New Rail Lines in Africa

[Baxenden Bank]

Reported in various sources.

This from Railways Africa (7 October 2016):
Sorry, no direct link, due to the convoluted means of cutting, pasting, re-cutting and re-pasting in order to get a hard copy!
Website is: http://www.railwaysafrica.com/

On 05 October, Ethiopia's prime minister Hailemariam Desalegn, and Djibouti's President Ismail Omar Guelleh led the commissioning of Ethiopia’s brand new, Chinese-built national standard gauge railway, in Addis Ababa.

The newly commissioned railway line runs parallel to the old Cape Gauge Ethio-Djibouti Railway and comprises a 107km double-track from Addis Ababa to the coffee-producing centre of Adama. The line then becomes a single track Adama to Dewele, some 549km away. The line then continues from Dewele on the Ethiopian border into Djibouti, ending at the Djibouti port station, providing the landlocked Ethiopia access to much-needed port facilities on the Gulf of Aden, opening up import and export opportunities to and from markets in the East. The new route will reduce travel time from Sebeta to the port of Djibouti by more than 50% and will form an important part of the East to West Africa Railway Network.

(article continues)

Line runs approx. 756km from Sebeta (outside Addis Abbaba) to Doraleh (Djibouti Port). Electrified at 25kv throughout (apart from port).

Interesting that it is electrified. No reason why it shouldn't be of course.

A second line of 609km, branching off the above line, is under construction at present.

 

[LNW-GW Joint]

This report gives some more information.
It is one of a significant number of new/rebuilt lines in Africa built with Chinese money and technical resources.
http://www.railwaygazette.com/news/...h=627b064b0582c2175fdc3c51654544eb&sword_list[]=ethiopia&no_cache=1

‘It is the first standard gauge electrified railroad on the continent built with Chinese standards and technology, and certainly it will not be the last’, Chinese Ambassador to Ethiopia La Yifan told the local media. ‘Many stand to benefit from it.

 

[Baxenden Bank]

This report gives some more information.
It is one of a significant number of new/rebuilt lines in Africa built with Chinese money and technical resources.
http://www.railwaygazette.com/news/...h=627b064b0582c2175fdc3c51654544eb&sword_list[]=ethiopia&no_cache=1

Indeed, that is what I was researching. I get confused with the many proposals, which schemes were actually progressed, and which fell immediately by the wayside. One thing is certain - I cannot find a reliable map of them all. Even this scheme (and the wider proposed Ethiopian network) has various permutations.

The Railway Gazette article requires careful interpretation (not their fault, I blame the original press release) in that it may well be the first electrified line to 'Chinese standards' but is certainly not the first electrified line.

 

[STEVIEBOY1]

Interesting that this and new lines are also being constructed in Kenya/Uganda, as per your other posting. I wonder if they will all link up and maybe add Tanzania too. ?

 

[Phil.]

Interesting how so many of the various factions who rail against the past colonial intrusions of Britain, France, Belgium and Germany say nothing of how China is quietly doing the same.

 

[SS4]

Interesting how so many of the various factions who rail against the past colonial intrusions of Britain, France, Belgium and Germany say nothing of how China is quietly doing the same.

I've noticed the opposite tbh, people are advising that is de facto Chinese colonisation whilst not mentioning the actions by Western countries

 

[Baxenden Bank]

Interesting that this and new lines are also being constructed in Kenya/Uganda, as per your other posting. I wonder if they will all link up and maybe add Tanzania too. ?

There are so many proposals, across the continent, it is difficult to make sense of them all. Especially when many of the related press releases are, shall we say, a little enthusiastic about the prospects for their particular scheme.

I am attempting a country by country analysis. I started in Sudan and am working my way around clockwise. Basically because I was surprised at the extent of proposals (thousands of km in many cases), in countries with poor economies and unstable political situations. I was equally surprised that some of them have actually been started on the ground rather than being 'all mouth and no trousers'.

Detailed, factual, up-to-date information is difficult to come by. Schemes are often 'contracted' but with no start date. Distances quoted for new lines change significantly. The current status of many existing lines is uncertain. The internet, Google search and up-to-date Google earth helps a great deal. As does the work of others who publish to the internet. Names will be named later. For example, I know that the Ethiopian line has been built because it is clearly visible, as a new construction 'scar', throughout.

But I shall soldier on - it is my winter project!

