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MINISTRY OF WORKS AND TRANSPORTSTANDARD GAUGE RAILWAY PROJECT
1
DEVELOPMENT OF THE SGR-UGANDA PROJECT
A PRESENTATION TO MINISTRY OF WORKS STAFF.Presentation by:
Eng. Kasingye Kyamugambi
OUTLINE OF PRESENTATION
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
2
1.0 Development Context -Intro Uganda Vision 2040, NDP1, NDP2-GoU put emphasis on
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)
3
10/27/2017
4
1.0 SGR DEVELOPMENT CONTEXT
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 .
5
1.0 SGR DEVELOPMENT CONTEXT
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
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
6
1.0 SGR DEVELOPMENT CONTEXT
Why China Financing and Chinese Standards?
10/27/2017
7
Eastern Route:
Malaba-Kampala -
273KM-Thru 11
district (including
spurs);
Northern route:
Tororo-Gulu-
Nimule/Gulu-
Pakwach-Vura -
751KM;
Western Route:
Kampala-
Bihanga/Mirama
Hills/ Bihanga-
Kasese-Mpondwe –
662KM
2.0 The SGR Uganda Scope |Coverage
In Uganda –
1724KM of
SGR to be
constructed in
a phased
manner starting
with the
Malaba-
Kampala Route
10/27/2017
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
• Macro economic outlook (inflation, labour, etc)
Basis of Design for Eastern Route3.0 THE SGR SPECIFICATIONS AND STANDARDS
Design Standards: China Standards for design ofRailway 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
9
3.0 THE SGR SPECIFICATIONS AND STANDARDS
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
10
3.0 THE SGR SPECIFICATIONS AND STANDARDS (Cont’d)
No level crossing on the railway line
Safety:
10/27/2017
11
i. No level crossing
Aim: Ensure Safety of Road Users, Achieve Seamlessness,
minimize derailments & accidents per million train kilometers.
To avoid Non Tariff Barriers
Mukono-Katosi Road Railway level Harmonized SGR-Flyover at Access Road Level.
3.0 THE SGR SPECIFICATIONS AND STANDARDS (Cont’d)
12ii Separated Grade Crossings.
Raised Embankments
Road Over Rail crossings
Community Road Crossings
Viaducts
Rail Over Rail Crossing
3.0 THE SGR SPECIFICATIONS AND STANDARDS (Cont’d)
Minimum 5.2
metres`hign
Curvatures minimum radius for design running speed for passenger trains for 120km/hr is general
1200m
but difficult areas 800m. (NCIP Agreed on)
Relationship between radius of curvature and maintenance cost (120km/hr)
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
13
Radius of
curvature
R ≤ 400 400<R≤600 600<R≤80
0
R >800
Maintainace
cost per
year.km(USD)
287,100 216,000 190,000 100,000
Gradients
The ruling grade is determined by railway class, terrain conditions, type oftraction and transport demands
Maximum gradients, 1.2% or 12‰.
It affects traffic capacity, train operational safety, investment andmaintenance 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 increasesoperation and maintenance and pusher grades (Section) will berequired on the line
This same ruling grade of 1.2% was agreed upon at NCIP level
14
Embankments designs Minimum Thickness 2.5m (1.9m bottom layer and 0.6m surface layer)
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
16
Other Design Considerations17
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 embankments (herringbone structures
vii. Storm water/ Flood Culverts in determined catchment
areas
Viii. 53km in swamps, 8.92km in forest reserves
3.0 THE SGR SPECIFICATIONS AND STANDARDS (Cont’d)
Jinja Nile Super Bridge (1Km)
Arch Bridge Width (12 Metres)
Maximum Height above water (50
Metres),
Maximum Height of the Bridge (95
Metres)
Arch deck minimum depth (4.5Metres)
and Maximum deck depth (11.5Metres)
10/27/2017
18
4.0 Super Major Bridge
With No Pier in River Water Course.
Other BridgesBridges: Over 24km across Water
Bodies/Swamps, Roads etc.
