere, organism living with water, and it surrounded soil, and facility established by human”. And, according to the laws, environmental pollution, destruction, and protection are defined as follows.
• Environmental pollution: Possible direct or indirect changes in environmental characteristics through causing the results which can have impact on living organism or facility or human' normal living. • Environmental destruction: Impact on environment, which degrades environmental value or change environmental properties, depletes resources, or damages life, or buildings. • Environmental protection: Protects and promotes environmental components, prevents and reduces environmental destruction, or pollution. These components are air, sea, the Nile, internal waters including underground water, land, nature protectorate, and other natural resources.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•165 10.5. Grade of Environmental Impact Analysis Pursuant to EDCF Guideline
According to the feasibility study preparation guideline from Export-Import Bank of Korea as well as the survey result via REA Checklist made by experts associated with Egyptian National Railways's environmental problem, this project belongs to 'C' group becausse there is no environmental impact.
Classification of Grade for Analysis of Environmental Impact
Grade Group classification A Group Project which threatens environment severely, and has possibility to (Category A) influence extensive area
Project whose environmental risk is less severe than A Group, and B Group impact is limited only to project site, and reduction measures, or (Category B) recovery measures are easy
C Group Project whose environmental risk is expected to be very tiny, or does (Category C) not exist at all
Source : EDCF feasibility study preparation guideline, 2010, Export-Import Bank of Korea
Result of REA Checklist
166•2013 System Consulting: Cadastre, Transportation Result of REA Checklist
10.6. Result of IEE (Initial Environmental Examination) Execution
IEE was carried out in order to figure out positive impact and negative impact on environment due to this project execution. As a result, it turned out that there are negative impact such as deteriorated air quality, noise, and occurrence of
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•167 wastes. However, this negative impact would be small due to removal of machine interlocking signal facility, and construction work including building establishment to install modern electronic interlocking system.
As poor working environment upon construction can threaten staffs’ health and safety, proper reduction method to handle dust, noise, and construction wastes occurred upon construction should be considered. And, it is expected that railway transportation capacity, and efficiency of train operation and economic activity would increase due to modernization project of railway signal system, and safety measures against train accident strengthened, and noise and air pollution improved upon operaiton.
As a result of IEE execution, it turned out that most of impact due to the project is positive, and negative impact is small, therefore, additional check for environment impact is not required.
Checklist of Environmental Screening of IEE
Initial Environmental Examination
No No negative impact Environmental factors Positive impact Before construction Upon construction Upon operation impact H M L H M L H M L
I. Physical/chemical impact Air quality and dust √ √ contamination Noise/vibration √ √
Soil contamination √ Occurence of √ wastewater Water pollution √
Occurrence of waste √ √
II. Ecological environment Removal of trees and √ vegetation Fishing industry √ Resident in wetland/ √ wetland area
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Checklist of Environmental Screening of IEE
Initial Environmental Examination
No No negative impact Environmental factors Positive impact Before construction Upon construction Upon operation impact H M L H M L H M L
III. Living environment Losses in agricultural √ area Employment √ √ opportunities Life quality √ Archeology and cultural √ heritage Scenery √
Occurrence of waste √
Public health and safety √ Health and safety in √ working place
Note : H = Significant high impact, M = Moderate impact, L = Low impact
10.7. Environmental Status
10.7.1. Physical Environment
1) Geography The section between Nagh Hamady and Luxor, which is this project section is located in Egypt's middle desert area, and city, agricultural land, road, railway, and irrigation canal are formed along with the Nile. And, if a bit away from this area, desert area, in which it is hard for human to live, develops.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•169 Geography of Project Section
2) Weather
The climate around project area is desert climate where average precipitation is about 30mm, and very dry. Temperature is 37~48℃ in the daytime during summer and very hot, but it is lowered to about 20℃, and 15~20℃ in the daytime during winter and warm but, about 5℃ in night. It is expected that working would be hard due to high temperature in the day time during summer, thereby requiring flexible working hours operation.
