Prefeasibility Study for Construction Of A New Railway Line Parallel to the Line Babanousa- Nyala
- Project cost = 657 – 912 m$
- Total length (main line + Stations) = 365 km
- Annual Net Benefits = 115.3 m SDG
- Internal Rate of Return = 10%
- Pay –back Period = 11 years
- Economic Age = 80 Years
- Execution Period = 2 Years
The line Babanousa/Nyala serves the transportation requirements of West Kordofan state and all the three Darfur states. Nyala the capital of South Darfur State is considered as one of the principal commercial centers in the greater Darfour States.
The region is characterized by its great wealth in agricultural production and cash crops.
The following tables show the rain cultivated area of the main cash crops as an average for the last three years :
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 the new line has been launched as the one of the top strategic projects in Sudan Railways Master Plan for the period 2007 – 2026 .
Transit traffic from the neighboring land-locked countries after the execution of the proposed railway links will pass through this section Transit traffic to and from those countries is expected to be around 4 million tons in the first stage.
From Nyala two proposed lines will be constructed to link EL Gineiena and EL Fasher with the railway network. Freigt traffic which will be generated by those lines and which will pass on the section Babanousa- Nyala is expected to reach 600,000 tons in the first stage in addition to the running of abiweekly passenger trains to EL Giniena and EL Fasher which carry around 104,000 passengers ( 31 million passenger – km ) .
After construction of the new line a passenger train will be run daily between Babanousa and EL Rahad section which carry around 511,000 passengers ( 172 million Pkm ).
The project aims at construction of a new railway line parallel to the existing line Babanousa- Nyala with a length of 365 kilometers.
The line will be constructed according to modern specifications which include :
♦ 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.
Project Cost :
Construction Cost of the new line amounts to 657 m$.