MINISTRY OF WORKS AND TRANSPORT STANDARD GAUGE RAILWAY PROJECT

DEVELOPMENT OF THE SGR- PROJECT A PRESENTATION TO MINISTRY OF WORKS STAFF.

Presentation by: Eng. Kasingye Kyamugambi 1 OUTLINE OF PRESENTATION 2 1. DEVELOPMENT CONTEXT 2. SGR UGANDA SCOPE/COVERAGE 3. THE SGR SPECIFICATIONS AND STANDARDS 4. KEY ELEMENTS OF THE SGR 5. CONNECTIVITY WITH KENYA 6. COSTS AND COMPARISONS 7. SGR IMPLEMENTATION STRATEGY & PROGRESS 8. LOCAL CONTENT 9. CHALLENGES 10.CONCLUSION 1.0 Development Context -Intro  Uganda Vision 2040, NDP1, NDP2-GoU put emphasis on 3 infrastructure development. SGR part of infrastructure in plans  To transform country into export oriented economy  Uganda to effectively trade  Global competitiveness is key for attraction of FDI in global value chains. There is worldwide competition for investors by different countries, -Investors go to more attractive destinations  Investors should manufacture in Uganda and export to high end markets  Infrastructure must meet international quality parameters (reliability quality, time, comfort, safety, environmental etc.)  Being developed as a regional railway (NCIP) 1.0 SGR DEVELOPMENT CONTEXT

4 Why Uganda Needs the SGR?,  Country attracting less FDI due to high cost of doing business (USD0.21per ton-km whereas the world average is USD0.03per ton-km).  Currently Import economy-NOT sustainable, Trade deficit over USD 3.4Bn.  Loss in Transport costs today estimated at USD 1.2bn per annum  Reliability, efficiency and safety to low currently.  Reduce travel times from Mombasa to from about 4-7 days by road or 10-14 days by Metre Gauge Railway to one day  Reduce the road wear and tear and the Maintenance costs by shifting over 70% of export/import cargo from .

10/27/2017 1.0 SGR DEVELOPMENT CONTEXT 5 What Services will SGR offer? The SGR Uganda network to be an Electric mixed railway network system that will provide:  95% cargo/Freight Services  5% Passenger Services  Spurs (Railway Sidings) to established Industrial Parks that produce Railway-suited cargo  SGR to have 11 stations in short term and 18 stations in long term Major design parameters based on Freight Railway system NB: Safety key- 0.06% incidences per 1 million km, compared to North America- 1.67% and Europe- 0.5% • Railway is a system- Investment costs vs operation costs 1.0 SGR DEVELOPMENT CONTEXT Why China Financing and Chinese Standards? 6  To be financed by China EXIM Bank & Govt of Uganda  China provided a higher willingness to finance larger infrastructure projects over 1bn USD,  Chinese Standards are a pre-requisite for Chinese Financing  Over the last 30 years, China has carried out massive research and development in the railway industry,  Over the last 20 years, China has constructed the biggest share of railway networks in the World.  Chinese Standards are safe, reliable, robust and proven,  Chinese Standards’ are in conformity with other international Standards for operation, maintainace, parts replacement etc. 10/27/2017 2.0 The SGR Uganda Scope |Coverage  Eastern Route: Malaba-Kampala - 7 273KM-Thru 11 In Uganda – district (including 1724KM of spurs); SGR to be constructed in  Northern route: a phased Tororo-Gulu- manner starting Nimule/Gulu- with the Pakwach-Vura - Malaba- 751KM; Kampala Route  Western Route: Kampala- Bihanga/Mirama Hills/ Bihanga- - – 10/27/2017 662KM 3.0 THE SGR SPECIFICATIONS AND STANDARDS Basis of Design for Eastern Route 8 The design of the SGR-Uganda System was based on: • Development Outlook of Uganda (economic growth, popn growth ) • NCIP-SGR Protocol (seamless, connectivity) • Current and Forecasted Traffic and Market, • Standards and Specifications • Engineering (Alignment, hydrology, geotechnical, terrain etc.) • Investment Consideration • Economic and Financial analysis • Environmental Considerations,