3) Air quality
Air quality around the project area is impacted by machine device, vehicle, small-sized farm, and spray of pesticide due to agricultural activity, and major contaminants are chemicals (CO2, SO, SO2 and Hydrocarbons), dust, noise, and vibration. For contaminants emitted from source of pollution, duration of flight is short, and it can be dispersed to 700~1,000m of radius by wind. And, it was shown that air quality around planned route is relatively good compared to city, central area, and small-sized factory area upon measuring air quality. It is expected that there would be impact on air quality in the project area due to train operation but, air quality status would meet the control criteria, and air quality improved for project execution.
170•2013 System Consulting: Cadastre, Transportation 4) Noise · vibration
It was considered that noise level is high in city area, small-sized factory area, and etc., due to vehicle, production activities, concentration of small-sized factories. It is expected that the noise would be decreased as railway signal system is to be automatically operated due to project execution.
5) Waterway
Major river crossing Luxor in the middle area is the Nile, and there are lots of agricultural waterways nearby the project area in the middle area.
6) Water quality
It was found that the number of aquatic animal decreases and water quality is deteriorating due to pesticide, chemical product, and etc., used in farming. And, it turned out that water quality in waterway in the town was contaminated by organism generated in daily living.
10.7.2. Ecological Environment
The project area is located in the section from Nagh Hamady in the middle area to Luxor along with the Nile, and if more than 5km is away from the Nile, the area would be desert area.
As irrigation facility develops around the Nile to form rich land in which primary industry is possible, major crops such as wheat, rice, cotton, tomato, sugar cane, corn, and potato, vegetables and fruits are being produced. And, livestock such as cow, water buffalo, sheep, and chicken are brought up, and palm tree is dispersed around it.
Ecological environment in project area is desert area and plain in which crops can be cultivated along with desert area, and the Nile. Therefore, it is expected that there would be no negative impact on vegetables/animals due to this project.
10.7.3. Environmental Standard
The following physical environment standard is included in Laws 4 clauses/1994, and various related laws and regulations.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•171 1) Noise
Laws clause 42, and enforcement regulation 44 regarding maximum allowable noise level require that all organizations and individuals keep some distance from noise generated from each operation machine, and noise below allowable limit. Relevant institutes ensure that noise emitted from fixed property in the entire corresponding area should be within allowable range, and check that equipment selected by machinery and facility meet legal requirements. According to Annex 7 of enforcement regulations, maximum allowable limit of noise intensity should not exceed 90 decibel in 8 working hours. Maximum allowable noise intensity in each different area is shown in the below table.
Maximum Allowable Noise Intensity in Each Different Areas
Allowable limit for noise intensity (decibel)
Area classification Day Evening Night
From To From To From To Commerce, administration, and city 55 65 50 60 45 55 area Residential area which is found in some workshop, or commercial 50 60 45 55 40 50 facility but located in major road
Residential area in city 45 55 40 50 35 45
Residential suburb area whose traffic 40 50 35 45 30 40 amount is small Residential rural area, hospital, 35 45 30 40 25 35 garden
Industrial area(heavy industry) 60 70 55 65 50 60
Time base : 7am~6pm ; Evening 6pm~10pm ; Night 10pm~7am
Exposure cycle exceeding noise level, 90dB(A) should be reduced according to the below table. Standard specified in enforcement regulations is hearing protection numeric value.
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Allowable Exposure Time for Different Noise Intensity
Noise intensity level(dB) Exposure cycle(time)
95 4
100 2
105 1
110 1/2
115 1/4
Enforcement regulation in Laws 4/1994 requires the following items. Instant level of noise intensity during working hour should be maintained below 135dB. In case of exposure to intermittent noise(hammer impact time), allowable impact, which can vary depending on generated noise intensity, should be limited according to the below table.
