ministry of works and trasport standard gauge …

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


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


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:

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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.


12ii Separated Grade Crossings.

Raised Embankments

Road Over Rail crossings

Community Road Crossings

Viaducts

Rail Over Rail Crossing


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

Topography constraints

10/27/2017

15

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

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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


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

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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.

Signing of Bilateral Agreement –

Construction Plan for Kenya and Uganda

10/27/2017

25

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,


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


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


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


10/27/2017

36


Design reconciliation:

At Access Road, SGR, Kampala Flyover and KCCA

harmonized.

10/27/2017

37


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


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


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 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.

THANK YOU

VISION: “Modern and efficient railway transport systems in Uganda by 2025”.

MISSION: “To develop in a cost effective manner the SGR network in line with

the regional SGR Protocol and the Greater Kampala Light Rail Mass Transit (LRT)

system”.

FOR GOD AND MY COUNTRY

ministry of works and trasport standard gauge …

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