Feasibility Study For A Tramway Network in Khartoum (The Sudan)

Feasibility study for a tramway network in Khartoum (The Sudan)
Danish Road Forum 2009
a member of the group

ETC_Present_DRF_TRAM_KRT_20091202.ppt 2 December 2009
The project
Client: The Republic of The Sudan Khartoum State Ministry of

Physical Planning
and Public Utilities
Duration: November 2007 till February 2009
Consortium:
Feasibility Study – TRAM Khartoum network a member of the group

ETC Transport Consultants GmbH /Fax +49 30 / 254 65 – 376 / - 103 e-mail: gunter.greif@etc-consult.de web: www.etc-consult.de Page 2
The project location

Greater Khartoum area figures
Area: 22,142 km2
Inhabitants: 1993: 2.9 million

2008: 8.3 million
Confluence: Blue Nile + White Nile

= Great Nile to the north
Three parts: Khartoum

Khartoum-North or Bahri
Omdurman
Tuti island
Bridges: 7
4 over Blue Nile
2 over White Nile
1 over Great Nile
Vehicles: registered about 350,000
Public transport: 109 bus & minibus lines

Motorickshas
Taxi

Tramway history in Khartoum & Omdurman
1904 – steam tramway in Khartoum: line length - 3.6 km; gauge – 600 mm
1906 – steam tramway in Omdurman
1912 – steam tramway network of 21 km length connecting Khartoum & Omdurman
1925 – electrification
1962 – closure and disassembling

Basic data
Geographical situation characterised by three relatively
independent cities (Khartoum, Omdurman, Khartoum-
North/Bahri), caused by the three different creeks of the
river Nile, with the respective own outlining of the city
structures
Recent number of inhabitants in the Khartoum Having in mind the traffic and transport
Metropolitan area: about 8,5 million; number still rapidly potential of the Khartoum Metropolitan area
growing the development of a high-capacity public
Surface area: 22,142 km2 transport system is of utmost importance
Distances between the centres of the three cities: The development strategy shall
between 5 km and 15 km
have in mind
Regional and local public transport by busses and mini-
busses as well as motor-rickshaws (tuc-tuc) short-term advantages
Bus terminals at the periphery of the city centres as well as the
No rail-bound public transport system long-term goal-oriented
Inner-city public transport by bus lines and mini-bus lines development
Connection function of the network development also Because of its extension the Khartoum
makes a contribution to bundle traffic. Metropolitan area in the future needs a multi-
The importance of the connection function decreases and level public transport system with a
of the development function increases with the hierarchical structure of the different transport
implementation of new parts of the target network defined. means
With the permanent increase of the development function
the direct traffic & transportation effect of a single change
in / amendment to the network decreases.
2. Network in stages / Integration of transport modes
Basic data
Map of Greater Khartoum
In the foreground is the
Connection function for the
cities in the Metropolitan area
among themselves:
• The highest flow of traffic is
120,000 between Khartoum and
Omdurman as well as between
Khartoum and Bahri – This is
already considered for the
Omdurman Bahri beginning of the network
development. It secures for the
tramway a high traffic value.
Development function inside
the cities:
• Dense populated areas with
high transport demand potential
• Points of interest: Metropolitan
290,000 260,000 area centre, city centres, railway
stations, bus terminal stations,
shopping, special purpose
venues
Use of existing infrastructure
(bridges, railway lines,
workshops & depots) for the
benefit of an early start of
Khartoum operation of parts of the
network
2. Network in stages / Integration of transport modes
Basic data
Project 1 "Alsunut"
City Development Projects Best quality connection by: tram
Project 2 "Sunt Forest"
Best quality connection by: tram
Project 3 "White Nile – Khartoum Paradise"
Project 4 "Blue Nile Beach"
Project 5 "East of Khartoum Fair"
7 Project 6 "New Khartoum City"

Best quality connection by: urban railway
Project 7 "West Nile Beach - Omdurman"

9 Best quality connection by: tram
4 11
1 Project 8 "Khartoum New International Airport"
5 Best quality connection by: urban railway (airport
3 10
2 link)
Project 9 "Development of Tuti Island"

Project 10 "Reconstruction of Khartoum Airport"
8 6 Project 11 "Nile One"

