Geza Ulole
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Cost comparison SGR Kenya vs SGR Tanzania
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- Start date
Teargass
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Geza Ulole
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Hii tuliyopo ni yangu!Siku hizi naona machungu yamekujaza, Ukianzisha thread inafungwa
Lusematic
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Mchina aliwapa outdated automatic block signalling system akawàmbia ni Chinese first class!
Africa
Kenyan standard-gauge railway to start trial operation in March
Feb 21, 2017
Written by Shem Oirere
CONSTRUCTION of the $US 3.8bn 472km Mombasa – Nairobi standard-gauge railway (SGR) is due to be completed in March by China Railway and Bridge Corporation (CRBC), which has a 10-year concession to operate the line, to allow test running to begin in preparation for the start of train operation in June.
Nov 22, 2018 | North America
“The first class of 105 trainees completed their classroom training in November 2016 and are currently on hands-on training in the field,” says Mr Atanas Maina managing director of Kenya Railways Corporation (KRC), which is overseeing the project.
The tests will be used to validate the new automatic block signalling system, which is the first installation of its kind in Kenya. The signalling operates on a fibre optic and microwave backbone supported by an independent electricity supply. In addition to lineside signals, the locomotives also have cab displays to show the status of signals.
CRRC is providing the fleet of 56 diesel locomotives, 1620 freight wagons and 40 coaches. So far 12 locomotives and 35 passenger coaches have been received with delivery scheduled to be completed by May. The first freight wagons have also arrived in Kenya.
Passenger trains will be able to accommodate 960 passengers and will have a top speed of 120km/h, while freight trains of up to 4000 tonnes or 216 TEUs will operate at a maximum of 80km/h. The maximum axleload on the new line is 25 tonnes.
Considerable attention is being paid to security. “The National Police Service has a division charged with the responsibility of securing Kenya’s railway installations,” Maina says. “Already this police division is in discussions with KRC and the CRBC to provide security to all sensitive SGR installations including long bridges, passenger and ordinary crossing stations and installations, railway fences and freight terminals.”
Security officers will be backed by 24-hour CCTV surveillance monitored from the Nairobi Control Office and it is envisaged that there will be police stations at each of the 33 stations along the line so that officers can be quickly deployed to respond to emergencies.
For detailed data on rolling stock orders and railway projects around the globe, subscribe to IRJ Pro.
Kenyan standard-gauge railway to start trial operation in March - International Railway Journal
Geza Ulole
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Lusematic
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Geza Ulole
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Minister promotes wider use of railway transport
ippmedia.com/en/business/minister-promotes-wider-use-railway-transport
November 25, 2018
25Nov 2018
By Guardian Reporter
Tanga
Business
Guardian On Sunday
Minister promotes wider use of railway transport
WORKS, Communications and Transport Deputy Minister Atashasta Nditiye has said it is important to make full use of railway transport if the country is to move forward in the sector.
He was speaking during a visit to Tanga port and Moa village in the district where four rogue ports have been formalized.
The deputy minister said the government has now decided to revive all railway lines and upgrade them to standard gauge to improve the transport of cargo destined to and from the port.
“There are so many customers who desire to use rail transport for their exports and imports,” he said.
He pointed out that the country was undertaking development according to its model without imitating any country.
“We do things in accordance to our plans,” he said, adding that plans to construct the Arusha-Manyara- Musoma railway were in progress.
The Tanga port management commended government efforts to revive the Tanga-Arusha railway line, saying it would increase cargo, especially bulk cargo, destined for Tanga port.
Tanga Port Manager Percival Salama described the revival of the railway line as vital in the port’s management plans to make the port a hub for the east, central and southern African region in the next ten years.
He said the port was prepared for increased cargo handling by acquiring new cargo handling equipment and sites for building dry ports in Arusha and Isaka in its quest to move near the port users.
According to him, Arusha Regional Commissioner had already availed a 500-acre piece of land for the construction of a dry port.
He asked security and traffic police to stop harassing foreigners using the port in order to increase the number of customers using the port in the EAC bloc.
He urged the officers to conduct their work with diligence as this will also help to improve the country’s economy.
The Tanga-Arusha railway line’s revival will not only increase business between the two regions but also reduce the cost of transporting goods between the regions, the manager pointed out.
He said through collaboration of government officials in Tanga, Kilimanjaro, Arusha and Manyara regions and TRA officials, the port has been able to increase its cargo handling to 863,000 tonnes annually.
If well connected to other regions, he said, the railway line could turn Tanga port into an east, central and southern Africa cargo hub.