One issue in Africa is the variety of gauges. Many new proposals seem to be European (or should I now say Chinese) Standard Gauge, rather than Cape Gauge which was fairly standard throughout our colonies as were.

Djibouti - Ethiopia is, essentially, complete and has been used to shift food from the harbour to ease shortages in Ethiopia following poor harvests. Those of my age will remember the terrible famines and awful pictures from the country in the 1970's and after. Now solved by better government and a railway to shift stuff quickly!

--- old post above --- --- new post below ---

Interesting how so many of the various factions who rail against the past colonial intrusions of Britain, France, Belgium and Germany say nothing of how China is quietly doing the same.

There are some murmurs of concern. The Chinese are also snapping up mineral resources throughout the continent to feed their home industries. Hence they need the railways to get stuff out efficiently.

Most of the schemes are funded by debt. Chinese contractors get the design and construction contracts (with local labour) so the money flows back to China. The rolling stock is Chinese built - so the money flows back to China. The debt repayments will flow back to China. The question is, if there is significant default on the debts, how will that affect the Chinese economy? Those of us old enough will probably remember African countries and their habit of defaulting on debts! With or without civil war to assist.

Sudan
2,100 km of new lines at 'pre-feasibility' stage. Proposed to be built at 1,067mm gauge with potential for conversion to standard gauge.
Historically a link to, but not through, Eritrea (at Tessenei). Proposal to re-instate this line and extend through to existing Eritrean network.
Proposal to extend the line beyond Nyala to Central African Republic (at Biro)
Proposal to extend the line beyond Nyala to Chad (at Adre).
Proposal to extend line beyond Wadi Halfa to Egypt (Aswan).
Proposal to build a line in Ethiopia to Sudan (at Kurmuk) but no details of the line within Sudan.
Proposal to build a line in Ethiopia close to Sudan border (at Metema) but no details of the line within Sudan.

Eritrea
Refurbishment of existing line (225km / 950mm gauge) underway.
Extension of 109km - over previously commenced but never completed line, proposed.
Further extension of 53km to link to Sudan (rebuild of 1,067mm gauge line), proposed.

South Sudan
Existing line to Sudan
Proposed standard gauge lines to Uganda (contract signed 2015), Ethiopia and Kenya.

Djibouti
New standard gauge line to Ethiopia nearly complete.
Proposed standard gauge line from new port at Tadjourah to Ethiopia (at Elidar). Part of the proposed Ethiopia network.

Ethiopia - see map below
New line of 756km completed. Proposals for 7 more lines (4,000km of new line) forming a comprehensive network. 609km under construction at the present time. Potential links to Kenya, South Sudan, Sudan and a second link to a new port in Djibouti.

Kenya - see map below
Mombassa to Nairobi 472km (or 427km) substantially complete.
Nairobi to Malaba (near Ugandan Border) 489km. 120km first stage to Naivasha commenced, remainder at 'finance identification' stage.

Then it gets complicated.

East African Rail Study 2009 proposed 14 new lines;
Within Kenya (2 lines)
Kenya to Ethiopia (1 line)
Kenya to South Sudan (1 line)
Uganda to South Sudan (1 line)
Uganda to DR Congo (Democratic Republic of Congo) (2 lines)
Uganda – Rwanda – Tanzania (1 line)
Tanzania – Burundi (1 line)
Within Tanzania (5 lines)

The proposals were subsequently revised in 2011
Within Kenya (now just 1 line)
Kenya to Ethiopia (1 line)
Kenya to South Sudan (1 line)
Uganda to South Sudan (1 line)
Uganda to DR Congo (Democratic Republic of Congo) (now just 1 line)
Uganda – Rwanda – Tanzania (1 line)
Tanzania – Burundi (1 line)
Within Tanzania (5 lines)
Kenya – Tanzania – additional line proposed

Plus standard gauge conversions / replacements of existing lines in Tanzania

This is the point at which I realised that I needed a decent map!

Proposed standard gauge line from new port at Lamu through Kenya (various points / branches) and on to Ethiopia / South Sudan. Ethiopia line crosses border near Moyale and continues to Addis Ababa as part of the proposed Ethiopia network. South Sudan line crosses border near Nakodok and continues to Wau. Links up to existing line at Wau.
Proposed standard gauge line from Nairobi to Tanzania (Arusha) proposed.
Proposed standard gauge line from Malaba to Uganda (at Tororo) proposed (and assumed contracted in 2015). Duplicates existing 1,000mm gauge line.

