Prefeasibility Study for Construction Of A New Railway Line Nyala- Elfashir
- Project cost = 360 m$
- Total length(Main line + Stations) = 200 km
- Internal Rate of Return = 7%
- Execution Period = 2 Years
Project Idea & Objectives:
- Support strategic policy of sustainable development.
- Accelerate flow of traffic into and from the western state.
- Make the line more reliable.
- Eliminate the number of accidents.
- Rationalize track maintenance cost.
- Stabilize transport cost.
Construction of a new line Nyala- Elfashir (200km length).
The line will be constructed according to modern specifications which includes:
♦ Design standards: UIC, Chinese (GB), European (EN), AREMA, BSC.
♦ Track construction: Ballasted track with long welded rail.
♦ Track gauge: standard gauge 1435mm. In some routes (1067mm capable of subsequent modification to1435mm)Dual gauge
♦ Design train speed: (120) km/h future 160 km/h.
♦ Maximum gradient: 0.6% (recommended)
♦ Minimum curve radius: 1200m (and 800m in strict condition)
♦ Axle load: 25T
♦ Traction load: 3500T
♦ Effective length of arrival-departure track in stations: 750m
♦ Width of sub-grade surface: 7.5 at top of sub-ballast
♦ Thickness of sub-ballast and sub-grade: 600mm
♦ Embankment: depth of embankment under sub ballast varied.
♦ Ballast thickness below sleeper: 350mm for main line, 250mm for station and siding track.
♦ Rail: 60 kg/m rail (UIC 60)
♦ Sleepers: Pre-stressed concrete standard gauge (1435mm).IN some routes Pre-stressed concrete sleepers for Dual gauge
♦ Fastenings: Pandrol, Vossloh, or equivalent
♦ Turnouts: 1:12 and 1:9
♦ Subgrade & Ballast Cross Section
♦ Subgrade Slope 1:1.5 , 1.2 (According Soil Classifications )
♦ Ballast Slope ( 1: 1.5 or 1 : 1.75 ) Upper width of ballast 3.3mStandard structure gauge.
Signaling and Telecommunications Signaling:
A new signal and traffic control system should:
♦ Provide for overall direction and traffic management by a central controller
♦ Provide safely for trains, track maintenance work, etc.
♦ Not impose unnecessary or arbitrary restrictions on train movements, such as speed limits, or flexibility of operation (including shunting and special movements). In other words it should encourage maximum efficiency of operations.
♦ Be adaptable and expandable to meet changing traffic requirements.
♦ Be economical to install.
♦ make optimum use of advanced but proven technology such as computers, electronics, and radio communications.
♦ Permit advantageous use of new technology as it becomes available .
♦ Be easily maintainable .
♦ Be adaptable , with suitable variations, to the railways network .
1. Train Control: Electronic Train Control System ETCS/CTCS.
2. Station Interlocking: Computer Based Interlocking.
3. Outdoor: Electric point machines and colour light signals.
4. Block Operation System: Semi-automatic.
5. Train Detection: On-board Communication dependant.
6. Monitoring: Centralized monitoring system.
As the existing communications facilities impose heavy constraints and limitations on train operations and the railway’s performance , it is crucial that the whole telecommunications network be improved , whether or not the track and signalling systems are upgraded or renewed .
The future telecommunications system must be designed for:
• Short, medium and long distances.
• Multi – purpose applications:
1. Train security (signalling circuits).
2. Train operation (dispatching).
3. Freight and passenger transportation (commercial).
4. Railways administration (service and maintenance).
5. Railways management.
1. Back-bone: Optical fibre cables and SDH with STM-1 System.
2. Train –to – land: Wireless Radio 152 MHz or 400 MHz band, TETRA or equivalent.
3. Dispatching System: Via Fibre optics and radio.
Total cost of construction of the new line360 m$ at speed 120 km/h , 500 m$ at 160 km/h speed.