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The DCT container yard was operating when we visited on 18.11.2019. Not much activity though. Not a single freight train in the 2 days we were there.
 

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The DCT container yard was operating when we visited on 18.11.2019. Not much activity though. Not a single freight train in the 2 days we were there.
Was the rail line extension to the DCT container yard completed and operational when you visited?
 

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ERC have been on autopilot for the last three years and it shows.
The Addis-Djibouti line is plagued by issues blamed on lack of power and is barely operating two freight trains per day, while the Kenyans are doing 8 per day on a similar line.
Yes, it seems ERC is being run by incompetent people. The Ethio Djibouti line is running way below capacity, the Addis LRT is almost at a standstill, the new Awash-Kombolcha line is 99% done but cannot become operational because building the electric connection wasn't budgeted for :)bash:), the Weldya to Mekelle line construction is at a standstill. The ERC must currently be the worst performing public enterprise in Ethiopia. :eek:hno: No wonder they want to sell it off.
 

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News about the DMP yard that is yet to open

Roba Megerssa, CEO of Ethiopian Shipping and Logistics Services Enterprise (ESLSE), on his part said that there are challenges everywhere but the consequences and impacts shall differ. He said that the there are problems in both sides. He criticized the Ethiopian side with lack of effectively communicate with stakeholders let alone Djibouti. “We have no common platform on the logistics service that is now improving,” he said.
He said there is so many challenges on the sector that will be solved on the team work. Currently the railway line is currently connected with the port inside at DMP that has easy the port activity by easy loading cargos to the rail to transport with smaller period than truck transport to the central part of the country.
“For the last two months the railway has launched and so far seven trails have been operated, while it has managed three trains at the trial stage” Wahib told Capital. “A single tingle train shall manage the volume that 70 trucks transport so the service will be daily after the discussion with the Ethio-Djibouti Railway operators and ESLSE,” He added. Recently the Ethiopian stakeholders that included officials from Maritime Affairs Authority and the Ethio-Djibouti Railway visited the port and agreed to transport at least 2,000 tones of fertilizer per day via the rail.
https://www.capitalethiopia.com/capital/port-takes-step-to-solve-problems-fast/
 

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CEIC的首席執行官Gedion G. Jalata告訴《記者》,鐵路行業給運輸經濟學家和監管機構帶來了幾個問題,這些問題僅與其他運輸方式部分共享。埃塞俄比亞的鐵路運輸子行業受不同法律和機構的監管。因此,該研究表明,中國和埃塞俄比亞的鐵路行業法律框架包括若干條約,法令,規則,規定,準則和協議。但是,埃塞俄比亞仍然存在嚴重的鐵路發展障礙。

其中主要的問題包括:鐵路安全,環境和技術標準,私營部門的參與,軌道通行,跨境交通,鐵路管理和鐵路當局的熟練程度。一項名為“沿著鐵路經濟帶的亞的斯亞貝巴-吉布提發展中埃關係的伙伴關係”的研究表明:“埃塞俄比亞沒有參與監管鐵路部門的國際文書,該研究認為這是結果沒有有效的法律和機構來規範該行業。”

這項研究顯示,截至2019年10月31日,共發生573起事件,包括盜竊基本設備和危及火車運行安全的事件。導軌固定件經常被盜,會造成嚴重的脫軌和翻倒事故的危險。
 

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Power disruptions hobble Ethiopia’s railway lines

“This shortfall has undermined the potential of the rail systems to play a strong contributing role in economic development. In fact, rail transport's current market share in Ethiopia is below 30 percent of the total volume of freight transport,” the study claims.

Showcasing what took place back in April 2019, the finding recalled that a 53-wagon train heading from Addis Ababa to Djibouti was derailed in East Shewa Zone in the Oromia Regional State. The derailment has caused damages estimated between 200 million to 300 million birr, causing the subsequent suspension of railway transportation for several days. Furthermore, collision with livestock is also another distressing factor ailing the functionality of the railway line resulting delays and extra costs.

The entire railway transportation system has not been immune from a wide-area electric power blackout contributing to a series of disruption on its operations between the Addis-Djibouti rail networks.

The study Gedion and his team have conducted indicates that: “For instance, by the end of October 2019, the number of power cuts that occurred on train operation have reached to 6,742, and the overhead line reaching to 1,736.”

The frequent power cuts not only has affected the efficiency of the railway transport, but has also led to anomalous operations including rescue, slope stopping, regression, and a very serious impact on train operation safety. Some 60 percent of interruptions took close to three hours before the train’s returned to normal operations. But in some instances, three percent of the total events have caused more than a day long outages. The total interruption time was found out to be exceeding 48,000 hours since the start of railway operations across the corridor.

https://www.thereporterethiopia.com/article/power-disruptions-hobble-ethiopias-railway-lines
 

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State Insurer Pays out Second Highest Claim

The giant state insurer has paid the second-highest claim ever to the Ethio-Djibouti Standard Gauge Railway (EDR), whose trains were damaged due to derailment.

