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Old July 2nd, 2016, 03:11 AM   #121
Aaraldi
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No construction did not start but a new date has been announced

Former Works and Transport Minister Eng Kasingye Kyamugambi promised that financial closure with China EXIM bank will be reached by October 2016. Construction is now expected to kick off before the end of financial year 2016/2017 (June 2017).

So far 140 kms out of 273 kms have been demarcated and cleared. UGX10 billions ($2.95 million) have been paid out to Project-Affected-Persons(PAP) and a further UGX222 billions ($65.5 millions) have been allocated for further compensations. Total compensation costs is expected to reach UGX300 billions ($88.4 millions).

Articles:

Uganda to secure Shs8 trillion loan for Malaba-Kampala SGR route - Daily Monitor

Gov’t to complete signing of railway loan in October - The Observer

The Standard Gauge Railway is Not Delayed, says Minister Byabagambi - chimpreports

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Old August 12th, 2016, 03:03 PM   #122
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200 out of 273 km have been demarcated and loan talks are still ongoing

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Old September 1st, 2016, 09:41 PM   #123
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Quote:
Our bull dozers demarcating SGR corridor in readiness to hand over land free of any encumbrance to the contractor

Twitter by SG Railway Uganda


Twitter by SG Railway Uganda

Quote:
Demarcating the SGR corridor in Amoni A in Malaba Town Council

Twitter by SG Railway Uganda


Twitter by SG Railway Uganda
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Old September 23rd, 2016, 11:25 AM   #124
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Quote:
Uganda secures generous SGR finance terms as plans advance

KAMPALA, SEPTEMBER19 – The Chinese government has offered to charge just 4pc interest on 65pc of the loan it is advancing for development of the 273km Kampala-Malaba leg of Uganda’s Standard Gauge Rail network while the commercial portion will attract interest at a rate LIBOR+ 3.5pc, www.256businesnews.com has just learned.

Uganda has started construction of the 273km stretch at a nominal cost of $2.3 billion. That translates into a unit cost of $8,424,908 per kilometer although it was not immediately clear if that figure includes the cost of rolling stock and energising the line because this publication is yet to get access to the full engineering designs for the project.

The funding contract is expected to be signed next month in Beijing. Sources further reveal that the Chinese have also used their leverage to link financing for the Naivasha-Malaba section on the Kenyan side to the Ugandan contract removing doubts over who would extend and finance the Kenyan SGR to Malaba. In plans that have been made public so far, Kenya had only committed to build its SGR only up to Naivasha with future plans to take it to Kisumu.

It us now understood that all sides are racing to conclude institutional and operational arrangements for the project before possible signature in December.

Under its overall plan, Uganda has a planned route length of 1724km at a cost of $12.8 billion. That somewhat reduces the average cost per kilometer to $7,424,593, suggesting a much better unit cost given that the route for the western section to Kasese passes through terrain that will require significant drilling and bridging.

The planned 1724km route includes all branch lines to Nimule on the border with South Sudan, Vurra on the DRC- Uganda border in Arua, Mirama Hills on the border with Rwanda and another interface with the DRC through either Mpondwe or Kamango in Bundibugyo. The connection through Mpondwe however, remains in doubt since the DRC government has previously expressed the intention to avoid a likely clash with environmentalists if the route traverses the ecologically sensitive Virunga conservation areas. Another consideration is extensive wetlands along the route which would push up the cost of construction.

Despite Rwanda’s recent decision to sign up for a southern route through Dar es Salaam and Uganda’s own belief that Tanzania offered a more natural cost effective SGR route for Rwanda, officials say they are now pushing ahead with building Uganda’s SGR network to the border with Rwanda because it forms part of the East Africa Rail Development Master Plan.
http://256businessnews.com/uganda-se...plans-advance/

China’s EXIM Bank did not want to conclude a financing agreement for the Standard Gauge Railway (SGR) before the government undertakes land acquisition for the corridor.
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Old January 15th, 2017, 12:43 AM   #125
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Detailded map


pulled from the new SGR Newsletter
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Old February 3rd, 2017, 06:20 PM   #126
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Rotich to negotiate for more SGR funds on trip to China

