MINISTRY OF WORKS AND TRANSPORT STANDARD GAUGE RAILWAY PROJECT
DEVELOPMENT OF THE SGR-UGANDA 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 Kampala 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- Kasese-Mpondwe – 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 ≤ 400 400
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