Ethiopian Insurance Corporation (EIC) paid 95.1 million Br to EDR as compensation for the damage occurring on the Corporation’s two locomotive trains and 12 wagons eight months ago. During the accident, 13 people were on board, including three Chinese, three Djiboutians and seven Ethiopians, including four security officers. But none of the injuries were fatal.

The accident was caused by flooding occurring in Fentale Wereda some 15Km from the town of Metehara in East Showa Zone of the Oromia Regional State. At the same time, the train was on its way from Addis Abeba to Djibouti.

Netsanet Lamesa, CEO of the Ethiopian Insurance Corporation, handed over the check to Tilahun Sarka, director-general of the EDR on Monday, December 30, 2019, at the Insurance Corporation’s headquarters located near the National Theatre.

Three international and a local firm, Ethiopian Reinsurance Company, gave reinsurance coverage for EDR's claim.

Munich Reinsurance Company from Germany covered 50pc of the claim, while African Reinsurance and PTA Reinsurance Company (ZEP-RI) provided 40pc of the reinsurance coverage together. Ethio-Re provided five percent coverage, while the remaining was covered by EIC, which has carried a total of 14.4 trillion Br worth of insurance premiums and made claims payments of 12.3 trillion Br in the past 44 years.


Following the accident, EDR interrupted its cargo freight for three weeks and passenger transport services for three months. The passenger transport resumed service by the end of last June. EDR has 400 permanent and 500 contract workers and operates with 31 freight locomotives including three passenger coaches. The railway system transits about 300 passengers a day.

The latest claim is the second-highest paid by EIC in the last 16 years next to the 330 million Br claim paid to Ethiopian Airlines. [...]
https://addisfortune.news/state-insurer-pays-out-second-highest-claim/
 

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Rail needs money to get to fuel depot

The Ethio Djibouti Railway SC (EDR) is looking for funds to connect the electrical heavy rail to the fuel depot in Awash. The line connecting Djibouti ports with central Ethiopia has replaced the historical Franco-Ethiopia line and commenced operation in 2018 dry transporting containerized and bulk cargo.

“If we connect the line with Awash we shall easily transport fuel to the country from the fuel port in Djibouti, which called Horizon Djibouti Terminal,” Tilahun Sarka, Director General of EDR, told Capital,

The company is looking to connect the Awash depot with the main line that the Director General indicated is not more than 1.5 km. Currently the two ports in Djibouti that serve the multipurpose and containerized cargo have already connected with the main railway line, while Horizon, which is about 2km from the main line is not connected but should be connected to commence the operation. EDR has already bought 110 tankers and stored them, while a single fuel tanker shall manage three fuel trucks. For the single tanker the company paid USD 100,000 but the tankers have sat idle for years.
“It is unfair not to use the tankers for this much period,” he explained.

These 110 oil tankers shall be managed by three rails or wagons, according to the head of the joint company of Ethiopia and Djibouti. “If we operate the rail tankers we shall cover more than 30 percent of the oil transport to the central part of the country,” he added.
“At the same time our daily fleet to Djibouti would be increased by three if the oil cargo transport was commenced,” Tilahun said.

According to the information Capital obtained the company has already tabled the proposal for the relevant government body, Ministry of Finance. He added that it needs also a decision from the Prime Minister’s office. Experts claimed that the government is not interested in embarking on more investment on the railway line that costs about USD 4 billion on both sides with commercial loan, meanwhile Prime Minister Abiy Ahmed ask the financer, China, to extend the repayment and grace period. Even though the government is not interested to invest more in the railway system it may affect its operation and against the economic value.

They insist the government does more investment on the line for economic advantage, Tilahun said. “Other railway system would work for centuries or more due to they have significant investment every time that should be applied on our operation,” he explained.
“At the initial stage the investment of railway is very high but you have not retreated investing more on the claim once you invested USD 4 billion,” he added.

He claimed the investment might be focus on the feasibility of additional investment.
Based on that Tilahun support the idea the government to invest on the linkage of the line to Awash depot. At the same time Tilahun appreciated the support of Ministry of Finance, who backs the company indifferent supports including providing working capital.
Ethiopia has 75 percent share on the railway line that is 760km of which 100km is in Djibouti border.

The government is working to transport fertilizer for this coming harvest season via rail system from Doraleh Multipurpose Port, which is recently connected with the main railway line. Last week relevant government leaders and Tilahun has been visited Djibouti to see the way to commence the fertilizer transport from the port to central Ethiopia.