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“The Cabinet Secretaries/Ministers responsible for finance and transport to jointly visit EXIM Bank of China from 27th February to 4th March 2017 to discuss the financing modalities. The dates of the visit are subject to confirmation by the government of the People’s Republic of China,” said the joint communique signed by Kenya’s Treasury Secretary Henry Rotich and his Uganda counterpart Matia Kasaija with Cabinet Secretary James Macharia and Uganda’s Engineer Monica Azuba Ntege signing on behalf of their respective transport ministries.
http://www.businessdailyafrica.com/R...3n1/index.html
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Old February 25th, 2017, 01:02 AM   #127
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UIPE Social Evening: The Uganda SGR Project Perspective

from @SGR_Uganda



Design standard: National Standard of the People’s Republic of China
Railway class: Class 1 (Trunk/backbone Network , greater or equal to 20 Mt in near term)
Track gauge: Standard Gauge (1.435 m), Track Number: Single track
Speed (Freight): 80 kph for conventional freight, 100 kph for containerized freight
Speed (passengers):120 kph
Axle loading: 25 Ton (Double-stack wagons with 80t payload)
Traction Type : Overhead 25 kV, 50 Hz electrification
Crossing loops : 880m long, spaced not more than 20 km
SGR Gradient: 1.20% maximum
Horizontal curvature : 1,200m radius (1.5 deg) but 800m radius (2.2 deg) in exceptional circumstances
Vertical curvature: 10,000m radius maximum
Sleepers : Prestressed Monoblock concrete

Of the 273km route length from Malaba-Kla, there will be 24Km of these Bridges that are going to be built

There is no agreed universal classification of railways or standards for railways. The classification systems vary between countries and even gauges vary across networks. For example in America the Surface Transportation Board (SFB) classifies railroads depending on the revenues from the lines. International Union of Railways mainly for western European countries bases its classifications on loading gauge...G1,GA etc. But specific European countries have their own standards. India and China have their own classifications.

In Africa, there are many gauges including 1.675M, 1.435M, 1.0M. etc That's why in 2009, AU agreed to interconnect Africa w/SGR. The SGR Uganda railway is being developed under the auspices of (NCIP) protocol signed by Kenya, Uganda, Rwanda and South Sudan. Under the NCIP protocol, Partners agreed to develop China Class 1 railway system.

Note: Ethiopia is not part of the SGR protocol and constructed China Class II.

NCIP Class of railway is defined by National Standard of the People’s Republic of China, code for design GB 50090-2006. The classification is defined by role, nature, the number of passenger/traffic volume. Uganda has designed and will construct China Class 1 railway system as per provisions of the NCIP Protocol.

On cost: cost is largely influenced by length of bridges, geotechnical conditions, hydrological condition, slope/ gradients. Design characteristics which are partly associated with class are not only influencing costs but also operation and maintenance. As we look at the investment costs, let us consider Operation & maintenance costs which affect the quality of service .

Contract sum for the construction of Eastern Route is U$2.3BN (including locomotives, rolling stock and other provisional sums. The cost excluding Locomotives and rolling stock is U$2BN.

Costs are largely driven by; General Technical Specification, Traction type,Terrain/ Topography, Cost of Construction materials, nature of Soils, dist from the sea, Unique project construction challenges Bridges e.g. Nile Railway Bridge

On local content: Up to 40% of contract sum will be given to local firms through supplies & services. Supply of local materials provided they meet specifications and quantities. Cement of various types, Aggregate, Steel, gravel.
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Old March 13th, 2017, 05:05 PM   #128
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Looks like the Eastern and Northern line will be built concurrently.

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Old March 14th, 2017, 11:47 AM   #129
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In my opinion they should have started with the western route because there is more production in the western region than there is in the northern region and no body knows when the Republic of South Sudan will have peace again.Decision to start with the Northern route ahead of the Western route was bogus on the side of the Ugandan government. And there is also talk of Museveni changing the route of the SGR to Tanzania. under the arrangement, Uganda will abandon the SGR all together and allow Tanzania to build their SGR from Tanga to the Port of Mwanza. From Mwanza goods will be transported by ferry to the proposed ports of Jinja, Portbell and Bukasa. With the current confusion in the government, if the SGR project is to take off, it will take more than 10 years to complete phase 1.
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Old March 22nd, 2017, 06:06 PM   #130
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SPECIAL REPORT: What Makes Uganda Standard Gauge Railway Costly?

Quote:
Originally Posted by Maendeleo Enthusiast View Post
http://www.chimpreports.com/special-...ailway-costly/

External borrowing is largely dependent on the country’s GDP, Debt to GDP ratio, Revenue to GDP Ratio, and the country’s risk as assessed by international credit rating agencies.

The table below provides some information on the key macro parameters for the respective countries.


The Ethiopian-Djibouti line, which opened in October, cost $3.4 Billion for 656km while the Ugandan leg of 273km will cost $2.3bn. Kenya’s 472km stretch will cost $3.4billion.

Why should Uganda’s railways line be more expensive?