Basic data
Traffic situation
Location at the confluence of

the White Nile and the Blue 1 Salvation Bridge
Nile creates three separate

traffic districts divided by the 2 Old White Nile Bridge
river creeks
Bridges over the Nile river Omdurman Bahri 3 Shambat Bridge
significantly determine the

directions & flow of traffic in 4 Blue Nile Bridge
the metropolitan area 3

Traffic Count Survey’s results 5 Burri Bridge
in 2002 gave similar high

dimensions of traffic impact 6 Al Manshia Bridge
for the five Nile bridges 2 7 4 5

included 8 7 Al Mak Nimir Bridge
1
6
8 Tuti Bridge (in constr.)
Khartoum
Existing Nile bridges

Basic data
Main roads network inside the metropolitan
area has high traffic impact (especially in Roads / streets network
Khartoum Centre and Omdurman Centre)
High impact of pedestrian traffic, especially in
Khartoum Centre and Omdurman Centre
The radial road connections
- from Khartoum southwards,
- from Omdurman northwards, westwards and
southwards,
- from Khartoum North – Bahri northwards and
eastwards
have been widened to multi-lane roads and
asphalted with sub-base, drainage and edge
construction
The connecting roads between the radial roads
are asphalted but do not have sub-base,
drainage or edge construction. Most of the
streets in the residential areas are unpaved
The construction of an outer city ring has
begun. The creation of an inner ring is in the
planning phase

Basic data
Interconnections
Public Transport consists of

busses, mini-busses and
motor-rickshaws tooc-toocs
only – a high-capacity rail-
bound system (which would
by appropriate for a
metropolitan area of that
dimension and population
number) is not existing
From Beginning 2008 no
regional bus entrance to city
centre allowed
Planned Minibus Circle Lines
public transport system in the
City Centre
Planned interchange
possibilities for passengers
(buses, minibuses, tram,
railway) at Main Railway
Station and Minibus Central
Station City Centre situation (proposed status)

Basic data
Map of Greater Khartoum
Traffic volumes
(in passengers per

average peak-hour
at a working day)
120,000
Omdurman
Bahri
290,000
260,000
Khartoum

Evaluation of variants
To find out the best variant for the tram system a Tram Khartoum Project
independent benchmarking of all the chosen variants Evaluation matrix
was necessary. In order to reach that, an evaluation Criterion Rating

Variant 0
"Basic"
Variant 1
"Circle Line"
Variant 2
"New Bridge"
Variant 3
"Backbone"
matrix was generated.

traffic-based aspects
Development of areas 3 oo o ooo oo
Independent alignment 1 oo o oo ooo
Connection to bus network 3 oo oo oo ooo
This matrix includes a number of different aspects. Connection to railway

Traffic relations without transfer
1
1
oo
oo
o
o
ooo
ooo
ooo
ooo
These aspects do not interact. sub-total 9 18 12 23 24
city structure based aspects

Coverage of city centre 4 oo ooo oo o
Impacts to cityscape 2 oo o oo ooo
Traffic calming for city centre 2 oo ooo oo oo
The matrix was divided into four main chapters / Touristic attractiveness 1 oo ooo oo oo
criteria families: constructural aspects

sub-total 9 18 23 18 16
traffic based aspects Percentage of separate track

Frequency of level crossings
Frequency of engineering works
3
1
3
o
o
oo
o
o
ooo
oo
o
oo
ooo
oo
o
city structure based aspects Required modification of city centre

Required modific. of ex. Infrastructure
1
1
oo
oo
o
oo
oo
oo
ooo
oo
constructural aspects and sub-total 9 14 16 17 19
operational aspects
operational aspects Operational Concepts
Location of Maintenance facilities
3
1
oo
oo
o
oo
oo
oo
ooo
ooo
Percentage of single track 2 o o o o
Average operational speed 3 oo o oo ooo
sub-total 9 16 10 16 23
Due to the fact, that each criteria family has the same
Overall rating 66 61 74 82
importance, value was set on the balance of the

accessible rating. o ... ooo: 1 to 3 points for each criterion
o … poor
oo … good
ooo … excellent

Evaluation of variants
After benchmarking the chosen variants it became clear, that under the defined
preconditions the preferred variant will be
Variant 3 “Backbone”
The explicit gap between the preferred and all the other variants offers this clear decision.
All the further activities concentrate on this variant 3 “Backbone”.