Notable bridges/Viaducts to be in
Mpologoma (2.47km),Oturututu
(1.68Km),Spring Road-Bugolobi
(1.38Km) Naigombwa (960m),
Asinge A (1.21km), etc. (Gradient
1.2% and max height of
embankment
A. Post Tensioned Grade 55 Concrete Girders of
Minimum Depth/Height of 2.5Metres.
Girders require Special type of Cement and
reinforcement steel and post tensioning strands.
19
4.0 Bridge details >>>Cont’d:
Prestressed Concrete Elements
2.5metres
high
Girder details
Span 32metres
length 32.6 metres
Weight 142.25 tonnes
reinforcement 7.35 tonnes
steel strand 2.82 tonnes
volume of concrete 53.71m3
deck width 2.3 metres
beam depth 2.5 metres
Drainage Culverts Designed for 1/100 return period
Designed as per TB 10002.1-2005 design of bridges and culverts
Total of 564 culverts along the routes
53 Km in swamps and many drainage routes along the lines
Rainfall over 1000mm per year
20
SCHEMATIC PILE AND PIER REPRESENTATION
21
Up
to
50
Me
tre
s H
igh
.U
p t
o 5
0 m
etr
es
be
low
gro
un
d
4.0 Bridge details: Piers & Piles
Piles
10/27/2017
22
• Continuously welded joints
• Pre-tensioned Grade 60 Concrete Monoblock Sleepers
• Reinforced with 1250N/mm2 Pre-stressing Wires,
• Require low alkaline-inert Cement
• Weigh 280kg per Unit
• Pre stressed at 348KN for a minute and Releasing force is 310KN.
• Cured for 15 hours at 450C and an extra curing for 3 days after
release of stress.
4.0 Railway track
Electrification
The design based on TB 10007-2006
Design code for electric traction feeding
SGR requires 50-100MW
O&M – Electric traction 30-40% cheaper than diesel
8.82kWh per 1000GTKM compared 2.52ltres of diesel per 1000 GTKM
Environmentally friendly
Overhead catenary system
Concrete poles
5 traction sub-stations (Tororo, Buwola, Iganga, Nyenga and Namanve)
Two feeds into traction substation for Reliability 10/27/2017
23
10/27/2017
24
5.0 CONNECTIVITY WITH KENYAKenya and Uganda are constructing China Class 1 SGR. Kenya is
Construction a Diesel Traction with Reservations for Electric Traction
while Uganda will construct and operate an Electric Traction System.
Kenya Scope:Phase 1= Mombasa-Nairobi:
472km, Completed
Phase 2A= Nairobi Naivasha:
120km, Ongoing
Phase 2B= Naivasha-Kisumu:
262km, Funding Secured
Phase 2C= Kisumu-Malaba:
107km,Pending Financing
Uganda Scope:Phase 1= Malaba-Kampala:
273km, Financing Application
Made.
6.0 COSTS AND COMPARISONSSGR in NCIP is predominantly for freight but will have
passenger services.
All major design parameters based on freight railway system.
Important to look at lifer cycle costs- Lower operation costs key fortariff
In railway development, highest cost is in bridges, followed bythe earthworks (embankment), followed by truck, stationselectrification, signaling etc.
E.g. on Malaba- Kampala, 35% of the route is in bridges, 25% -earth works and 10% -track, 10% stations, 5% electrification, 5% signaling and 10% others.
Bridges and earth works are a result of hydrology, terrain andgeology.
9/15/2016
26
6.0 Cost Comparison (Cont’d): 27
Note that this comparison is without factoring in the peculiar ground conditions and macroeconomic factors
that make up the costs of infrastructure. As I will explain, the variances in ground conditions that lead to
various Civil Engineering structures like bridges/ viaducts, big drainages that make up the costs.
But even from the ball-pack figures above you can see Uganda is comparable to Kenya factoring in the traction
differences.
For example, we do understand that Naivasha-Kisumu which is 262KM is about USD 3.6 billion because of the
rift valley ($13.6per km). So the costs are largely affected by ground conditions
Even if you compare ball-pack figures at least exclude locomotives and other
costs that are peculiar to countries’ problems.