The Number of Intermittent Impact Allowed during Daily Working Hour
Noise intensity level(dB) Number of allowed impact
135 300
130 1000
125 3000
120 10000
115 30000
2) Air quality
Air quality is defined in clause 35 of laws and 34 of enforcement regulations regarding maximum allowable air pollutant level. And, Nation Standard defines outdoor air pollution limit in terms of maximum allowable limit in laws 4's enforcement regulation, Annex 5. Exposure time is shown in the below table. Laws clause 40, and enforcement regulations 42 define maximum allowable pollution level occurred in fuel gas. Laws clause 36, and enforcement regulations 37 set maximum allowable pollution level.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•173
Unless Otherwise Specified, Allowable Outdoor Air Pollution Material is Limited to Pollution Level per Cubic Meter
Souce of pollution Maximum limit Exposure time
350 1 hr
sulfur dioxide 150 24 hrs
60 1 year
30 mg/m2 1 hr carbon monoxide 10 mg/m2 8 hr
400 1 hr nitrogen dioxide 150 24 hrs
200 1 hr Ozon 120 8 hr
150 24 hrs Floating particle measured by black smoke 60 1 year
230 24 hrs Total floating particle(TSP) 90 1 year
Respirable particle (Pm 10) 70 24 hrs
Lead 1 1 year
3) Water quality
Laws 48 established in 1982 regarding protecting the Nile, and waterway from being polluted is major legal device to protect pollution of inland surface water. This laws covers the Nile, current stream of water, irrigation & drainage canals, and lake. Laws and its enforcement regulations set the limit on allowable water quality. And, they suggest detailed rules regarding pollution of soil and underground water in order to prevent surface and deep underground water resources from being polluted as well as soil.
4) Biodiversity
Major law to protect wild animals and a natural habitat is laws 102 in 1983 regarding nature protectorate. This laws enables establishment of “Nature Protectorate” to protect special nature attraction, nature scenery, nature habitat, and wild animal area. Prime minister department laws, 1983/1,067 specifies EEAA as
174•2013 System Consulting: Cadastre, Transportation management authority which has the right for charging through implementation of 1983/laws 102
In addition, there is 1966/agriculture laws 53, which is major laws to protect wild animals and special birds. Laws and regulation providing protection list of wild animal can be legal criteria in order to identify importance of potential impact of project for our executive rule, and wild animals.
5) Work environment
Industrial health and safety regulations in company are covered in many laws and regulation. These laws and regulations can be applied to staffs who are going to participate in other construction activities. And, the following laws and regulations should be considered.
• Laws for human resources, 1967/48 • Laws in 1981/137 : labor and working place safety • 1983/55 : human resources laws and regulations • 1985/implementation of industrial laws 21 • Human resources laws, 1991/116 • 43 clause in Laws 4 regarding preventive measures necessary for ensuring safe and healthy working environment
6) Waste management
1967/Laws 38 revised pursuant to 1976/Laws 31 regarding public cleanliness and solid waste covers collection and handling of solid wastes. 32 clause of the laws provides regulatory framework for handling harmful substance including harmful wastes.
10.8. Environmental Impacts of Project
The main purpose of the project is to improve the system within existing station through modernization and improvement of railway signal system, which has been fallen behind. And, Positive impact in terms of social/economical environment can be expected rather than negative impact in terms of nature environment and living environment with this project because large scale of engineering work is not accompanied. In addition, reduction methods of impacts on environment and society during construction and operation were checked.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•175 10.8.1. Positive Impact
As railway operation and transportation function improve to lead to promoting exchange of human and physical resources with improvement of railway signal and communication system, nation's distribution cost would be saved, and population can be moved easier due to increase in passengers' transportation amount, thereby developing project zone, and contributing to promoting nearby area's economy.
10.8.2. Negative Impact
It is considered that big impact on nature environment and living environment by this project execution is not caused.
10.8.3. Reduction Method
Reduction methods of impact on environment and society during construction and operation period of railway signal and communication system is shown in the below table.
