Cost comparison SGR Kenya vs SGR Tanzania

Geza Ulole

Geza Ulole

JF-Expert Member
Joined
Oct 31, 2009
Messages
18,991
Points
2,000
Geza Ulole

Geza Ulole

JF-Expert Member
Joined Oct 31, 2009
18,991 2,000
Tanzania secures $7.6 billion financing deal from Chinese lender to build new railway

President John Magufuli with China Exim Bank president Liu Liang after holding talks at Chamwino State Lodge in Dodoma this week. PHOTO | COURTESY

In Summary

  • Dar es Salaam is positioning itself as a regional hub, upgrading its port to attract more business from its neighbouring landlocked countries.
  • The EAC railways master plan incorporates the standard gauge railway’s Northern and Central Corridors, which are both commercially viable for landlocked countries in the region as they give them strategic access to the ports of Mombasa and Dar es Salaam.
  • The Northern Corridor Integration Projects championed by Rwanda, Kenya and Uganda spearheaded the establishment of a railway link from Mombasa to Kigali.
  • In June 2013, a Northern Corridor Integration Projects Heads of State Summit held in Kampala put in place mechanisms for fast-tracking the development of the SGR.


Tanzania has secured a $7.6 billion loan from China’s Export-Import Bank (Exim) for the construction of a railway line that will link it with Burundi, Rwanda and Democratic Republic of Congo.

President John Magufuli secured the concessional loan after meeting with the Exim Bank’s president Liu Liang.

President Magufuli, while announcing the funding, alluded to a preferential deal without providing details.

Oil and gas discoveries have turned Tanzania into an exploration hotspot, but the country’s transport infrastructure has suffered from decades of under investment. The country is also positioning itself as a regional hub, upgrading its port to attract more business from its regional landlocked neighbours.

According to Mr Liu, China Exim Bank will offer Tanzania technical support.

READ: China Exim sets terms for financing Uganda’s SGR

ALSO READ: Rwanda looks to Tanzania for rail transport as Uganda falters on SGR

Last year, Tanzania announced that it had awarded rail contracts to a consortium of Chinese firms led by China Railway Materials (CRM), which included the standard gauge rail project.

The Exim Bank is also financing a $1.2 billion, 532km natural gas pipeline in Tanzania.

On Wednesday last week, Finance and Planning Minister Dr Philip Mpango after a meeting with Dr Alberic Kacou, African Development Bank vice-president for human resources and corporate services, announced that Tanzania had secured a further $200 million loan from the AfDB to finance transport infrastructure projects.

“We will use some of this funds towards the construction of the SGR project to transform the country’s infrastructure,” Dr Mpango said.

In an interview with Bloomberg, Gerson Msigwa, a spokesman for Tanzania’s presidency, said the construction will start by July next year. Before then, Tanzania and Exim Bank China will be expected to have finalise technical issues on the contract and sign the financing deal for the 2,190km project.

Tanzania Transport Minister Samuel Sitta said the SGR will have a main line that will connect the port city of Dar es Salaam to Rwanda and Burundi, with additional branch lines running within the country.

“We expect to have two offshoots: One of them to Mwanza, which will open up the lakeside port city and link it with Uganda, while the second one will link to the coal, iron ore and soda ash mining areas in the south. Through this, we expect an increase in cargo on this route,” Mr Sitta said, adding that will be at an additional cost of $6.6 billion.

Already, Tanzania has signed contracts with China Railway No 2 Engineering Group to build a rail link between the southern port of Mtwara, which is rich in coal, iron ore and natural gas. The contract will see China Railway No 2 Engineering Group provide 10 per cent of the funding with the rest provided by the government.

Kenya is also constructing a $3.27 billion 609km new standard gauge railway line between Mombasa and Nairobi to boost the movement of cargo from the port.

However, queries have been raised over the economic viability of SGR, after key landlocked states indicated their intention to connect to the Indian Ocean through Tanzania.


The issue of cost is also bound to arise now that Tanzania’s SGR is four times longer than Kenya’s but only two times as expensive.

In a previous interview with The EastAfrican, Kenya Railways managing director Atanas Maina said that the cost of the Kenyan SGR was high because of the design adopted, which will see the train maintain an average speed of 80 kilometres irrespective of the terrain.

“We have built bridges, and raised the track in areas where we would have had corners to achieve the average speed we expect the wagons to travel at. This has increased the costs immensely as compared with the neighbouring Ethiopia and Tanzania SGER designs that haven’t taken this into account,” Mr Maina said.