Uganda
New standard gauge line from Tororo to Kampala contracted (in 2015). Assumed that this actually includes the link through to Kenya (at Malaba). Duplicates existing 1,000mm gauge line.
New standard gauge line from Tororo to South Sudan (at Nimule) contracted (in 2015). Duplicates existing 1,000mm gauge line as far as Gulu, then all new route.
New standard gauge line from Gulu to Pakwach contracted (in 2015). Duplicates existing 1,000mm gauge line.
Proposed line from Pakwach to DR Congo (at Bunia) and on to Kisangani proposed in 2009 but not in 2011 review.
Proposed line from Kasese to DR Congo (Kisangani) proposed in 2009 and 2011 review.
Re-opening of 1,000mm gauge line from Kampala to Kasese proposed. But…
Proposed standard gauge line from Kampala to Rwanda border (at Mirama Hills) – Memorandum of Understanding signed. Includes a branch to Kasese, Mpondwe and Hima.

Chad
Line under construction (in 2012) of 161km to the Sudan border (at Adre). Proposed to continue through to existing line at Nyala.
Proposal to extend the line under construction in 575km and 528km stages to the Cameroon border (at Koutre). Proposed to continue through to existing line at Ngaoundere.
Mostly part of an original proposal for a 4,000km Dakar to Port Sudan railway – all the way across the wide bit of Africa!

Ethiopia Map from Ethiopian Railways Corporation via Global Construction Review.
Kenya Map from africa-confidential.com via Kenya Railways website.

(watch this space for more details)

 

[Tim R-T-C]

There are some murmurs of concern. The Chinese are also snapping up mineral resources throughout the continent to feed their home industries. Hence they need the railways to get stuff out efficiently.

Most of the schemes are funded by debt. Chinese contractors get the design and construction contracts (with local labour) so the money flows back to China. The rolling stock is Chinese built - so the money flows back to China. The debt repayments will flow back to China. The question is, if there is significant default on the debts, how will that affect the Chinese economy? Those of us old enough will probably remember African countries and their habit of defaulting on debts! With or without civil war to assist.

I suspect the likelihood of defaulting is well known, afterall since most of the money is coming back to China anyway via contractor payments, perhaps that is sufficient for them - along with the minerals issues.

China's involvement is well known and cause for concern in many places, but given that no-one else is prepared to fund development in Africa to any extent at the moment, is it hard to argue against them.

 

[atillathehunn]

Nobody has the appetite for funding infrastructure projects in Africa, apart from the enormous hydroelectric dam, of course.

The money disappears and the delays are politically unpopular in the home country.

The line from Mombasa out through Uganda may have a branch to TZ, but is for now heading to Kigali and probably DRC through SW Uganda.

 

[LNW-GW Joint]

Here's another Chinese one - Zambia-Malawi-Mozambique: http://www.railwaygazette.com/news/...o-build-zambia-malawi-railway.html?sword_list[]=malawi&no_cache=1
And another (completed): Angola-DR Congo-Zambia: http://www.railwaygazette.com/news/...h=68cc167db61633fa496e97b9a1f03ed4&sword_list[]=angola&no_cache=1

This one is Botswana to Port Elizabeth: http://www.railwaygazette.com/news/...h=364fa1cc2eefc0772f14792a5b5c38b4&sword_list[]=richards&sword_list[]=bay&no_cache=1
South Africa also has plans for a coal railway from Richards Bay to the far northwest, and this is part of it, across Swaziland: http://www.railwaygazette.com/news/...h=633ff8bb204976f25c6d7518c8ba024f&sword_list[]=richards&sword_list[]=bay&no_cache=1

Generally, the South African developments are local/western/gulf financed, rather than Chinese.
But it's all based on the demand for minerals, driven largely by Chinese industry.

 

[Baxenden Bank]

The line from Mombasa out through Uganda may have a branch to TZ, but is for now heading to Kigali and probably DRC through SW Uganda.

Latest news is for it to 'head for the hills' - Mirami Hills specifically and into Rwanda. Only a 'Memorandum of Understanding' at this stage though.
--- old post above --- --- new post below ---

Here's another Chinese one - Zambia-Malawi-Mozambique:

A recent signing, so it may happen.

And another (completed): Angola-DR Congo-Zambia:

Completed as far as Luau in Angola, and from Dilolo on the DR Congo side but with a frustrating gap of a few km in the middle across the border!
--- old post above --- --- new post below ---

The following details have also been added to post no 7. If you just want the new stuff, it is here. If you want the full list, go to post no 7.