Country Class Route
Km
Track
Km
Traction Cost (Excl.
Locomotives
& other Costs)
Average Cost
per Route
Km
Average
Cost per
Track Km
Uganda(Malaba –Kampala)
Class I 273 338 Electric U$2BN USD7.326M USD5.917M
Kenya
(Mombasa-
Nairobi)
Class I 472 609 Diesel U$3.44BN USD7.288M USD5.648M
Ethiopia (Addis/Sebeta-Mieso-
Dewele.
Class
II
656 765 Electric
(Small
Section
Diesel)
U$3.42BN USD5.213M USD4.471M
6.0 Key Elements of the SGR in respective countries
9/15/2016 28
Sn Item Uganda (Malaba-
Kampala)
Kenya (Mombasa-
Nairobi)
Ethiopia (Addis
Ababa-Djibouti)
Tanzania (Dar -
Morogoro)
1 Contracting
Mode
EPC/Turnkey
(Based on FIDIC)
EPC/Turnkey
(Based on FIDIC)
EPC/Turnkey
(Based on FIDIC)
Design and Build
(Based on FIDIC)
2 Route
Length
273KM 472KM 656KM 205KM
3 Track
length
338KM 609KM 765KM 300KM
4 Class China Class 1
Railway
China Class 1
Railway
China Class 2
Railway
AREMA (diff with
cr)
5 Gauge SGR (1.435m) SGR(1.435m) SGR (1.435m) SGR (1.435m)
6.0 Cost comparisons
9/15/2016 29
Sn Item Uganda (Malaba-
Kampala)
Kenya (Mombasa-
Nairobi)
Ethiopia (Addis
Ababa-Djibouti)
Tanzania (Dar Es
Salaam-
Morogoro)
6 Traction Electric Diesel Electric Electric
7 Welding Continuously
Welded
Jointed Long welded Continuously
Welded
8 Curvatures 1200/800 1200/800 800/600 m radius 1000 mR
9 Gradient (cost
imply)
1.2% 1.2% 1.85%-2.65% 1.8%/ 2%
10 Trailing Load 4000/5000 metric
tonne
4000/5000 metric
tonne
3500/4000
tonnes
11 Structure Gauge Double Stack Double Stack Single Stack Single Stack
6.0 Cost comparisons
9/15/2016 30
S
sn
Item Uganda (Malaba-
Kampala)
Kenya (Mombasa-
Nairobi)
Ethiopia (Addis
Ababa-Djibouti)
Tanzania (Dar Es
Salaam- Morogoro)
12 Signaling Fully Automatic Fully Automatic Semi-Automated Fully Automatic
13 Percentage of
Bridges along the
route
8.8 % of the route 5.9% of the route 3% of the route 1.8% of the route
14 Super Bridge 938M Bridge over
river Nile
No Major River River Awash (155m
Bridge)
River Ruvu (32m
bridge)
15 Cost per route Km
(excluding
locomotives)
6.9m/km (Diesel )
7.32m/Km (Electric )
7.288m/Km ( Diesel) USD 5.213m/km USD5m/km
16 Tonnage per year Designed for 20-35m
tonnes per year
Designed for 10-20m
tonnes per year
Designed for 18
tonnes per year
(Max)
31
7.0 SGR IMPLEMENTATION STRATEGY & PROGRESS
Mode of Implementation: EPC/Turnkey
Contract Period: 42 Months
Construction Plan: 4 Major Camps, 13 Minor
Camps, Construction will be done along the whole
route concurrently,
Construction Supervision: By Consultant,
Employer: Mainly to ensure Quality assurance,
Adherence to standards and specifications etc.
Production of Locomotives and Rolling stock to be
done concurrently as the construction proceeds.