Preferred variant – start of network development
Track Length: 23 km; First
Line Length: 25 km Connections
Line 1:
Khartoum –
Blue Nile Bridge -
Bahri
Line 2:
Omdurman -
Salvation Br. -
Khartoum –
Airport
Benefits:
Fast Starting of the

Operation
Familiarizing with
the Tram (for both
customers and
operators)
Network in stages – Generating of

Stage 1 “Inauguration” revenue

Network development
Track Length: 86 km;
Line Length: 92 km
Network in stages –
Stage 2 “Extension”

Network development
Track Length: 158 km;
Line Length: 185 km
Network in stages –
Stage 3 “Completion”

Network development
Stage Time needed
1st stage “Inauguration” 1st stage

Establishing connections of utmost
importance according to traffic analysis 2 … 5 Years
2nd stage “Expansion” 2nd stage

Extending the connecting function of the
tramway in the three cities
Inauguration of the first sub-urban railway link 5 … 20 Years
to Khartoum New International Airport
3rd stage “Completion” 3rd stage

Completing the area development by cross-
area tramway lines; > 20 Years
Developing sub-urban railway lines for linking
Khartoum with the surrounding region

Sequential put-into-operation
Phase 1
A tram network with a length of more than
20km can not be built and inaugurated in just
one moment.
There have to be several different inauguration Phase 2

steps, which can be constructed and
inaugurated after each other.
To do so, the best part of the network for

starting has to be chosen. Several facts are
important:
Short construction time
Establishing of a strongly needed Phase 3
connection
Connection to the maintenance area
Substitution of other existing traffic to show
the advantages of the new system
Fast generation of revenue

Infrastructure planning - examples
Planned tramway
Gauge = 1,435 mm
Huria Bridge Present railway

Gauge = 1,090 mm
Station at
reinforced
earth
Station at
Huria Bridge elevated
track Track at
reinforced
earth

Infrastructure planning - examples
Possible solutions for

Salvation Bridge over
the White Nile
connecting Khartoum
and Omdurman

Infrastructure planning - Bridges
Regarding to the main project requirements (specifically minimisation of investment costs and integration into the
existing spatial structure of the city) it is planned to use the existing bridges. Besides this, it is recommendable to
start the consideration of the construction of new bridges.
The intended replacement of two existing bridges is urgently recommended for operational reasons and for the
intended traffic volume of the tram network. To build these bridges immediately would, however, take a long time
and have a relatively high investment cost compared to the overall project cost.
The following detailed description shows that the two bridges could be built and put into operation at almost any
time independently of each other and almost independent of the rest of the network development.
Salvation Bridge
Blue Nile Bridge

Environmental investigation
Through the introduction of the tram, the existing bus transport will become partly unnecessary and the
share of bus transport in the overall public transport will fall, especially in the city centres. This
correspondingly sinks the pollution of the air by nitrogen oxides, carbon dioxide and respirable dust.
The operation of tramway systems compared to bus systems provides significant advantages regarding the
emission of air pollutants. While the bus traffic accompanies with the usual motorised vehicle conditioned air
pollutant emissions, in particular from nitrogen oxides or the greenhouse gas carbon dioxide, the operation of
trams is practically emission-free on site due to the electric propulsion.
The carbon dioxide equivalent as the benchmark for the emission of greenhouse gases for electricity generation
by hydro-power stations is about 10 g CO2 per kWh. Because there are no additional emissions, this value is
equivalent to tramway operation.
In contrast to this, the carbon dioxide equivalent for the usage of diesel fuel in the bus system amounts to 90 g
CO2 per kWh.
Beside the carbon dioxide further pollutant classes have been incorporated into the investigation. As usual in
Europe, also the nitrogen oxides NOX (different oxides of the nitrogen) as well as the respirable (micro) dust load
have been examined.
Total annual reduction in emissions
Carbon dioxide Nitrogen oxide Respirable dust
16,220 t 230 t 26.7 t

Vehicle strategy

Vehicle strategy – special requirements
Dust exposure – outstanding events Dust storm

from the
dessert,
called
“Haboub”,
on
29 April
2007
Khartoum,
Sudan

4. Associated topics
Tramway operation – basic conditions
Operating days per week Saturday to Thursday

Friday could be a rest day. The final decision shall be made
by the respective Sudanese authorities.
Daily Operating time 6 am – 11 pm
Headway 10 minutes
Travel time Line 1 – Hilla-Bahri: 32 min.