Sudan
Historically a link to, but not through, Eritrea (at Tessenei). Proposal to re-instate this line and extend through to existing Eritrean network.
Proposal to extend the line beyond Nyala to Central African Republic (at Biro)
Proposal to extend the line beyond Nyala to Chad (at Adre).
Proposal to extend line beyond Wadi Halfa to Egypt (Aswan).
Proposal to build a line in Ethiopia to Sudan (at Kurmuk) but no details of the line within Sudan.
Proposal to build a line in Ethiopia close to Sudan border (at Metema) but no details of the line within Sudan.

Chad
Information updated / reformatted.

South Sudan
Existing line to Sudan
Proposed standard gauge lines to Uganda (contract signed 2015), Ethiopia and Kenya.

Djibouti
New standard gauge line to Ethiopia nearly complete.
Proposed standard gauge line from new port at Tadjourah to Ethiopia (at Elidar). Part of the proposed Ethiopia network.

Kenya
Proposed standard gauge line from new port at Lamu through Kenya (various points / branches) and on to Ethiopia / South Sudan. Ethiopia line crosses border near Moyale and continues to Addis Ababa as part of the proposed Ethiopia network. South Sudan line crosses border near Nakodok and continues to Wau. Links up to existing line at Wau.
Proposed standard gauge line from Nairobi to Tanzania (Arusha) proposed.
Proposed standard gauge line from Malaba to Uganda (at Tororo) proposed (and assumed contracted in 2015). Duplicates existing 1,000mm gauge line.

Uganda
New standard gauge line from Tororo to Kampala contracted (in 2015). Assumed that this actually includes the link through to Kenya (at Malaba). Duplicates existing 1,000mm gauge line.
New standard gauge line from Tororo to South Sudan (at Nimule) contracted (in 2015). Duplicates existing 1,000mm gauge line as far as Gulu, then all new route.
New standard gauge line from Gulu to Pakwach contracted (in 2015). Duplicates existing 1,000mm gauge line.
Proposed line from Pakwach to DR Congo (at Bunia) and on to Kisangani proposed in 2009 but not in 2011 review.
Proposed line from Kasese to DR Congo (Kisangani) proposed in 2009 and 2011 review.
Re-opening of 1,000mm gauge line from Kampala to Kasese proposed. But…
Proposed standard gauge line from Kampala to Rwanda border (at Mirama Hills) – Memorandum of Understanding signed. Includes a branch to Kasese, Mpondwe and Hima.

 

[Allegheny1600]

Just an observation on the kind of things I have observed.
In Cape Verde (not strictly Africa but as good as!) the Chinese paid substantial sums to the "folks in charge" to allow them to build roads, hospitals, harbours and extract fish from their waters. All well & good but only a little money got actually spent on the roads, other things never materialised, the "folks in charge" mysteriously vanished and so have the fish!
Result: the local economy is in a far worse state than before as the local fishermen cannot compete against the giant factory ships that anchor in plain sight, just to rub it in.
Summary, if everyone is poor & hungry, that is an ideal time for revolution to foment.

A sustainable strategy?

 

[TheKnightWho]

I've noticed the opposite tbh, people are advising that is de facto Chinese colonisation whilst not mentioning the actions by Western countries

Likewise. I find the fact that someone felt the need to jump in with irrelevant defence of Empire far more telling.

 

[swt class 450]

Ethiopia seems to have seen a lot of railway investment recently with the new tram network in Addis Ababa and now the new standard gauge railway line. Does anyone know what is happening with the old narrow gauge line? Will this still be used at all?

 

[MK Tom]

Does anyone have a map of all these proposals? Obviously a pan-African network is a long way off but it would be really interesting to see how this is all happening in one graphic.

 

[Baxenden Bank]

Does anyone have a map of all these proposals? Obviously a pan-African network is a long way off but it would be really interesting to see how this is all happening in one graphic.

I don't have a map, yet. I tend to download whatever is available on the internet. Many of the schemes are speculative and only exist in diagrammatic form i.e. a straight line from one end of the line to the other.

In post #10 LNW-GW joint provides a link to a railway gazette article, which itself states "In-depth articles on railway plans in Africa appeared in the June 2016 issue of Railway Gazette International magazine, which subscribers can access in the digital archive." Whether this included a map I don't know.