Recently, a confidential World Bank report cast doubt on the region’s push for the SGR projects, saying they would only be viable with increases in cargo of between 20 tonnes and 55 million tonnes per year.

The report done by the Africa transport unit at the World Bank titled The Economics of Rail Gauge in the East Africa Community showed that the volumes of the forecasts undertaken for the EAC railway master plan and central line in Tanzania, are unattainable over the medium to longer term.

“Based on these assumptions, there is no economic or financial case for standard gauge in the EAC area at this time. A refurbished meter gauge network would appear to be the most appropriate option in economic and financial terms, and could easily accommodate forecast traffic up to 2030, with lower investment requirements,” the report concludes.

The World Bank team highlighted the rehabilitation of the existing railway network as the best alternative, which would allow a phased approach to the regions development, consistent with current and projected demand and the financing envelope available.

The SGR alternative, which the regional governments chose, involves the construction of a standard gauge railway on a new right of way, an option the World Bank team said required additional investment in land acquisition and structures, and new right-of-way construction.

“This alternative predicates axle loads in the order of 25 tons per axles and a maximum operating speed of up to 120 km per hour. Again, based on these assumptions, the estimated maximum carrying capacity of the current network would exceed 60 million tonnes per year. The estimated investment cost per km will be $ 3.25 million,” the report said.

From the estimates provided, the Tanzanian new railway line will cost an average of $3.4 million per kilometre.

MY TAKE

It is time now to look at the cost of the two rails as we know cost of construction is very important for prospect of any infrastructure! i welcome bright minds to contribute and not some propaganda in here!


nomasana, sam999, NairobiWalker, hbuyosh, msemakweli, simplemind, Kimweri, Bulldog, MK254, Kafrican, Ngongo, Ab_Titchaz, mtanganyika mpya, JokaKuu, Ngongo, Askari Kanzu, Dhuks, Yule-Msee, waltham, Mzee, mombasite gabriel, Juakali1980, Boda254, mwaswast, MwendaOmo, Iconoclastes, oneflash, Kambalanick, 1 Africa, saadeque, burukenge, nyangau mkenya, Teen-Upperhill Nairobi, kadoda11
 
Chamoto

Chamoto

JF-Expert Member
Joined
Dec 7, 2007
Messages
4,295
Points
2,000
Chamoto

Chamoto

JF-Expert Member
Joined Dec 7, 2007
4,295 2,000
Kishamba shamba yani hovyo hovyo Bora ikamilike.
Unaona ushamba kwa kuwa hawatumii limashine kubwa kuilaza reli? Ni wa china tuu ndio wanaojenga hivyo, nchi zingine zote wanafanya kama wanavyofanya Yapi Merkezi.

Sababu ya wachina kuja na tekinologia hiyo ni kwasababu walihitaji mfumo rahisi (turnke) wa kutengeneza reli haraka ili kuhakikisha Uchina ina mtandao mkubwa wa reli.

Hiyo yote ili kuhakikisha wanakuwa huru, hawataki sana kutegemea usafiri wa ndege (ndani ya nchi yao) ambao kwa kiasi kikubwa unamilikiwa na wamagharibi (Boeing na Airbus).

Hata hivyo unaweza fikiri automation ndiyo kila kitu lakini pia usisahau kuwa magari ya Royce Rolls yanaundwa kwa mikono.
 
E

Edward Wanjala

JF-Expert Member
Joined
Nov 3, 2016
Messages
7,152
Points
2,000
E

Edward Wanjala

JF-Expert Member
Joined Nov 3, 2016
7,152 2,000
This SGR Kenya terminus is better than any Airport in Tanzania.
img_20190813_114711-jpg.1180990
img_20190813_225356-jpg.1180992


We are not even talking about this,
img_20190813_225405-jpg.1180995

Or
img_20190813_213429-jpg.1180997


Phase 2A only
 
babayao255

babayao255

JF-Expert Member
Joined
Apr 4, 2019
Messages
1,150
Points
2,000
babayao255

babayao255

JF-Expert Member
Joined Apr 4, 2019
1,150 2,000
mwaswast

mwaswast

JF-Expert Member
Joined
May 12, 2014
Messages
10,065
Points
2,000
mwaswast

mwaswast

JF-Expert Member
Joined May 12, 2014
10,065 2,000
Unaona ushamba kwa kuwa hawatumii limashine kubwa kuilaza reli? Ni wa china tuu ndio wanaojenga hivyo, nchi zingine zote wanafanya kama wanavyofanya Yapi Merkezi.