During the interview, Kyamugambi said the construction cost of railways “majorly depends on the unique characteristics of the specific project as determined by the design standard, the geology, terrain and hydrology of the project site.”

Kyamugambi further said the Ministry of Works and Transport carried out a study conducted by an international German consultant Gauff Ingenieure who provided the preliminary Engineering and feasibility study for the Malaba-Kampala SGR based on AREMA[1] standards.

“The consultant estimate without locomotives and rolling stock was USD2.4 billion for an electrified railway system and USD2.0 billion for diesel system,” said Kyamugambi.

“The contract price for the Eastern route, exclusive of locomotives and rolling stock and provisional sums is USD2 billion, but based on superior Chinese standards. Uganda’s contract cost for the Eastern Route of USD2.3 billion therefore includes locomotives, rolling stock and provisional sums,” he elaborated

He emphasised that the contract price and negotiations for the EPC turnkey contract for Malaba-Kampala SGR was based on the Employers requirements derived from the Gauff design, and NCIP agreements which were then provided to CHEC – the contractor.

“It is important to note that the railway systems can all be Standard Gauge but designed to different standards e.g. AREMA or Chinese or British or any other standards.”

Kyamugambi said the Northern Corridor countries agreed on China Class 1 Railway standard to ensure a seamless transport network while Tanzania is basing on AREMA standard while Ethiopia is China Class 2 Standard.

The AREMA standard is not a national standard but a standard of an association of some railways in North America while the Chinese Standard is a national standard.

The railways in the four countries are dominantly freight but will have passenger services.

The passenger trains can move at a faster speed compared to freight trains because they are shorter and lighter while the freight trains are longer and heavier.

Kyamugambi said it is important to differentiate the attainable speeds of passenger and freight trains when analyzing the capabilities of the railway systems.

He further pointed out that Chinese Standards, although engineered from AREMA and British standards are much safer, robust, and durable, for example, the “embankments are higher and compacted to a specified densities, the drainage of the embankment is well done in very strong herringbone structures to protect the embankment leading to lower maintenance cost.”

He said it also has lower operation and maintenance requirements.

Over the last 30 years, it is only China that has invested heavily in railways and used them to catapult their economy, justifying the use of their standard.

Kyamugambi said in railway development, the highest cost is in bridges, followed by the earthworks (embankment), truck, stations, electrification, signaling etc.

For example, on Malaba- Kampala, 35 percent of the route is in bridges, 25 percent is in earth works and 10 percent in track, 10 percent stations, 5 percent electrification, 5 percent in signaling and 10 percent others.

Kyamugambi also pointed to terms of obtaining funds from China.

He said to borrow funds from the China EXIM bank, projects must be designed to Chinese Standards, EPC/Turnkey contracting mode, certain environmental standards must be addressed, and the contractor must be Chinese.



Kyamugambi said given that the Ugandan System is electric (at additional cost of 0.54m/km), with a major super bridge over the River Nile, and with 53KM in a swamp, Ugandan Malaba-Kampala SGR cost is comparatively lower than the Mombasa-Nairobi SGR section in Kenya.

Furthermore, the cost per route-KM for the Naivasha- Kisumu section is USD13.7M per route- KM due to its unique characteristics including difficult terrain especially in the rift valley region where major bridges will be required.

He said Uganda deliberately took a decision to invest in an electric system due to the lower operation and maintenance requirements (at least 40 percent) compared to the diesel system.

“This will significantly reduce the project life time cost,” he noted.

Another important question on everyone’s mind is why invest all this money, of all places, in the Northern Corridor?

Kyamugambi explained that the Northern Corridor is the “busiest and most important transport route in East and Central Africa, providing a gateway through Kenya to the landlocked economies of Uganda, Rwanda, Burundi and Eastern DR Congo. It also serves Southern Sudan.”

The less busy alternative transport network serving the landlocked Great Lakes Region, said Kyamugambi, is through Tanzania, called the Central Corridor linked to Dar Es Salaam. This uses Tanzania’s Central Line.



He further pointed out that the Northern route is important because the exports of Kenya to Uganda are estimated at about USD 1bn and Uganda imports about 10m tonnes through the northern Corridor.

Kyamugambi said the issue of cargo capacity will be severely limited by the fact that each wagon vessel carries 44 containers whereas a train can carry up to 216 containers. Therefore, each train can only be offloaded on into five vessels requiring about 15 hours to load and offload the vessels.

For the Malaba-Kampala SGR, up to 40 trains can be operated in a day transporting 8,460 containers.

“If such amount of Cargo was going to be transported on the lake, assuming that a massive of five wagon ferries are purchased, we would require 40 days to evacuate cargo of one train,” said Kyamugambi.