Line 1 – Bahri-Hilla: 30 min.
Line 2 – Omdurman-KRT Airport: 53 min.
Line 2 – KRT Airport-Omdurman: 50 min.
Line 12 – University-Cube Corner: 18 min.
Line 12 – Cube Corner-University: 19 min.
Line 2E – Omdurman-Abu Saed: 20 min.
Line 2E – Abu Saed-Omdurman: 23 min.
Capacity
- daily: 7,250 tram-km, 12,540 vehicle-km, 63,000 seat-km
- yearly: 2.26 m tram-km, 3.91 m vehicle-km, 196 m seat-km

Costs estimation – Investment costs
Investment Costs
Track & Accompanying infrastructure 78.067 m €
Civil works 14.850 m €
Technical systems 65.407 m €
Maintenance facilities 33.250 m €
Other infrastructure costs 8.600 m €
Infrastructure investment costs 200.174 m €
Rolling stock* investment costs

* refurbished used vehicles
110.880 m €
+
Capital Costs 10.500 m €
+
Total Investment Costs 521.728 m €
=
Organization of project realization
complexity Knowledge transfer
Tramway
Operating Company
assisted by:
Supply & Construction

Supervision Company Organisation & Structures
assisted by: Training of Staff
Operational Exploitation
Maintenance
Administration
Planning Unit Supply of equipment and

Feasibility Study construction / erecting work by
Preliminary Design Subcontractors
Final Design
time
Start Year 1 Year 2 Year 3 Year 4 Year 5

The future

The future

The future

The future

Thank you very much for your attention!
Contact:
ETC Transport Consultants GmbH

Mr. Gunter Greif
Senior Consultant
Mobility Consultancy
gunter.greif@etc-consult.de
Tel. +49 30 / 254 65 - 376


Feasibility Study For A Tramway Network in Khartoum (The Sudan)

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Feasibility Study For A Tramway Network in Khartoum (The Sudan)

Încărcat de

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Feasibility study for a tramway network in Khartoum (The Sudan)

Danish Road Forum 2009

a member of the group

Client: The Republic of The Sudan Khartoum State Ministry of

Duration: November 2007 till February 2009

Feasibility Study – TRAM Khartoum network a member of the group

Feasibility Study – TRAM Khartoum network a member of the group

Inhabitants: 1993: 2.9 million

Confluence: Blue Nile + White Nile

Three parts: Khartoum

Vehicles: registered about 350,000

Public transport: 109 bus & minibus lines

Feasibility Study – TRAM Khartoum network a member of the group

Feasibility Study – TRAM Khartoum network a member of the group

7 Project 6 "New Khartoum City"

Project 7 "West Nile Beach - Omdurman"

Project 9 "Development of Tuti Island"

Feasibility Study – TRAM Khartoum network a member of the group

Location at the confluence of

Nile creates three separate

significantly determine the

the metropolitan area 3

in 2002 gave similar high

for the five Nile bridges 2 7 4 5

Existing Nile bridges

Feasibility Study – TRAM Khartoum network a member of the group

Feasibility Study – TRAM Khartoum network a member of the group

Public Transport consists of

Feasibility Study – TRAM Khartoum network a member of the group

(in passengers per

Feasibility Study – TRAM Khartoum network a member of the group

independent benchmarking of all the chosen variants Evaluation matrix

was necessary. In order to reach that, an evaluation Criterion Rating

matrix was generated.

This matrix includes a number of different aspects. Connection to railway

These aspects do not interact. sub-total 9 18 12 23 24

city structure based aspects

criteria families: constructural aspects

traffic based aspects Percentage of separate track

city structure based aspects Required modification of city centre

constructural aspects and sub-total 9 14 16 17 19

importance, value was set on the balance of the

Feasibility Study – TRAM Khartoum network a member of the group

All the further activities concentrate on this variant 3 “Backbone”.

Feasibility Study – TRAM Khartoum network a member of the group

Fast Starting of the

Network in stages – Generating of

Feasibility Study – TRAM Khartoum network a member of the group

Feasibility Study – TRAM Khartoum network a member of the group

Feasibility Study – TRAM Khartoum network a member of the group

1st stage “Inauguration” 1st stage

2nd stage “Expansion” 2nd stage

3rd stage “Completion” 3rd stage

Feasibility Study – TRAM Khartoum network a member of the group

There have to be several different inauguration Phase 2

To do so, the best part of the network for

Feasibility Study – TRAM Khartoum network a member of the group

Huria Bridge Present railway

Feasibility Study – TRAM Khartoum network a member of the group

Possible solutions for

Feasibility Study – TRAM Khartoum network a member of the group

Blue Nile Bridge