Sababu ya wachina kuja na tekinologia hiyo ni kwasababu walihitaji mfumo rahisi (turnke) wa kutengeneza reli haraka ili kuhakikisha Uchina ina mtandao mkubwa wa reli.

Hiyo yote ili kuhakikisha wanakuwa huru, hawataki sana kutegemea usafiri wa ndege (ndani ya nchi yao) ambao kwa kiasi kikubwa unamilikiwa na wamagharibi (Boeing na Airbus).

Hata hivyo unaweza fikiri automation ndiyo kila kitu lakini pia usisahau kuwa magari ya Royce Rolls yanaundwa kwa mikono.
Hii burret train inaenda kwa mwendokasi mgani...weka na ushahidi ikikimbia toka Dar slaamu Hadi Morogoro.
 
BlietzKrieg

BlietzKrieg

JF-Expert Member
Joined
Mar 9, 2017
Messages
1,667
Points
2,000
BlietzKrieg

BlietzKrieg

JF-Expert Member
Joined Mar 9, 2017
1,667 2,000
Unaona ushamba kwa kuwa hawatumii limashine kubwa kuilaza reli? Ni wa china tuu ndio wanaojenga hivyo, nchi zingine zote wanafanya kama wanavyofanya Yapi Merkezi.

Sababu ya wachina kuja na tekinologia hiyo ni kwasababu walihitaji mfumo rahisi (turnke) wa kutengeneza reli haraka ili kuhakikisha Uchina ina mtandao mkubwa wa reli.

Hiyo yote ili kuhakikisha wanakuwa huru, hawataki sana kutegemea usafiri wa ndege (ndani ya nchi yao) ambao kwa kiasi kikubwa unamilikiwa na wamagharibi (Boeing na Airbus).

Hata hivyo unaweza fikiri automation ndiyo kila kitu lakini pia usisahau kuwa magari ya Royce Rolls yanaundwa kwa mikono.
Yap merkezi pia wako Ethiopia,
Ingia skyscraper city ujionezile vitu wanafanya huko,
Utashangaaaa iyo kitu yenu
 
Papi Chulo

Papi Chulo

JF-Expert Member
Joined
Jun 8, 2018
Messages
2,565
Points
2,000
Papi Chulo

Papi Chulo

JF-Expert Member
Joined Jun 8, 2018
2,565 2,000
Our fisrt video of Kenya SGR was like this
Another
And when you on the inside looking outside
Train yenu ni ya kawaida sana mzee..sioni utofauti wake na train ya tazara au deluxe ya rail ya kati from dar to kigoma
 
Kafrican

Kafrican

JF-Expert Member
Joined
Jan 26, 2015
Messages
5,063
Points
2,000
Kafrican

Kafrican

JF-Expert Member
Joined Jan 26, 2015
5,063 2,000
Train yenu ni ya kawaida sana mzee..sioni utofauti wake na train ya tazara au deluxe ya rail ya kati from dar to kigoma
Train yenu ya kitambo madirisha yanafunguka, Train tuliyo nayo madirisha hayafunguki na ndani kuna Air condition... Treni yenu ya kitambo inaenda ikitetemeka na kuyumba yumba, train yetu iko smooth ukiwa ndani unajiskia ni kama uko ndani ya ndege... etc... Train tuliyonayo ni model ya juzi juzi, train mlio nayo ni model ya 1965! Usione eti ile bodi inafana na yenu ukafikiria eti ziko sawa.

Kwa mfano hichi kichwa cha treni mlichokuamnatumia enzi zile za Tazara ikianza, Mtu anaeza akasema imefanana na kicha cha treni zetu za kubeba mizigo, Lakini hii model ya DFH-09B ni model ya 1964! na waliacha kuzitengeneza enzi za 70's






Model tunayoitumia sisi Kenya ni DF8B ambayo production ilianza 1997 na hadi wa leo bado ziko in production, Inatumia Electric Transmission wakati hio ya Tazara ilikua inatumia Hydraulic transmission...

The second generation DF8, the DF8B, is powered by an updated 16V280ZJA engine with 3,680 kW (4,930 hp). Production started in 1997 and lasts until today. Qishuyan, Dalian and Ziyang manufacture 0, 3000, 5000, 7000 and 9000 series of DF8B respectively.






Na ile ya Abiria nayo ni DF11G ambayo ni model ya 2004




Kwahivyo usione eti vitu vina fanana kwa kwa mbali ukadhani eti viko sawa, Hata Boeign ya Kitambo na ya Sasa utakuta zafanan kwa mbali kwasababu ni kampuni ile ile inajaribu kuboresha design ile ile, Lakini haimanishi eti ya zamani na ya kitambo ziko sawa.
 