 

[dutchflyer]

Got a copy of the weekly CHINA daily newsppr (2-8 dec.'16)-as all official newspprs from that country it is thus always very positive about its huge efforts and only critical to those nasty westerners who seem to know everything better.
''Back on track with railway expansion"' in Africa they mean.
Beside this new line and the Addis Abeba light rail ''skytrain'' also Kenya and Nigeria seem to have sprung on the Chinese bandwagon.
A new Nairobi-Mombasa (yes-thus also parrallel to existing line), apparently also electric and normal gauge is under construction and plan B for Kenya-extanding this to the north-west Naivasha (cement producer) is to start from jan '17-again by some CN constructor.
Nigeria gets new lines Abuja (its new capital) to Kaduna and some light-rail systems (again mostly as skytrain) for major cities.
Angola got a rehabbed line Lobito-Luau and the over 40 yrs old TaZaRa will also be renovated. China is now prssing to link these 2 lines via Zambia.
They are reasonable enough to cite the French as the most fiery competition, but hitherto the French only work (and likely pay) in its former colonies.
China claims advanced talks with Sudan (extending to Chad), Senegal (hey-thats French), Uganda and Tanzania-Rwanda are being held. It also seems major object is goods/freight and not so much passengers.
It also seems after many years they have learnt from its former policy and now also train locals to run the systems- though some news reports say they still send out thousands of Chinese ant-workers in stead of using locals faced with high unemployment.
(as you may guess, after 6 China visits I am not overly enthusiastic about them, but also have to admit I have no alternative).

 

[Baxenden Bank]

The Mombassa - Nairobi line is not being built for electric operation but is expected to be retro-fitted as the line extends into Uganda.

There is a good (and long) thread on this scheme on Skyscraper City including lots of photo's. What was interesting about that thread was how closely Kenyan posters comments mirror those on this forum about UK schemes. The global rail community thinks alike!

Locomotives now arriving in Mombassa Port. Official handing over ceremony held and pictures - lots of excitement over on the SkyscraperCity thread!

 

[Baxenden Bank]

Does anyone have a map of all these proposals? Obviously a pan-African network is a long way off but it would be really interesting to see how this is all happening in one graphic.

Ethiopian network map attached at post 7.
Kenya Standard Gauge proposals map at post 7.

 

[Baxenden Bank]

I've found a nice plan of the proposals for the east Africa area. Copyright CPCS via Skyscraper City. If only I could get it to 'freeze' so that I can look at it.

 

[Baxenden Bank]

Status update:

Djibouti / Ethiopia new standard gauge line - commercial operation is imminent. Looking at Google Earth, the line has been extended into the new port area at Doraleh, Djibouti, although no sidings as such are visible yet. Also the new line cuts straight across the previous narrow gauge line in places, without retaining a route so I guess that confirms that the two will not co-exist going forwards (nice waste of foreign aid budget there then).

Plan of proposals in the Doraleh Port area:
(schematic diagram of Doraleh Port area showing land uses and proposed rail terminals)

Within Ethiopia it has been realised that connections to freight terminals are necessary before freight trains can run! Connection to a dry port at Mojo is visible on Google, and it is proposed to connect to the strategic oil reserve depot (at Awash?) to bring fuel in from the port. Although there is Ethiopian internal government discussion about whether the depot is 'strategic reserve' or 'operational' and whether it should therefore be served by regular shipments and who should pay for the connection!

Before we hand back the possession, did we leave anyone behind?
(photograph of one man, alone, on the end of a catenary arm with no visible means of getting back to the ground)

Within Ethiopia, the second new line from Awash (junction with current line) to Woldiya (contract with Turkish construction company) and on to Mekele (contract with Chinese construction company) is underway and visible in parts on Google earth.

Kenya
Mombasa to Nairobi SGR (standard gauge railway) is now operating two passenger trains per day in each direction, commercial freight operation is due soon. Freight terminals at Mombassa Port and an Inland Container Depot at Nairobi clearly visible on Google Earth.

Schematic of Mombasa Port Area (from the Skyscraper City thread linked to previously).
(Schematic overlay on Google Earth base showing location of Port Reitz Station which is the freight area and Mombassa West Station which is the terminus for passenger services).