“This means that the route not be viable. This coupled with the fact that oil products cannot be transported on fresh water make the Dar Es Salaam Mwanza Kampala Route can only be a minor alternative to the Mombasa-Kampala Route which should be looked at as the bark born of the railway network to the sea.”



Kyamugambi said the Ethiopian system was first designed for Class IV and later upgraded to Class II and this resulted in addenda thus increasing the costs.

There are major differences as illustrated above in the terrain, topography and hydrology of the two project sites thus resulting in higher amounts of rock fill, soil cut, embankments, bridges, geo-synthetics that are major cost centres of railway development.

The Class II system looks cheaper at investment stage but will be more expensive in operation and maintenance. Because of the construction standard requirement.

It is important for railways designed for 100 years to look at life cycle costs rather than investment costs.

For the Uganda project one of the major cost centres is the bridge over the River Nile which is 1KM long whereas in Ethiopia the bridge over Awash is significantly narrow.

Kyamugambi said the design of the Ethiopian route was limited by the capacity of Djibouti Port, adding, “if adjustment factors are made for variances in material costs, quantities, risks, cost escalations and transport, the cost in Uganda should be 2.1 higher than the cost in Ethiopia.”



The major differences between the Chinese standard and the AREMA standard are: The formation width (top width of embankment) is 7.7 meters for Chinese standards while AREMA is 6.6 meters.



SGR records indicate the height, design and construction of the embankment which is limited to a minimum of 2.5 meters high for Chinese standard and 0.64 meters for AREMA.

These high embankments in the Chinese standards require slope protection.

The Chinese classification requires the herringbone concrete structure for protection of embankments and concrete masonry for higher embankments of 6 meters while this is not a requirement for the AREMA standards require only benching and grassing.



Kyamugambi said the safety factor in the concrete structures is higher in Chinese standards than the AREMA standards.

“The utilisation of engineering materials especially the geo-synthetics (geogrid and geotextile) for tightening the soft ground, the backfilling material and soft ground treatments are different in both Chinese and AREMA standards,” he observed.

The general design and construction differences in the two standards would therefore make a railway designed and constructed to Chinese standards (which is superior) more expensive than the one designed and constructed to AREMA standards.

Kyamugambi said both the Northern and the central corridor are important for the land locked east African countries but the northern corridor is a more viable route for Uganda as it has a higher potential to spur growth in the country and should be developed fast.
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Old March 24th, 2017, 05:46 PM   #131
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Impression of the proposed Nile Super Bridge



1km long, axle loading 27.5 tones per axle, it will have no pillars in water

From SG Raiway Uganda
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Old March 28th, 2017, 08:56 PM   #132
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According to this source the bridge will cost over $300 million, representing 13% of the overall cost for a section compromising just 0.3% of the project's length.
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Old April 9th, 2017, 04:31 AM   #133
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Will Trains use units on this line?
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Old May 1st, 2017, 05:44 AM   #134
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Old July 24th, 2017, 10:24 PM   #135
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Museveni clears $2.9b China loan for Malaba-Kampala SGR

http://www.theeastafrican.co.ke/news...mn7/index.html

President Yoweri Museveni has approved the borrowing of Ush10.3 trillion ($2.9 billion) for the construction of the standard gauge railway from the Malaba border with Kenya to Kampala in the clearest signal yet that the regional infrastructure project is back on track.

Uncertainty had hit the project after Uganda said it was considering building a railway through Tanzania after failing to get assurances from Kenya that it would extend the Mombasa-Nairobi line to Malaba.

Kenya has since committed that its line, whose first phase to Nairobi was competed in June, will be extended in phases to Naivasha, Kisumu and eventually Malaba.

The approval for the borrowing comes amid indications that China had agreed to fund the line only if it was a joint project between governments including Rwanda, the last stop of the Northern Corridor under the East Africa Railway Masterplan. Another line in the Central Corridor from Dar es Salaam to Burundi and Rwanda would complete the circuit meant to boost trade in the region.

In a letter to parliament last month, President Museveni said the loan, which is Ush2.1 trillion ($600 million) more than the $2.3 billion contained in the feasibility study, should be on condition that concerns over the technical specifications and project costs raised by the Parliamentary Committee on Infrastructure in February would be addressed.

The Treasury said the money included the costs of arranging for the loan from China Exim Bank, such as insurance, even as State Minister for Planning David Bahati suggested the higher amount could be the result of a typing error.

“Are you sure it was $2.9 billion? I seem to remember writing $2.29 billion,” he said.

But Ministry of Finance spokesperson Jim Mugunga said the extra allocation was meant to cover costs associated with borrowing the loan.