Papi Chulo

Papi Chulo

JF-Expert Member
Joined
Jun 8, 2018
Messages
2,565
Points
2,000
Papi Chulo

Papi Chulo

JF-Expert Member
Joined Jun 8, 2018
2,565 2,000
Train yenu ya kitambo madirisha yanafunguka, Train tuliyo nayo madirisha hayafunguki na ndani kuna Air condition... Treni yenu ya kitambo inaenda ikitetemeka na kuyumba yumba, train yetu iko smooth ukiwa ndani unajiskia ni kama uko ndani ya ndege... etc... Train tuliyonayo ni model ya juzi juzi, train mlio nayo ni model ya 1965! Usione eti ile bodi inafana na yenu ukafikiria eti ziko sawa.
Kwa mfano hichi kichwa cha treni mlichokuamnatumia enzi zile za Tazara ikianza, Mtu anaeza akasema imefanana na kicha cha treni zetu za kubeba mizigo, Lakini hii model ya DFH-09B ni model ya 1964! na waliacha kuzitengeneza enzi za 70's

Model tunayoitumia sisi Kenya ni DF8B ambayo production ilianza 1997 na hadi wa leo bado ziko in production, Inatumia Electric Transmission wakati hio ya Tazara ilikua inatumia Hydraulic transmission...
The second generation DF8, the DF8B, is powered by an updated 16V280ZJA engine with 3,680 kW (4,930 hp). Production started in 1997 and lasts until today. Qishuyan, Dalian and Ziyang manufacture 0, 3000, 5000, 7000 and 9000 series of DF8B respectively.

Na ile ya Abiria nayo ni DF11G ambayo ni model ya 2004

Kwahivyo usione eti vitu vina fanana kwa kwa mbali ukadhani eti viko sawa, Hata Boeign ya Kitambo na ya Sasa utakuta zafanan kwa mbali kwasababu ni kampuni ile ile inajaribu kuboresha design ile ile, Lakini haimanishi eti ya zamani na ya kitambo ziko sawa.
Hahaaaa haaaa hasa
Ila serikali ya Tanzania ikileta train kama hiyo yenu itakuwa jambo la kushangaza sana..
 
Geza Ulole

Geza Ulole

JF-Expert Member
Joined
Oct 31, 2009
Messages
18,991
Points
2,000
Geza Ulole

Geza Ulole

JF-Expert Member
Joined Oct 31, 2009
18,991 2,000
Train yenu ya kitambo madirisha yanafunguka, Train tuliyo nayo madirisha hayafunguki na ndani kuna Air condition... Treni yenu ya kitambo inaenda ikitetemeka na kuyumba yumba, train yetu iko smooth ukiwa ndani unajiskia ni kama uko ndani ya ndege... etc... Train tuliyonayo ni model ya juzi juzi, train mlio nayo ni model ya 1965! Usione eti ile bodi inafana na yenu ukafikiria eti ziko sawa.

Kwa mfano hichi kichwa cha treni mlichokuamnatumia enzi zile za Tazara ikianza, Mtu anaeza akasema imefanana na kicha cha treni zetu za kubeba mizigo, Lakini hii model ya DFH-09B ni model ya 1964! na waliacha kuzitengeneza enzi za 70's






Model tunayoitumia sisi Kenya ni DF8B ambayo production ilianza 1997 na hadi wa leo bado ziko in production, Inatumia Electric Transmission wakati hio ya Tazara ilikua inatumia Hydraulic transmission...

The second generation DF8, the DF8B, is powered by an updated 16V280ZJA engine with 3,680 kW (4,930 hp). Production started in 1997 and lasts until today. Qishuyan, Dalian and Ziyang manufacture 0, 3000, 5000, 7000 and 9000 series of DF8B respectively.






Na ile ya Abiria nayo ni DF11G ambayo ni model ya 2004




Kwahivyo usione eti vitu vina fanana kwa kwa mbali ukadhani eti viko sawa, Hata Boeign ya Kitambo na ya Sasa utakuta zafanan kwa mbali kwasababu ni kampuni ile ile inajaribu kuboresha design ile ile, Lakini haimanishi eti ya zamani na ya kitambo ziko sawa.
TAZARA haina train kama hizo sasa! Most of engines r American made!
 

Forum statistics

Threads 1,326,596
Members 509,543
Posts 32,227,636
Top