Photograph of the Nairobi Station area (from the Skyscraper City thread linked to previously).
(Photograph taken through the window of an aeroplane approaching Nairobi Airport showing: Old narrow gauge line to the left, new standard gauge station in the centre, rolling stock depot to the right in the distance, permanent way facility to the right in the foreground. The ICD is under the aeroplane).

 

[Baxenden Bank]

For those interested, I have come across this excellent website. A zoomable map of world railways. The Djibouti - Ethiopia line and Mombasa - Nairobi lines are shown so it is up-to-date.

http://www.openrailwaymap.org/

 

[Adlington]

Line runs approx. 756km from Sebeta (outside Addis Abbaba) to Doraleh (Djibouti Port)

The Economist writes about this line: "Danger, camels crossing", suggesting that not all accidents are accidental

Since the start of commercial operations last month, at least 50 animals have been killed crossing the new line connecting Addis Ababa, with the port of Djibouti. Of these, 15 were camels flattened in a single collision, according to Tilahun Farka, the head of the jointly state-owned Ethio-Djibouti Railways.

For the Ethiopian government this is a headache. The train, which is supposed to slash transportation times to the coast from two days to ten hours, is operating at around half speed. Mr Tilahun says his company pays out 30,000 Ethiopian birr ($1,089) for each camel, twice the market price. So a profit-maximising camel-owner would chivvy the whole herd onto the tracks. This is perhaps why there have been so many collisions.

The problem is also technical. It was deemed too expensive to build an elevated track, allowing wildlife to cross freely. Ethiopia opted instead for level crossings and some tunnels. But herders complain that there are too few of these, or that their camels refuse to use them.

In most parts of the world fencing is used to prevent dangerous crossings. But for eastern Ethiopia’s large nomadic population, mobility matters. Fences built along some sections of track have been torn down by nomads.

 

[Baxenden Bank]

The Economist writes about this line: "Danger, camels crossing", suggesting that not all accidents are accidental

There is an interesting 'travellers report' on the Ethiopia page of Seat 61 much along the same lines.

The question is, why are they paying twice the market rate for a dead animal? Local politics perhaps. At an inflated rate of compensation it might be worth buying some beasts just to get them run over and making a nice return on your investment, never mind simply herding your existing stock onto the line!

Traditional herdsmen in Kenya are causing similar problems (delaying trains, no info on the compensation arrangements in place). Overgraze outside the fence and the grass really is greener inside the fence.

In both Kenya and Ethiopia, perhaps part of the problem lies in a 'culture' of few (or no) trains. Whilst both new lines are parallel to existing routes, Kenya had only a modest service on the old line whilst Ethiopia effectively had no service for a long time. Use the lines more intensively and people will (perhaps) adapt to the existence of the railway. In the mean-time, given the low frequency of services on both lines at present, perhaps a lower permitted speed in known problem areas would limit the problem (and cost). Will the herders get bored of their game if every train crawls through at 5 mph and no livestock gets killed?

 

[Adlington]

given the low frequency of services on both lines at present, perhaps a lower permitted speed in known problem areas would limit the problem (and cost). Will the herders get bored of their game if every train crawls through at 5 mph and no livestock gets killed?

From the quoted article in the Economist:

For the Ethiopian government this is a headache. The train, which is supposed to slash transportation times to the coast from two days to ten hours, is operating at around half speed.

If the trains are to operate at 5 mph, you may run camel caravans instead.

 

[Adlington]

Kenya
Mombasa to Nairobi SGR (standard gauge railway) is now operating two passenger trains per day in each direction, commercial freight operation is due soon.

The Economist isn't exactly enthralled by this line:

When Kenya launched its new railway last year, connecting Mombasa to Nairobi, passenger tickets sold out. Travelling between the country’s two biggest cities overland had meant crowding into a bus for 12 hours, or riding the old British-built railway, which might have taken 24 hours.

Shuttling passengers, however, is not what the new line was built for. When Kenya borrowed $3.2bn from China for the railway in 2014, the aim was to move freight efficiently between the capital and the port at Mombasa, 484km (301 miles) apart. Unlike the passenger service, the cargo one has been a disaster. The second train out of Mombasa arrived a day late, because it didn’t have enough goods to leave the port.

In theory the line should move about 40% of the freight coming inland from Mombasa. The cargo is loaded straight from ships onto trains, which take it to a depot near Nairobi. There it is processed by customs officials. One day, it is hoped, the railway will connect all of east Africa. For now, officials would settle for enough revenue to cover the running costs and repay the loans.

