The Project on Integrated Urban TheProjectonIntegratedUrban

DevelopmentPlanfortheCityofNairobi p y
JICA Study Team Railway Sector JICAStudyTeam RailwaySector
Presentationon17
th
September2013
1
Draft working material for the working group
StepstoincreaseTransportCapacity
byRailway
1. IncreasingTrainOperationSpeed
Rehabilitation of station and track structure Rehabilitationofstationandtrackstructure
IntroductionofDMU
Improvement of Signal & Telecommunication ImprovementofSignal&Telecommunication
ImprovementofLevelCrossing
2 I i Li C it 2. IncreasingLineCapacity
Trackdoublingg
ElectrificationandintroductionofEMU
Introduction of CBTC (CommunicationBased Train Control) IntroductionofCBTC(Communication BasedTrainControl)
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Draft working material for the working group
RailwayNetworKPlanatNairobiandSurroundings
KRC Lines (Existing)
Planned MRT Lines
Planned LRT Lines
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Draft working material for the working group
KRCProposalsforExpandedCommuter
RailwayNetwork
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Draft working material for the working group
ShortTermPlan Introductionof
DMU(DieselMultipleUnit)
Fastertrainoperation
thanpullingbydiesel
locomotive.
Noelectrification
required.
Improvementoftrack p o e e o ac
structurerequired.
Improvement of Signal ImprovementofSignal
&Telecommunication
required required.
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Draft working material for the working group
DMUTrainOperationPlan
betweenNairobi Ruiru
0+000
Nairobi
Makadara
6:00 6:30
7:00 7:30 8:00
8:30 9:00 9:30 10:00 10:30 11:00
5+305
12 214
Makadara
Dandora
12+214
17+723
Mwiki
24+238
Guithurai
32+286
Ruiru
N i bi R i 32k 45 i t t i b DMU Nairobi Ruiru: 32km approx. 45 minutes trip by DMU.
3 sets of train required for 30minutes headway operation
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Draft working material for the working group
DMUTrainOperationPlan
betweenNairobi Kikuyu
2+044
Langatha Rd
Nairobi
6:00 6:30
7:00 7:30 8:00
8:30 9:00 9:30 10:00 10:30 11:00
4+818
7+960
Silanga
Kibera
Woodley-Ugong Rd
13+627
17+251
Riruta
Mutuini Mutuini
Woodley Ugong Rd
20+017
23+338
Dagoretti Rd South
Dagoretti Rd
30. 441
Kikuyu
Nairobi - Kikuyu: 30km approx. 45 minutes trip by DMU. a ob uyu 30 app o 5 utes t p by U
3 sets of train required for 30minutes headway operation
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Draft working material for the working group
DMUTrainOperationPlan
betweenNairobi AthiRiver
0+000
Nairobi
6:00 6:30
7:00 7:30 8:00
8:30 9:00 9:30 10:00 10:30 11:00
5+305
11+068
Imara Diama
Makadara
11+068
17+700
(New Station)
24+238
Marimbeti
29.736
Ati River
Nairobi Athi River: 30km approx. 45 minutes trip by DMU. a ob t e 30 app o 5 utes t p by U
3 sets of train required for 30minutes headway operation
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Draft working material for the working group
Transport Capacity of 3 sets of DMU TransportCapacityof3setsofDMU
for3MajorCommuterLines j
Passenger Capacity
per Train
Line Capacity between
6:00am - 9:00am
perdirection
Line Capacity
per hour per direction
4 cars train
1,200
(1,800)
6,000
(9,000)
2,000
(3,000)
1 800 9 000 3 000
6 cars train
1,800
(2,700)
9,000
(13,500)
3,000
(4,500)
8 cars train
2,400
(3,600)
12,000
(18,000)
4,000
(6,000)
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Draft working material for the working group
DMUTrainOperationPlan
betweenNairobi Embakasi
6:00 6:30
7:00 7:30 8:00
8:30 9:00 9:30 10:00 10:30 11:00
0+000
5+305
Nairobi
Makadara
9+652
12+962
Embakasi
Stage Mpya
0+000
Nairobi
6:00 6:30
7:00 7:30 8:00
8:30 9:00 9:30 10:00 10:30 11:00
5+305
Stage Mpya
Makadara
9+652
12+962
Embakasi
Nairobi Embakasi: 13km approx. 20 minutes trip by DMU.
1 set of train requires 40 minutes headway operation,
2 sets of train can operate 10 30 minutes headway operation.