Top Stories
ippmedia.com/en/business/minister-promotes-wider-use-railway-transportNovember 25, 2018
25Nov 2018
By Guardian Reporter
Tanga
Business
Guardian On Sunday
Minister promotes wider use of railway transport
WORKS, Communications and Transport Deputy Minister Atashasta Nditiye has said it is important to make full use of railway transport if the country is to move forward in the sector.
He was speaking during a visit to Tanga port and Moa village in the district where four rogue ports have been formalized.
The deputy minister said the government has now decided to revive all railway lines and upgrade them to standard gauge to improve the transport of cargo destined to and from the port.
“There are so many customers who desire to use rail transport for their exports and imports,” he said.
He pointed out that the country was undertaking development according to its model without imitating any country.
“We do things in accordance to our plans,” he said, adding that plans to construct the Arusha-Manyara- Musoma railway were in progress.
The Tanga port management commended government efforts to revive the Tanga-Arusha railway line, saying it would increase cargo, especially bulk cargo, destined for Tanga port.
Tanga Port Manager Percival Salama described the revival of the railway line as vital in the port’s management plans to make the port a hub for the east, central and southern African region in the next ten years.
He said the port was prepared for increased cargo handling by acquiring new cargo handling equipment and sites for building dry ports in Arusha and Isaka in its quest to move near the port users.
According to him, Arusha Regional Commissioner had already availed a 500-acre piece of land for the construction of a dry port.
He asked security and traffic police to stop harassing foreigners using the port in order to increase the number of customers using the port in the EAC bloc.
He urged the officers to conduct their work with diligence as this will also help to improve the country’s economy.
The Tanga-Arusha railway line’s revival will not only increase business between the two regions but also reduce the cost of transporting goods between the regions, the manager pointed out.
He said through collaboration of government officials in Tanga, Kilimanjaro, Arusha and Manyara regions and TRA officials, the port has been able to increase its cargo handling to 863,000 tonnes annually.
If well connected to other regions, he said, the railway line could turn Tanga port into an east, central and southern Africa cargo hub.
Top Stories
Geza Ulole
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Lack of competition
In terms of the prevailing market structure, BMW’s Jung says levels of competition among railway companies and rail transport providers “could be better”. That said, he concedes that the needs of the finished vehicle sector do create some limitations, compared with simple container transport or general cargo.
“The rail equipment-producing companies are very few and new products are only built with long lead times of approximately three years,” he states.
Interoperability between different national rail networks is a key target of the EU
Quentin agrees that there is not currently enough competition in the sector, believing that service could be improved with greater diversity and innovation (see box below).
Bong stresses that rail wagons are “quite investment-intensive” and that rail requires a “much bigger critical mass” – particularly in terms of the number of wagons a rail–based logistics provider must own or operate before it can offer a reliable service.
“Taking all of these factors together – combined with the lower productivity [of the rail–based finished vehicle sector] and low margins – it is not a very attractive business for investors,” he says.
The DB Cargo spokesperson highlights that the extent of consolidation in the sector depends on individual markets, as well as on how authorities implement EU liberalisation efforts, adding: “In some markets, like Germany, we have a good competitive situation – in other countries, such as France, it is more difficult.”
Rieder believes that interoperability is “essential”, pointing out that this depends upon railways conforming on standards of gauge, couplings, brakes, signalling, communications, loading gauge, structure gauge and operating rules. Whereas North American freight railroads are highly interoperable, systems in Europe and Asia are much less so.
However, the EU is working on establishing transnational legal, technical and operational conditions with a view to harmonising the different systems. This will entail the standardisation of infrastructure facilities, train control and signalling systems, plus technical equipment related to traction units, power supply and rail operation. Steps towards this include the European Train Control System and the Global System for Mobile Communications – Railway.
“The aim is to shape the transnational rail traffic in the EU and in third countries so that it is interoperable in order to make rail freight significantly more efficient and faster,” he states.
Technological revolutions
Vehicle distribution could benefit from technological innovations including driverless trains and big data
Over the next few years, industry observers suggest, several ongoing innovations and technological changes – including advances in digitalisation and self–driving trains – are likely to exert a growing influence on the rail sector and help make the most of existing capacity.
While a tough investment environment and the high cost of traditional rail wagons lead consultant Hans-Bert Bong to predict that capacity shortages will probably increase, he suggests that one positive factor is the growing trend towards containerisation of finished vehicles.
Although regarded as quite exotic ten years ago, he says, several providers now offer stillage systems for vehicles in containers.
“The advantage of containerisation is that existing transporters and infrastructure can be used and vehicle containers enjoy the same priority as any other container in the system, which offers speed,” he explains.
“Climate change will force politicians, OEMs and LSPs to push for an increase in environmentally-friendly modes, such as trains powered by green, electric energy.