The SGTD port which was called Doraleh Container Terminal is also connected with the main line about a year ago and currently cargos on container shall be transported from the port directly to Ethiopia via railway. The 760km railway line costs about USD 4 billion. The line was constructed by two Chinese construction giants, China Railway Engineering Corporation and China Civil Engineering Construction Company. Based on the bilateral agreement signed on December 16, 2016 the railway share company was formed on January 11, 2017 and one year later, on January 1 the first day of operation started.
https://www.capitalethiopia.com/capital/rail-needs-money-to-get-to-fuel-depot/

Well this is beyond stupid - it also raises caution on how the new leadership handles other projects and economic policies if it thinks it's wise to let $4 billion worth of brand new infrastructure go to waste just because it doesn't fit into market liberal economic thinking
 

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The claim is that they have 50 wagons making the trip to Djibouti up to three times a day. But the whole video is about the challenge they are having with service interruption due to accidents, theft, sabotage and the penalty they have to pay as a result in performance and compensation.

Quite depressing.

^^ what are the highlights any performance figures, plans or announcements?
 

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Rail needs money to get to fuel depot

The Ethio Djibouti Railway SC (EDR) is looking for funds to connect the electrical heavy rail to the fuel depot in Awash.
The line connecting Djibouti ports with central Ethiopia has replaced the historical Franco-Ethiopia line and commenced operation in 2018 dry transporting containerized and bulk cargo.
“If we connect the line with Awash we shall easily transport fuel to the country from the fuel port in Djibouti, which called Horizon Djibouti Terminal,” Tilahun Sarka, Director General of EDR, told Capital,
The company is looking to connect the Awash depot with the main line that the Director General indicated is not more than 1.5 km.

Currently the two ports in Djibouti that serve the multipurpose and containerized cargo have already connected with the main railway line, while Horizon, which is about 2km from the main line is not connected but should be connected to commence the operation.
EDR has already bought 110 tankers and stored them, while a single fuel tanker shall manage three fuel trucks. For the single tanker the company paid USD 100,000 but the tankers have sat idle for years.
“It is unfair not to use the tankers for this much period,” he explained.

[...]

According to the information Capital obtained the company has already tabled the proposal for the relevant government body, Ministry of Finance. He added that it needs also a decision from the Prime Minister’s office.

Experts claimed that the government is not interested in embarking on more investment on the railway line that costs about USD 4 billion on both sides with commercial loan, meanwhile Prime Minister Abiy Ahmed ask the financer, China, to extend the repayment and grace period.
Even though the government is not interested to invest more in the railway system it may affect its operation and against the economic value.
[...]
“At the initial stage the investment of railway is very high but you have not retreated investing more on the claim once you invested USD 4 billion,” he added.
[...]
https://www.capitalethiopia.com/capital/rail-needs-money-to-get-to-fuel-depot/


I wonder if it would have worked better if CDE staff had been involved in the railway planning...we would have avoided these costly missteps.
 

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Power disruptions hobble Ethiopia’s railway lines

“This shortfall has undermined the potential of the rail systems to play a strong contributing role in economic development. In fact, rail transport's current market share in Ethiopia is below 30 percent of the total volume of freight transport,” the study claims.

Showcasing what took place back in April 2019, the finding recalled that a 53-wagon train heading from Addis Ababa to Djibouti was derailed in East Shewa Zone in the Oromia Regional State. The derailment has caused damages estimated between 200 million to 300 million birr, causing the subsequent suspension of railway transportation for several days. Furthermore, collision with livestock is also another distressing factor ailing the functionality of the railway line resulting delays and extra costs.

The entire railway transportation system has not been immune from a wide-area electric power blackout contributing to a series of disruption on its operations between the Addis-Djibouti rail networks.

The study Gedion and his team have conducted indicates that: “For instance, by the end of October 2019, the number of power cuts that occurred on train operation have reached to 6,742, and the overhead line reaching to 1,736.”

The frequent power cuts not only has affected the efficiency of the railway transport, but has also led to anomalous operations including rescue, slope stopping, regression, and a very serious impact on train operation safety. Some 60 percent of interruptions took close to three hours before the train’s returned to normal operations. But in some instances, three percent of the total events have caused more than a day long outages. The total interruption time was found out to be exceeding 48,000 hours since the start of railway operations across the corridor.

https://www.thereporterethiopia.com/article/power-disruptions-hobble-ethiopias-railway-lines
I stand corrected but that number can't be right.

48,000 Hours / 24 hrs(day) = 2,000 days


2000 Days / 365 days(1 year) = 5 years >>> The rail line has been in operation for 3 years or less.

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So maybe its a typo mistake and the writer meant 4,800 hours which would translate to 200 days
 
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