• Social Considerations 10/27/2017 • Macro economic outlook (inflation, labour, etc) 3.0 THE SGR SPECIFICATIONS AND STANDARDS 9 Design Standards: China Standards for design of Railway line-National Standards of PR China. Railway Classifications: China Railway Class 1. Track gauge: “Standard” 1.435m Traction Type: Electric Traction Number of Main Track: Single Track Design Running Speed: 120 kph for Passenger Trains and 100kph for Container freights. Axle Load: 25 tonne Train trailing load/Traction Tonnage: 4,000 gross tonne NB: No railway standards in Uganda currently- Chinese Standards agreed at NCIP 3.0 THE SGR SPECIFICATIONS AND STANDARDS (Cont’d) 10 Freight train payload: 216 (20ft) containers Passenger train capacity: 960 Pax Railway capacity: over 20-35 Million Tons Per Year Construction Clearance: Double Stack/Double Decker Transport with Electric Traction. Intersection Type: No Level Crossings, Design Life: 100yrs for Major structures, Flood Return Period: 300 and100 year flood return periods for major, medium and minor structures respectively.

Signaling – fully automated 10/27/2017 3.0 THE SGR SPECIFICATIONS AND STANDARDS (Cont’d)

11 No level crossing on the railway line

Aim: Ensure Safety of Road Users, Achieve Seamlessness, Safety: minimize derailments & accidents per million train kilometers. To avoid Non Tariff Barriers i. No level crossing

Mukono-Katosi Road Railway level Harmonized SGR-Flyover at Access Road Level.

10/27/2017 3.0 THE SGR SPECIFICATIONS AND STANDARDS (Cont’d)

12 ii Separated Grade Crossings.

Minimum 5.2 metres`hign

Road Over Rail crossings Viaducts Raised Embankments

Community Road Crossings Rail Over Rail Crossing Curvatures minimum radius for design running speed for passenger trains for 120km/hr is general 13 1200m but difficult areas 800m. (NCIP Agreed on) Relationship between radius of curvature and maintenance cost (120km/hr)

Radius of R ≤ 400 400800 curvature 0 Maintainace 287,100 216,000 190,000 100,000 cost per year.km(USD)

 The curvature determines the investment costs, operation safety, topographical conditions and transport properties.  Change on curvature should note the impact on speed and maintenance costs.  If the speed increases then wider curvatures are required and higher investment costs 10/27/2017 Gradients

14  The ruling grade is determined by railway class, terrain conditions, type of traction and transport demands  Maximum gradients, 1.2% or 12‰.  It affects traffic capacity, train operational safety, investment and maintenance cost  Analysis for 0.6% and 1.2% done for the Malaba-Kampala section  Adopting 1.2% saves 15% of investment costs compared to 0.6%  Increasing gradient reduces the investment cost but greatly increases operation and maintenance and pusher grades (Section) will be required on the line  This same ruling grade of 1.2% was agreed upon at NCIP level 15 Topography constraints

10/27/2017 Embankments designs  Minimum Thickness 2.5m (1.9m bottom layer and 0.6m surface layer) 16  Minimum thickness based on bearing capacity and post-construction settlement of earthworks  Compaction pressure Mpa/m (80, 120 & 150Mpa/m)  Slope 1:1.5 to 1:1.75.  Ratio of soil to rock for backfill is 6:4  Geosynthetics laid after removal of soft soils and separation of layers of gravel  Geogrid laid for higher embankment's to strengthen gravel  Slope protection is hellingbone structure for higher embankments and slopes

10/27/2017 3.0 THE SGR SPECIFICATIONS AND STANDARDS (Cont’d) Other Design Considerations 17 i. Electric Traction: lower O&M, future technology, lower cost of locos, eliminates noise pollution, lowers carbon emissions and utilizes re-usable energy ii. Viaducts/Bridges over water bodies, swamps and other ecological areas, iii. Trees along the Railway Corridor, iv. Grass on all Slope emban