This shift from road to rail and water will make demand even bigger,” he adds.
“Automation could also be interesting,” says Guillaume Quentin of Renault-Nissan Alliance Supply Chain Europe, “but there are technical and legal challenges to be tackled.”
A spokesperson for DB Cargo points to ongoing innovations in safety, steering and control systems across rail infrastructure as factors that could also help, effectively increasing capacity by making for faster trains and shorter safety distances between them.
“The equipping of locomotives and wagons with GPS systems and sensors improves steering, utilisation and maintenance. We also assume that the environmental aspect of transport will become even more important for customers in the future. This is where the rail sector can play on its advantages,” says the spokesperson.
Jung notes that digitalisation in finished vehicle rail transport is progressing at a similar pace to that of general cargo traffic.
In particular, GPS tracking of rail carriers is being implemented by some companies already and will help streamline rail distribution in the future, he believes.
“Current distribution systems definitely need to be enabled to employ GPS big data. The cargo rail network has high potential for self-driving solutions, due to predictable routes and influencing factors,” he says.
“Nevertheless, willingness to invest in self-driving concepts is rather low. Long-term contracts between rail service providers and OEMs could foster greater investment readiness.”
“Current distribution systems definitely need to be enabled to employ GPS big data. The cargo rail network has high potential for self-driving solutions, due to predictable routes and influencing factors. Nevertheless, willingness to invest in self-driving concepts is rather low. Long-term contracts between rail service providers and OEMs could foster greater investment readiness.” – Siegfried Jung, BMW Group
Though not yet the subject of much public discussion, Bong says, self–driving trains are an exciting option and one that should be “much easier to achieve than self–driving cars and trucks”. This is mainly because locomotive drivers only control the speed of a train, while the track is controlled and set centrally, avoiding any need for sophisticated navigation.
“We all know examples of driverless airport or city ‘sky trains’. It can help to overcome locomotive driver shortages which, next to the assets themselves, are a limiting factor to growth. In addition, regularly occurring industrial action could be avoided.”
Introducing driverless trains could be a tricky business, however, as Bong admits: “Of course, this is quite a political issue and needs to be addressed carefully.”
Chugging or changing? - Automotive Logistics
MY TAKE
Wakati Dunia ina move forward in sophisticated technology with European Rail Control System, mtambo wa gongo umekurupuka na kuingia kichwakichwa kwa Mchina ukasmbulia block signalling system.
In terms of the prevailing market structure, BMW’s Jung says levels of competition among railway companies and rail transport providers “could be better”. That said, he concedes that the needs of the finished vehicle sector do create some limitations, compared with simple container transport or general cargo.
“The rail equipment-producing companies are very few and new products are only built with long lead times of approximately three years,” he states.
Interoperability between different national rail networks is a key target of the EU
Quentin agrees that there is not currently enough competition in the sector, believing that service could be improved with greater diversity and innovation (see box below).
Bong stresses that rail wagons are “quite investment-intensive” and that rail requires a “much bigger critical mass” – particularly in terms of the number of wagons a rail–based logistics provider must own or operate before it can offer a reliable service.
“Taking all of these factors together – combined with the lower productivity [of the rail–based finished vehicle sector] and low margins – it is not a very attractive business for investors,” he says.
The DB Cargo spokesperson highlights that the extent of consolidation in the sector depends on individual markets, as well as on how authorities implement EU liberalisation efforts, adding: “In some markets, like Germany, we have a good competitive situation – in other countries, such as France, it is more difficult.”
Rieder believes that interoperability is “essential”, pointing out that this depends upon railways conforming on standards of gauge, couplings, brakes, signalling, communications, loading gauge, structure gauge and operating rules. Whereas North American freight railroads are highly interoperable, systems in Europe and Asia are much less so.
However, the EU is working on establishing transnational legal, technical and operational conditions with a view to harmonising the different systems. This will entail the standardisation of infrastructure facilities, train control and signalling systems, plus technical equipment related to traction units, power supply and rail operation. Steps towards this include the European Train Control System and the Global System for Mobile Communications – Railway.
“The aim is to shape the transnational rail traffic in the EU and in third countries so that it is interoperable in order to make rail freight significantly more efficient and faster,” he states.
Technological revolutions
Vehicle distribution could benefit from technological innovations including driverless trains and big data
Over the next few years, industry observers suggest, several ongoing innovations and technological changes – including advances in digitalisation and self–driving trains – are likely to exert a growing influence on the rail sector and help make the most of existing capacity.
While a tough investment environment and the high cost of traditional rail wagons lead consultant Hans-Bert Bong to predict that capacity shortages will probably increase, he suggests that one positive factor is the growing trend towards containerisation of finished vehicles.