But getting importers to use it is proving harder than expected. In its first month the line moved just 1,600 containers out of roughly 80,000 processed in Mombasa. Though the trains go faster than lorries, the line is far less efficient at moving cargo, says William Ojonyo of Keynote Logistics, a Nairobi-based cargo-clearing firm. There have been delays in loading trains. Customs processing at the inland depot is less reliable than in Mombasa. “We are more comfortable dealing with the devil we know, the container on a truck,” he says.

Few in Mombasa are pleased by the idea of cargo being sent straight to the interior, bypassing the armies of agents based in the port city. Hassan Joho, Mombasa’s governor, a fierce critic of the new railway, has stakes in two container-storage depots in the city, which the railway could undermine. By moving freight straight to Nairobi, “you’re killing the economy down here,” says Mr Joho’s spokesman.

Even if traffic increases, the line will probably not make enough money to repay its debts. In 2013 the World Bank said that a new railway would be feasible only if it were able to move at least 20m tonnes of cargo a year, just about everything that goes through the port. At best, the new line will transport half of that. Some fear that it may not make enough to cover its running costs. If the authorities then skimp on maintenance, the railway could deteriorate quickly.

Before the new line Kenya already had a functional railway—the old British one. In the 1980s it moved about 5m tonnes of cargo a year. It could have been refurbished for perhaps a quarter of the cost of building a new one. But that would not have come with a big Chinese loan or the cash that was splashed out on subcontracts and the land purchases needed for the new line. Some cynics in Nairobi say that building the railway was a way to get a loan, rather than the other way round.

 

[Baxenden Bank]

The Economist isn't exactly enthralled by this line:

There seems to be a considerable Northern hemisphere / western economies bias against this, and many other African infrastructure projects. Fortunately the Chinese don't care, they make their own investment decisions regardless of World Bank. IMF etc opinions.

On the Kenya SGR thread over on Skyscrapercity, the posters local to the scheme (ie Kenyans / Africans) have some quite scathing comments on WB/IMF trying to keep Africans 'in their place', as the white man has attempted to do for so long. They are also quite scathing about their government!

The critics in the article you quote seem to have a vested interest in the status quo. They would say that wouldn't they - they stand to lose money personally.

The Djibouti - Ethiopia line is up and running. Passenger service in each direction on alternate days. Container trains running despite no rail facilities at Djibouti port yet - being trucked from port to another point, then by rail. One 53 wagon train (106 containers capacity, presumably 20TEU) per day to Modjo.

The second line in Ethiopia is well underway, part Turkish, part Chinese contractors.

The Mombasa - Nairobi line is up and running. Two passenger trains per day in each direction. Very high loadings reported, something of a surprise (to Kenya Railways anyway). Shows what is possible when you offer an attractive service - the previous passenger service being a slow overnight service just two times per week in each direction. Three container trains per day running each way. Some issues at Mombasa port clearing containers after landing - not a new problem, and 'legacy' issues with freight forwarders used to inefficient practices and bribes. Currently the line serves only the new container berths so has limited use for other traffic potentially available. Extension to other berths at the port is underway. Prior to the new railway, containers were off-loaded from ships and moved to non-port storage areas due to lack of space at the port and limited free storage periods at the port. Uncleared containers were moved to these private yards pending clearance - all by lorry in congested areas with poor roads. Guess who will lose most of their business if efficient clearance (or inland clearance at Nairobi) is encouraged.

In both cases, operation of a new railway to modern practices will take time to bed in. There will be teething problems.

I will admit to being sceptical when the schemes were announced, I remain sceptical regarding extensions to Uganda and beyond, I look forward to being proved wrong.

 

[Adlington]

There seems to be a considerable Northern hemisphere / western economies bias against this, and many other African infrastructure projects.

Possibly.
But that's not what the Economist article is about.

Some issues at Mombasa port clearing containers after landing - not a new problem, and 'legacy' issues with freight forwarders used to inefficient practices and bribes. Currently the line serves only the new container berths so has limited use for other traffic potentially available. Extension to other berths at the port is underway. Prior to the new railway, containers were off-loaded from ships and moved to non-port storage areas due to lack of space at the port and limited free storage periods at the port. Uncleared containers were moved to these private yards pending clearance - all by lorry in congested areas with poor roads. Guess who will lose most of their business if efficient clearance (or inland clearance at Nairobi) is encouraged.

This simply confirms what the Economist says.