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Draft working material for the working group
Mid LongTermPlan
IntroductionofUrbanTransitSystem
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Draft working material for the working group
General Features of Various Urban Transit Systems
System
Item
(e) Monorail
(suspension type)
(f) Monorail
(straddle type)
(g) Heavy Rail
(elevated)
(h) Heavy Rail
(underground)
(a) Bus
(surface)
(b) Bus
(elevated)
(c) LRT
(at grade)
(d) AGT
(elevated)
System
Appearance
Capacity Small Small Small - Medium Medium Medium Medium - Large Large Large
Speed Low Low - Medium Low - Medium Medium Medium Medium - Large Large Large
Cost for
Construction
Lowest Low - Medium Low - Medium Medium Medium - High Medium - High Medim - High Highest
Construction
Cost for O&M Low - Medium Medium Low - Medium Medium Medium Medium Medium - High Medium - High
Required
Space
Large Medium Large Small - Medium Small - Medium Small - Medium Medium - Large Small
Environmental
Impact Large / Large / Large / Medium / Medium / Medium Small / Medium / Small / Medium / Small / Medium / Medium / Medium Small / Small / Impact
(air / noise /
landscape)
Large / Large /
Small
Large / Medium /
Large
Medium / Medium
/ Small
Small / Medium /
Large
Small / Medium /
Medium
Small / Medium /
Small
Medium / Medium
/ Large
Small / Small /
Small
Past
Experiences
Many A few Many Many A few Many Many Many
- Small capacity
- Lowest cost
- Small capacity
- Less E&M
- Small to medium
capacity
- Medium capacity
- Unmanned
- Medium capacity
- Heavier
- Medium to large
capacity
- Large capacity
- Higher speed
- Large capacity
- Higher speed
Features
owest cost
- Limited effect
ess &
facilities
- Few experiences
capac ty
- Passenger
friendly system
- Disturbing road
traffic
U a ed
operation is
possible
eav e
structure than
straddle type
capac ty
- Simple track
structure
- Less
environmental
impacts
g e speed
- Large space for
depot and
workshop
g e speed
- Highest
construction cost
- Less
environmental
impacts
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Draft working material for the working group
UrbanTransit:NgongRoadSection
Distance between NRS and Thomson Estate: 8.53km, Max ground level: 1,808m,
Mi d l l 1 660 M di t 4 9% A di t 1 0% Min. ground level: 1,660m, Max. gradient: 4.9%, Average gradient: 1.0%
Steep slope section between Golf course and Upper Hill area.
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Draft working material for the working group
ConceptualPlanofRingLine
Medium size urban transit system is recommended for the Ring Line.
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Draft working material for the working group
UrbanTransit:Juja KangundoSection
Distance between NRS and Njiru: 20.1km, Max ground level: 1,666m, Min. ground
level: 1,505m, Max. gradient: 7.8%, Average gradient: 1.6%
Widening of the existing road is required prior to the construction.
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Draft working material for the working group
Advantages of Monorail System
Proven and safe Technology
Proven in J apan and all over the world.
Flexibility in design, slim structure
Small Curvature
Min. Curve Radius 60m
Max. Gradient 6.0%
Slim structure
Steep Gradient
Environmental friendly features
-Quiet (Using electric power, rubber tyre)
No emission gas (GHG NOx SOx) -No emission gas (GHG, NOx, SOx).
-Saving fuel consumption
-Less land acquisition
Low construction cost
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Draft working material for the working group
Typical Monorail Structure TypicalMonorailStructure
4 Lanes
8m 8m
4m 4m (for Evacuation)
4 Lanes
2 x @3.5m 4m
18m excluding width of sidewalk
2 x @3.5m
Kita-Kyusyu Monorail, Fukuoka,
J apan
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Draft working material for the working group
Dimension of Large Size Monorail DimensionofLargeSizeMonorail
Wheel chair space Wheel chair space
(Folding type seat)
Standing Area
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Draft working material for the working group
Straddle Type Monorails operating in Japan
TOKYO, JAPAN
DISNEYLAND
Since 2001
TOKYO JAPAN
5.0km
TAMA MONORAIL
Since 1998
16.0km
Since 1998
TOKYO JAPAN
OSAKA JAPAN KITA-KYUSHU JAPAN OKINAWA JAPAN
12 9km 8 8km 17 8km HANEDAMONORAIL 21 2km+6 8km
Since 1990 Since 1964 Since 1985
Since 2003
12.9km 8.8km 17.8km HANEDA MONORAIL 21.2km+6.8km
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Draft working material for the working group
ThankYou
JICAStudyTeam
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Draft working material for the working group