“When you go to negotiate with lenders, the bank asks for management and insurance fees,” Mr Mugunga said.

Borrowing costs

Although Mr Mugunga did not disclose the details, typical government concessional loans from China Exim attract interest of two per cent per annum, commitment fees of 0.25 per cent for undrawn amounts and a management fee of 0.25 per cent on the loan amount.

It is also not unusual to find such a loan having a commercial component, which is priced at a premium above an agreed benchmark interest rate such as Libor.

Insurance, depending on the risk of the project, ranges from five per cent to 10 per cent. For the first phase of Kenya’s standard gauge railway project, it was 6.93 per cent.

Uganda has been collecting a 1.5 per cent infrastructure levy on imports since the 2014/15 financial year under an arrangement by East African partner states to support the construction of the railway.

Uganda has previously borrowed money from China Exim without such a notable cost escalation. A report from parliament shows that in the case of Karuma hydropower dam, the project cost was estimated at $1.7 billion and Uganda borrowed $1.4 billion. The rest was counterpart funding. Management and insurance fees for the project were $69.8 million.

Kasingye Kyamugambi, the SGR co-ordinator, said Uganda is expected to provide counterpart funding of 15 per cent or $345 million largely for compensation of people affected by the project. This would take the extra borrowing to $900 million.

Public debt

President Museveni said in the letter that concerns over the steel density and cost per kilometre of the railway needed to be resolved. The Uganda line will cost $8.2 million per kilometre, compared with $5 million per kilometre for Ethiopia and $7.7 million per kilometre for the Mombasa-Nairobi phase in Kenya.

READ: Kampala, Addis SGRs: Same specifications, different costs

Mr Kyamugambi had said earlier this year that China Harbour Engineering Company would build the 273-kilometre line over a period of 40 months. He said the cost of each project was determined by the terrain.

In the letter, President Museveni also approved the borrowing of about Ush15.7 trillion ($4.4 billion) for infrastructure projects. However, he rejected 11 loan requests worth Ush2.5 trillion ($714 million).

President Museveni’s letter to parliament was intended to control Uganda’s rapidly increasing debt and interest payments, which are blamed on lopsided contracts signed by government officials.

For the 2017/18 financial year, Uganda will spend Ush17 trillion ($4.7 billion) in loan and interest payments. This is more than half of the country’s Ush29 trillion budget ($8 billion).

Syda Bbumba, the chairperson of the parliamentary committee in charge of approving government loans, said the president had instructed that in the future he would personally approve government borrowing. Previously, loans went through the Cabinet, before being passed on to Parliament.

Ms Bbumba said the Cabinet is sometimes chaired by the prime minister and as result the president was not always aware of the approved loans. She added that, Uganda will reject new loans for capacity building and workshops, as these are no longer necessary.
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Old July 25th, 2017, 12:21 AM   #136
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Pseudo progress. The Chinese won't release any funds until after the Kenyan elections. Museveni can approve or clear any loan all day long it's not on him that the money is paid out.
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Old August 23rd, 2017, 12:58 PM   #137
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China to train Ugandan military engineers for SGR construction

http://news.xinhuanet.com/english/20..._136547030.htm

China to train Ugandan military engineers for SGR construction

KAMPALA, Aug. 22 (Xinhua) -- A team of ten Ugandan military engineers are scheduled to leave for China where they will be trained in railway construction.

Brig. Richard Karemire, Ugandan military spokesperson, told Xinhua in an interview on Tuesday that the team will go to Hebei Province for a three-month special training in construction of a Standard Gauge Railway (SGR).

The training is part of the memorandum of understanding reached between China Harbour Engineering Company (CHEC), the company contracted to construct Uganda's SGR, and the military.

"We welcome a strategic partner that provides skills to the army. We are a productive force committed to the social transformation of our country," said Karemire.

In the memorandum of understanding, CHEC also agreed to partner to build a polytechnic institute in the eastern border district of Tororo.

Ugandan is in the process of starting the construction of a SGR that will connect it to a similar one in neighboring Kenya.

The SGR will connect landlocked Uganda to the Kenyan seaport of Mombasa, reducing the cost of transportation to the coast.

According to experts, once the construction is complete, the number of days it takes to transport goods from Mombasa to the Ugandan capital Kampala will be reduced to two from the current 14 days.

Kenya has already begun operating the SGR linking its capital Nairobi to Mombasa.
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Old November 15th, 2017, 04:21 PM   #138
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In preparation for the forthcoming SGR project, engineers from the NEC and the Uganda Armed Forces have arrived at the Shijiazhuang Tiedao University for technical training

source
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