 

[Baxenden Bank]

Possibly.
But that's not what the Economist article is about.

This simply confirms what the Economist says.

The article is rather negative though. Talk it down so that it becomes a failure. Plenty of that being done in Kenya - for business reasons and political reasons with the presidential elections last year. I say, like with developing children, let the country make it's own decisions and yes, some of those may prove out to be poor ones.

The arguments around refurbishment of the existing line being an adequate alternative have been studied comprehensively. No it wouldn't - unless the growth forecasts for the East African Community economy are way over-optimistic. Obviously a possibility, time will tell.

The arguments around unloading / storage / customs clearance / onward distribution, are around existing processes which affect road hauliers as much as they affect the new railway. Indeed the inefficiencies directly financially benefit the people quoted in the article because they earn money for the storage yards and lorry movements inland. Introduction of the railway, including the need for it to be a success to meet the debt repayments, have led to improvements in long standing 'Spanish practices' - heads have been banged together.

Unlike the passenger service, the cargo one has been a disaster. The second train out of Mombasa arrived a day late, because it didn’t have enough goods to leave the port.

The second train was late, a disaster! I can think of a few bigger disasters that have happened. What does the author expect? Instant fully booked trains with insufficient line capacity to cope with the traffic on offer! Then there would be criticism for that.

It is a long-term strategic investment. Traffic will take time to build up. Personally, I would have run the second train to the published schedule, rather than holding it back until full, in order to show to importers / shippers that the service is reliable. There is a cost to doing that but there are also benefits in gaining real operating experience for all the staff involved.

Some fear that it may not make enough to cover its running costs.

Name them, quote them, find evidence to support them.

If the authorities then skimp on maintenance, the railway could deteriorate quickly

Well yes, obviously, just the same as if you skimp on maintenance of any infrastructure. TAZARA is a good example of such an investment which has declined considerably over time.

Before the new line Kenya already had a functional railway—the old British one. In the 1980s it moved about 5m tonnes of cargo a year. It could have been refurbished for perhaps a quarter of the cost of building a new one.

Well, not really. The line was chronically underinvested. A metre gauge railway with poor gradient profile and sharp curves will always pose problems compared to a new standard gauge line built to modern standards. The concession held by RVR was failing to deliver the promised investment in line improvements and was not paying its concession fees. I suggest the author read the report on loans for new locomotives being spent on second-hand mini-refurbs of obsolete American equipment!

 

[Baxenden Bank]

Contrary to The Ecomonist article, Business Daily Africa Today reported

https://www.businessdailyafrica.com...y-November/3946234-4363654-f3ra9wz/index.html

The Kenya Railways Corporation has said it will increase commercial operations of the Standard Gauge Railway (SGR) freight train service to 11 in November on increased demand.

Kenya Railways' business and commercial expert Sammy Gachuhi said more companies want to transport cargo on the SGR due to its lower costs and efficiency.

Mr Gachuhi said KR expects to reach agreements with companies by offering competitive rates and discounts to transport cargo.

“We are engaging more players and agencies, the response has been positive. They are carrying out tests they are giving us containers on a day-to-day basis.

"So far they are happy with the service we have provided. We will meet our targets,” Mr Gachuhi said.

Three trains

Currently, three trains leave the Port of Mombasa to transport cargo to Nairobi’s Inland Container Depot in a day.

The government directed all un-nominated containers (those without a preferred freigt station for storage) transported via SGR to the inland container depot in Embakasi, Nairobi, for final clearance.

“In April we will do four trains, by June we will be moving six and November 11 in total. This market is big, we have been talking to container freight station (CFS) owners and we believe in cooperation. They have given us numbers of trains they would be able to offer us,” Mr Gichuhi said.

He added: “The number of containers that we are moving on a daily basis compared to what is shipped is only a third."

Wooing importers

Mr Gichuhi said KRC is wooing importers and CFS's to embrace the railway.

“We need to partner and offer them agreements. For instance, we entered an agreement with Bollore Transport and Logistics Company to carry all their cargo whether transit or going to Nairobi. Bollore has convinced their customers who are importers to use SGR,” he added.

He said market for SGR freight train has increased.

On Thursday, the rail line got a major boost when Bollore Transport and Logistics loaded the freight train with a total of 108 20-foot containers.

The article refers to an increase in daily trains from three currently to 11 in November 2018. Also refers to one company (Bollore, a logistics company) block booking an entire train.

Some disaster!