10/27/2017
32 Land Acquisition:
100km compensated up to mid-Iganga district
Corridor 60metres width through 11 districts
In-house capacity approach used
RAP done for 224km (82%) of the main route,
Sensitization and Mobilization done for 11 Districts,
53km in Swamps and NEMA Certificates acquired
8.9Km through Forest Land,
7.0 SGR IMPLEMENTATION STRATEGY & PROGRESS
UETCL/SGR Power Connection
SGR to use Bulk Power Supply from UETCL
SGR to have Five Power Traction Substations as:
10/27/2017
33
1. Tororo
2. Buwoola
3. Iganga
4. Nyenga
5. Kampala East
(Namanve)
A power connection plan developed for connecting
the above stations to reliable power supply (98%) and
a redundancy supply line.
Extension of Electricity to Traction substations to be
done concurrently with Construction
7.0 SGR IMPLEMENTATION STRATEGY & PROGRESS
Environmental Management and Safeguards
Strategy developed, approved and in-place aimed at:
Ensuring that the Works, the project and the operations
of the system adhere to the Environmental Management
laws & regulations of Uganda.
Environmental Certificates acquired from NEMA for the
whole corridor,
MOU signed with the Local Governments,
10/27/2017
34
7.0 SGR IMPLEMENTATION STRATEGY & PROGRESS
10/27/2017
35 Social Issues Management and Safeguards
Social Safeguards Strategy developed , approved and
in place. Aimed at:
Prevention of teenage Pregnancies,
Prevention of HIV/AIDS, Hepatitis B and other diseases
Ensuring that Project Facilities are complaint to Special
needs of Elderly & PWD,
Manage Social-Cultural Orientation of Project
Personnel
Prevention of Child Labour,
Employment equal Opportunities,
Ensuring Occupation Health and Safety,
Etc
7.0 SGR IMPLEMENTATION STRATEGY & PROGRESS
10/27/2017
36
7.0 SGR IMPLEMENTATION STRATEGY & PROGRESS
Design reconciliation:
At Access Road, SGR, Kampala Flyover and KCCA
harmonized.
10/27/2017
37
7.0 SGR IMPLEMENTATION STRATEGY & PROGRESS
Design Reconciliations
District Community & other National Roads and SGR
Power Transmission Lines (UETCL) and SGR,
Sewerage and Water infrastructure (NWSC) with SGR,
Kampala-Jinja Expressway and SGR
Bukasa Port Development
10/27/2017
38
7.0 SGR IMPLEMENTATION STRATEGY & PROGRESS
Relocation of Utilities
Water Utilities (Piped and point water sources)
Electricity (Umeme, UETCL lines)
Roads (UNRA, DUCAR)
Schools and factories
Telecom lines
MGR lines (During construction)
10/27/2017
39
7.0 SGR IMPLEMENTATION STRATEGY & PROGRESS
Materials and Works Quality Assurance Strategy
Quality assurance plan done and approved,
Govt to establish own Laboratory,
SGR and UNBS to carry out Preproduction,InProduction
and post production Supervision (Pre-shipment) (PVoC)
mechanism to be employed,
Stringent Mechanisms to be Employed.
Materials must meet the required Quality (standards,
Supply Consistency and Quantity.
10/27/2017
40 Local Content:
For the eastern route, a target of over USD 700million is
expected to be retained in the country.
Local Content Strategy developed aimed at:
Enabling the private sector and or individuals of Uganda to effectively
participate in the development, maintenance and operations of the SGR
by ensuring preference to domestically produced/ sourced goods and
components or substantial value addition
All Cement to be locally produced.
90% of reinforcement bars to be locally produced,
Earth materials locally sourced,
Labour to be acquired in a ratio of 9 Ugandans :1 Foreigner.
Fuel and Lubricants to be sourced locally,
7.0 SGR IMPLEMENTATION STRATEGY & PROGRESS
7.0 Local Content >>>>>(Cont’d)Other Opportunities
Consultancy services
Training
Financial services
Insurance services
Communication services
Legal Services
Security services
Equipment Hire and leasing
Tourism and Hospitality
Medical and Health Services
etc10/27/2017
41
Estimate Summary of Opportunity Areas Quantified/ Costed
-
20
40
60
80
100
120
140
160
Cem
ent
Stee
l
Tim
ber
&
Cabl
es
Eart
hen
Mat
eria
ls
Fuel
s
Labo
ur
Food
s
PPEs
Subc
ontr
act
Equi
pmen
t H
ire
Tran
spor
t Se
rvic
es
Uti
litie
s (1
00%
)
Pro
Serv
ices
Insu
ranc
e
Mis
c M
ater
ials
Mis
c Su
pplie
s/se
rvic
es
Am
ount
(Mil.