Reduction Method for Impact on Environment and Society During Construction and Operation Phrase
Construction activity Reduction method • Construction activity for which civil • Take measures not to disclose construction site complaints are expected • Minimize wastes and dusts upon ground digging • When collecting and handling construction • Install pipe conduit to install materials, or wasted materials, deliver them to the communication and power cable location specified by local government for handling • Remove existing cabin and machine • Upon construction work, take preventive measures signal device in order to minimize noise in the place where civil • Handle construction wastes complaint for noise is expected • Build signal communication machine • Wear hearing protection gear in the places where room noise exceeding staff's allowable level is expected to be exposed • Manage removal tools (lever, pipe, signaller, rail sleeper and etc.) in proper ENR storage for • Remove, install and deliver existing handling machine signal facility and track • Classify and handle recycling materials and disposal facility(sleeper, concrete sleeper and materials, and deliver wasted materials to the etc.) location specified by local government for handling • Upon removal, establish measures to minimize arsenic acid, dust, and noise
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Reduction Method for Impact on Environment and Society During Construction and Operation Phrase
Construction activity Reduction method • Discuss work blocking time, and location with ENR in advance to publicize to citizen • Decrease of train speed in working • When major train delay occurs, prepare alternative area means for transportation • Plan to work not during train operation hour • Install work blocking time and site work signs, and promote it in advance to minimize citizen inconvenience • Removal and new installation of • Take measure to control vehicles of laws crossings enforcement agency (traffic police), pedestrian, and traffic flow, and dispatch train supervisor for safe work
10.9. Conclusion
This project is to improve internal system of stations, and it is expected that there would be no environmental harm since it does not require large scale of civil engineering work, and is not a development activities affecting nearby nature environment and living environment. It is recommended to make a plan for reducing environmental and social impacts on works which may occur in the course of some construction activities to actively cope with civil complaints. Furthermore, human/physical resources can be actively exchanged through improvement of train transportation capacity in accordance with modernization of train signal system in the operation phrase after construction, resulting in reducing nation's distribution cost, and making it easier population movement. And, it is expected that relevant commercial area will be developed, contributing to promoting economy of nearby community. As a result of site check and survey (REA Checklist) in accordance with Export- Import Bank of Korea's “EDCF feasibility study preparation guideline (2010.11)”, it was shown that there would be no environmental impact because it was classified as Category 'C' among three steps. In addition, IEE execution resulted in that nature environment and living environment are not heavily affected by execution of this project; according to “Egypt Environment Laws,” research and examination regarding environment such as environment impact assessment and EMP (Environmental Management Plan) are not neccessary.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•177 V Conclusion
This project, which was the modernization of railway signalling system between Nagh Hamady and Luxor 118km area, was to prepare for the increased demand of future passenger and freight and aimed to system improvement for train safety operation. Also, it provided the design, manufacture, construction, test and commissioning, maintenance support of EIS system so that ENR itself could perform system maintenance and operation management
The project area was planned to improve the train speed by 120km/h ~160km/h as maximum speed on track section. Daily transportation for the future passenger and freight trains aims to increase from 78trips/day to 200trips/day. Regarding this, the most appropriate EIS model and its establishment method was suggested and the review of technical, economical, financial, political and environmental feasibility was comprehensively implemented.
As a result of transportation demand forecast, passenger demand will be increased at 3.24% in annual average and freight demand will be at 7.57% in annual average for 15 years by 2032. Overall estimated project cost is $116,603,000 and benefit cost (B/C) of economical analysis is 1.48 which is higher than 1, that means to be economically feasible. In technical analysis, an establishment of EIS and ATP(ERTMS/ETCS Level.1) on-board signalling system can realize the safety and reliability of the railway operation.
Lastly, for the efficient execution of this project, close cooperation and understanding between Egyptian and Korean government are sincerely required.
178•2013 System Consulting: Cadastre, Transportation Upon the success of this project, it is expected that the quality of the public service and international image of Egypt will be improved and also, the successful fulfilment of this project will contribute to a better public service and basic industries, tourism increase as well as a balanced development of regions of Egypt.
Chapter 1 _ Support for the Establishment of the Chile Cadastral Information Management System•179 References
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