Prefeasibility Study for Construction Of A New Railway Line Parallel to the Line Aradieba Junction -Babanousa
- Project cost = 1000 – 720 m$
- Total length = 400 km
- Annual Net Benefits = 113.3 m SDG
- Internal Rate of Return = 8%
- Pay –back Period = 13 years
- Economic Age = 80 Years
- Execution Period = 2 Years
Economices Of EL Rahad/ Babanousa Region :
EL Rahad / Babanousa line serves the transportation requirements of Greater Kordofan States and Greater Darfur States. Those states are famous by the production of many agricultural crops and are endowed by greater animal wealth . The table hereunder shows cultivated areas and animal population in each state as an annual average for the period 2002 – 2004.
Export of Sugar:
The Sudanese Sugar Corporation is planning to export large amounts of sugar to Chad and Central Africa by the railway up to Nyala .
Also Nyala city which forms the railway head is the most nearest city to Chad and Central Africa Republic and in accordance Babanousa/Nyala line will form one of the major links for interconnection of those land-locked countries with Sudan Railway network.
To meet all those huge transport requirements a new parallel line with modern specifications is launched as a top priority project.
Transit traffic from the neighboring land-locked countries after the execution of the proposed railway links will pass through this section. Transit traffic will be around 2 million tons in the first stage.
Construction of the new line enables the running of speedy and comfortable passenger trains. In accordance the railways can at least run in the first stage one daily passenger train between EL Rahad and Babanousa which can carry 511,000 passengers in both directions (185.5 million passenger-km) annually.
The project aims to construct a new railway line parallel to the existing line EL Rahad – Babanousa with a length of 363 kilometers in addition to stations lines which amounts to 37 kilometers. Total length amounts to 400 kilometers.
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
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.
Construction Cost of the new line amounts to 720 m$.