USd
)
10/27/2017
43
Cement, 7
Transport Services, 3.6
Fuels, 3.2
Steel, 2.7
Labour, 2.7Misc
Supplies/services, 2.7
Subcontract , 2.3
Earthen Materials, 0.7
Utilities , 0.5
Cables, 0.4
Foods, 0.4
Prof. Services, 0.3
Insurances Services, 0.3
Equipment Hire , 0.2
Misc Materials, 0.2Timber & , 0.1
PPEs, 0.1
Other, 3.2
PERCENTAGE DISTRIBUTION OF LOCAL CONTENT
Local Content (Cont’d)
Some requirements for key materials to be manufactured
locally (cement) according to the Chinese standards and
best practices
Manufacturers need to isolate the SGR clinker from the other normal
clinker
To achieve low free lime (fCaO below 1%) in clinker, raw mix and
burning parameters requires adjustments due to the high temperature
involved. Use of biomass fuel is not recommended
Manufactures to improve on their testing methodologies and protocols
Cement shall only be transported in bulk tanks not bags
It is important to work closely with UNBS and other external regulators
like China Bureau of Standards for quality assurance10/27/2017
44
9.0 Local Content (Cont’d)
Modifications required for steel manufacturers
No use of scrap metal in the manufacturing process
Use of modern internationally calibrated laboratory equipment such as
spectrometer and UTM for chemical and physical test is a must
Manufacturing process should be by programmable logic Controller machine
Treatment process shall be by quenching and self-tempering including
Thermo mechanically heat treatment.
Use of bar couplers for joining and factory cutting and bending may be
required
Anti-Corrosive Zinc coating or Zingalization for protection may be required for
some rebars
Compliance with mass per meter is key since purchase shall be by weight.
A manufacturers guarantee will be required for all steel rebars supplied10/27/2017
45
Local Content (Cont’d)
Other Materials and services key requirements
Quality, quantity, consistency and competitive pricing is key
Pooling resources together (associations) is important other than
approaching the contractor as individuals
Materials like aggregates and sand shall require cleaning by washing
chemical properties including the mechanical and physical properties is
key to note as per the standards for materials
Were applicable, necessary permits from the relevant regulatory
authority shall be a must (NEMA,NFA etc)
Materials such as Aggregates, sand and gravel, for quality assurance
and control purpose the contractor shall take control and manage from
source after negotiation with the stakeholders
10/27/2017
46
8.0 CHALLENGES Physical Planning:• SGR alignment passes in various urban centers and affects major PAPs
in some areas. • Lack of detailed integrated infrastructure plans has led to review of
some already finalized designs of express ways and flyovers. Land Acquisition Challenges• Illegal settlements in Wetlands, and Forest Reserves. • Land acquisition process is being hampered by encroachers on
wetlands and forest reserves. E.g where several illegal developments have been put on NFA and NEMA land.
• Court cases and injunctions have been issued and have put a halt on the land acquisition process in this area.
• Misinformation about the project• Some distorted information about the project which may mislead the
public. 47
CONCLUSION
48
Standards of Materials and Construction Details require upgrade of
production/processing lines,
Challenges in Local Content Capacity in Private sector
(Quantity, Quality, competitive pricing & Consistency)
Weak Construction Materials testing sector and regime in Uganda,
Rally behind the implementation of the SGR Project
The SGR is a transformational Project for Uganda that will not only
stimulate industrialization, but provide the needed impetus to lift the country
into a middle income country. Any delay will impact on the country
significantly.
We NeedYour Support to ensure that the SGR Project is Successful.