Although regarded as quite exotic ten years ago, he says, several providers now offer stillage systems for vehicles in containers.
“The advantage of containerisation is that existing transporters and infrastructure can be used and vehicle containers enjoy the same priority as any other container in the system, which offers speed,” he explains.
“Climate change will force politicians, OEMs and LSPs to push for an increase in environmentally-friendly modes, such as trains powered by green, electric energy.
This shift from road to rail and water will make demand even bigger,” he adds.
“Automation could also be interesting,” says Guillaume Quentin of Renault-Nissan Alliance Supply Chain Europe, “but there are technical and legal challenges to be tackled.”
A spokesperson for DB Cargo points to ongoing innovations in safety, steering and control systems across rail infrastructure as factors that could also help, effectively increasing capacity by making for faster trains and shorter safety distances between them.
“The equipping of locomotives and wagons with GPS systems and sensors improves steering, utilisation and maintenance. We also assume that the environmental aspect of transport will become even more important for customers in the future. This is where the rail sector can play on its advantages,” says the spokesperson.
Jung notes that digitalisation in finished vehicle rail transport is progressing at a similar pace to that of general cargo traffic.
In particular, GPS tracking of rail carriers is being implemented by some companies already and will help streamline rail distribution in the future, he believes.
“Current distribution systems definitely need to be enabled to employ GPS big data. The cargo rail network has high potential for self-driving solutions, due to predictable routes and influencing factors,” he says.
“Nevertheless, willingness to invest in self-driving concepts is rather low. Long-term contracts between rail service providers and OEMs could foster greater investment readiness.”
“Current distribution systems definitely need to be enabled to employ GPS big data. The cargo rail network has high potential for self-driving solutions, due to predictable routes and influencing factors. Nevertheless, willingness to invest in self-driving concepts is rather low. Long-term contracts between rail service providers and OEMs could foster greater investment readiness.” – Siegfried Jung, BMW Group
Though not yet the subject of much public discussion, Bong says, self–driving trains are an exciting option and one that should be “much easier to achieve than self–driving cars and trucks”. This is mainly because locomotive drivers only control the speed of a train, while the track is controlled and set centrally, avoiding any need for sophisticated navigation.
“We all know examples of driverless airport or city ‘sky trains’. It can help to overcome locomotive driver shortages which, next to the assets themselves, are a limiting factor to growth. In addition, regularly occurring industrial action could be avoided.”
Introducing driverless trains could be a tricky business, however, as Bong admits: “Of course, this is quite a political issue and needs to be addressed carefully.”
Chugging or changing? - Automotive Logistics
MY TAKE
Wakati Dunia ina move forward in sophisticated technology with European Rail Control System, mtambo wa gongo umekurupuka na kuingia kichwakichwa kwa Mchina ukasmbulia block signalling system.
Geza Ulole
JF-Expert Member
- Oct 31, 2009
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Kafrican
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Here is Kenya Signalling and control command center bieng installed back in 2017
Optical fiber cabling
This figure shows the location of each train on the track
Kenyan student in Jiaotong University China leaning Signalling and control - these are the people who will take over the command center in Nairobi.... you can see the whole model here and how its controlled
Simulation room
Traffic control Signalling simulation room at Jiaotong Univerity, you can see that the set up looks like the command center in Nairobi, Mind you this Simulation lab is the one Chinesese student learn to control their own bullet trains. The signalling and control is not different
Back in Kenya,
Sensing eqipment
FIber optic cable splicing
this is the device bieng used
Attachments
Kafrican
JF-Expert Member
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Noise Deflectors(More like Noise filters), Nairobi National park
CAEC is a conglomerate of construction and architectural design companies offering consultancy services for the construction supervision of the new standard gauge railway project. It is an acronym derived from the three partner companies namely; CRDC, APEC & EDON Consortium.
CAEC is a conglomerate of construction and architectural design companies offering consultancy services for the construction supervision of the new standard gauge railway project. It is an acronym derived from the three partner companies namely; CRDC, APEC & EDON Consortium.
mahenda255
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- Jul 29, 2018
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Hivi hapa kunafaa kuwa na daraja au ni upumbavu tu mnafanya
Geza Ulole
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Outdated Block Signalling System! It's like u bragging of landline phone while there's mobile phones!
Geza Ulole
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Kafrican
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Hio hapo ni road reserve na haifai kuguswa na muindombinu ya aina yoyote, Kuna barabara inafaa kujengwa hapo in future
Geza Ulole
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Bantugbro
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Wamefikia hatua nzuri sana...
Geza Ulole
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- Oct 31, 2009
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