Technical Report No.

1
RAILWAY
 General description of the power plant
ERC is committed to build a Mojo-Shashemene-Arbaminch railway corridor to support and
facilitate the economic development of Ethiopia. The corridor comprises of 274km length
with culverts, track works, catenary works, signalling and communication works, operation
control and SCADA, Rolling stock maintenance equipment and MEP system. The Project is a
new railway line being constructed between mojo to shashemene and shashemene to
arbaminch in Ethiopia. It will link the big cities and rural parts of the country. The railway
line will carry both passengers and freight. The project involves the construction of 274 km
of single-track rail line, The total length of the railway line will be approximately 274 km.
The project also includes construction of twelve (12) tunnels, three (3) terminal stations with
two platforms, and seven intermediate stations with a single platform (39.1km each apart).
The railway line will connect with the Addis Ababa – Djibouti railway line at mojo.
The project is part of Ethiopia’s five-year Growth and Transformation Plan (GTP), which
includes five rail projects in phase two.

Personnel*
Subject: Technical Proposal for Design and Construction of Civil, Structures and Track
Works for Railway, involving Formation in Embankments/Cuttings, Ballast on
Formation, Track Works, Bridges, Structures, Buildings, Yards, Integration with
Ethiopian railway’s to design and build a Mojo-Shashemene-Arbaminch railway
corridor comprises of 274km length.
Contract package no…
SI. Key position Minimum qualifying requirements (years)

Total In similar Qualification

exp. works
1
2
3 Site engineer
4 Technician
5
Objective
The Work on this technical proposal is Dedicated Freight and passenger Corridor between Mojo
to Shashemene and Shashemene to Arbaminch , to be constructed as an electrified (2 x 25kV
AC- 50 Hz) single line track, capable of operating at a maximum train speed of 160km/h for
passenger train and 120km/h for freight train. All the bridges, culverts and the entire
embankment and cutting shall be constructed as per specification standard.

Purpose of tender

Part 1: Supply or facilities and Track Construction equipment’s

1. Civil Structure and Track
Typical structure between stations is classified into three categories as follows.

1) On-ground structure

2) Elevated structure

3) Culvert structure

Based on the standards of national railway network of Ethiopia and Taking cost-effectiveness
into account the recommended type of track structure is ballasted track because.
Reasonable construction cost
Simple Maintenance and
No high technical level required.
Low noise level.

Figure 1: Ballasted Track and Solid Bed

Track
Ballasted tracks are, a traditional railway track form, mainly used for regional transport of
passengers and goods. It consists of rails and sleepers mounted on a ballast bed.

2. Rail structure
Also known as rail profiles, are the main components of railway tracks. Its function is to
guide the wheels of locomotives and vehicles; withstand the enormous pressure of the
wheels, and pass pressure force on to rail sleepers. The most commonly used rail profile is
flat-bottom rail, also called Vignole rail , is standard rail track (AREMA standards).
60E1 UIC60 steel rail model manufactured according to the European standard EN 13674-1.
This is a type T section rail (flat bottom rails) with a 60.21kg/m mass per meter. For a
standard track is used the 60E1

UIC60 steel rail for medium and heavy load traffic.

Figure 2: 60E1 UIC60 Steel 60kg Rail

2.1. Track Gauge
The gauge is the distance between the inner sides of the head of rails measured 5/8 inches
below the top of rails; and can be chosen with the following theoretical considerations

a) Cost considerations: There is a proportional increase in the cost of acquisition of

land, earthwork, rails, sleepers, ballast, and other track items when constructing a
wider gauge.
b) Traffic considerations: As a wider gauge can carry larger wagons and it can
theoretically carry more traffic.
c) Physical features of the country: It is possible to adopt steeper gradients and sharper
curves for a narrow gauge as compared to a wider gauge.
d) Uniformity of gauge: The existence of a uniform gauge in a country enables smooth,
speedy, and efficient operation of trains.

In Ethiopia, the standard track gauge is used. The standard track gauge is 1435 mm and for
this gauge the distance between the points of contact of the mean wheel circles with the rails,
tack width S is 1500 mm

143
 5
m

Figure 3: nominal value of track gauge Figure 4 : standard track gauge (Lindahl, 2001)

2.2. Rails of Turnouts

2.3. Railway Turnouts and crossovers are a set of railway parts at the crossing point of
several rail tracks, which helps trains change tracks to other directions. Railway Turnout
include following items: switches, frogs, guard rails, stock rails, and closure rails; rail
fasteners made for turnouts and other components including switch rods and gauge plates,
etc.
2.4. For manufacturing stock, lead, intermediate sections and closure rails, 90 UTS (UIC
60 kg/m) section specifications of rail shall be used.
2.5. For switch rails, thick web section manufactured out of asymmetrical rail section shall
be used. Both switch & stock rails shall be of special grade steel (minimum 880 grade or
Rail Steel Grade: 880) and have hardened heads for better life.
2.6. The rails, for the turnouts, shall have no drilled holes.
2.7. Turnouts shall not be manufactured from any larger sections of rail and all rails so
used shall be defect free rails.

Figure 5:
Dimension (Skelton) of 9# Turnout
2.3. Rail Fastening System
The fastenings of MSA are from spikes, to elastic fastening using plate and bolts or pandrol.
These fastenings are different according to sleeper types. These fastenings shall be improved
when the rail, sleepers are improved according
to the speed up of the train and passing tons up. Rail Clips, Rail Spike, Rail pad ,Rail clamp
,Rail shoulder ,Tie plate ,Rail bolt

Figure 6: Design of Pandrol Rail Fastening System

2.4. Sleeper
The following parameters could be used to select the preferred sleeper material: life-cycle
costs, sleeper design methodology, and Rail fastening systems. In case of Ethiopia, steel is
relatively highly costly; and the concrete sleepers are not affected very much by either
climate or weather, made concrete sleeper preferable than others. Pre-tensioning is widely
used in concrete railway sleepers.
MSA adopts 4 types of sleepers, wood, steel, two block concrete and pre-stressed concrete
sleepers. And the sleeper length is 1.8 m. bearing capacity of the track shall be up by
adopting larger and heavier sleepers when the train speed and passing tons on the track be
increased.

2.5. Ballast
Ballast thickness under the sleeper is 30cm by the maintenance manual. But in some sections,
esp. in city sections, the thickness is under it. And the edge ballast that resists the transverse
force of track, is not enough. As mentioned in the item “formation level width”, a reason of
shortage of the edge ballast is a cause of inadequate width of formation level (4.4m), but also
in the maintenance, there is not sufficient supply of ballast, too.

3. Track Alignment
The route upon which a train travels and the track is constructed is defined as an alignment.
An alignment is defined in two fashions.

1. First, the horizontal alignment defines physically where the route or track goes
(mathematically the XY plane).
 2. The second component is a vertical alignment, which defines the elevation, rise and
fall (the Z component)

3.1. Gradients
The ruling gradient of the section on the main line shall be 0.5% (1 in 200) compensated. The
alignment shall be so designed by the Contractor to avoid frequent changes of gradient as far
as possible. As a matter of good engineering practice, as far as possible, the gradient should
be maintained for a minimum of one train length i.e. 1500 m

a) Speed Potential on the Turn Out side 55 Km/h

b) Speed Potential on Loops - 55 Km/h
c) Speed on sidings with dead ends - 15 km/h
d) Axle Load - 25 tonne
e) Designed Annual Traffic >50 GMT
f) Crossing Angle (on main lines and loop lines) 1 in 12
g) Rail Profile 60 kg (UIC 60 kg/m)

h) Derailing switches shall be of 1 in 8.

3.2. Vertical Curves
3.2.1. A vertical curve is to be provided when the algebraic difference in change of gradient
at the locations is more than 0.4%.
3.2.2. Minimum radius of vertical curve shall be 4000 m

3.3. Horizontal Curves

3.3.1. All circular curves including their transitions shall be designed for a speed of 120
kmph.
3.3.2. The normal minimum horizontal curve radius will be 700m (2.5 degree) and in
exceptional situations with the approval of Engineer, the radius may be reduced to
585m (3 degree).
3.3.3. The maximum actual cant shall be limited to165mm.
3.3.4. The maximum cant deficiency shall be 75mm.

4. Railway structures
Railway structures are, earth work, bridges and tunnels. On the railway structures the track
structure is laid. The track structure is composed of rail, rail fastening, sleeper and ballast.
Along the railway, all train operation is controlled by signals. And every information of
railway from emergency train operation to every day work is performed using the
communication system. MSA existing facilities and equipment are briefly stated below.

4.1. Earth work (Embankment and cut)

Most of the railway structures (94%) is made by earthwork. This earthwork is namely
embankment or cut.

4.2. Construction of Bridges

The bridges are classified as Important, Major and Minor bridges. These are defined as
follows:

1. Important Bridges are the bridges having linear waterway of 300m or a total
waterway of 1000sqm or more 2 in number ;
2. Major Bridges are bridges, which have a linear waterway of 18m or more or which
has a clear opening of 12m or more in spans , have 80 in numbers ;
3. Minor bridges are other than important or major bridges, Minor RUB of the project
Level Crossings with total of 23.

While designing the bridges standard spans and single/multiple box culverts shall be
generally used. Indicative bridge locations, General Arrangement Drawings (GAD) of the
bridges are given in Site Details.

Bridges must be designed for the following minimum recurrence interval of flood, in
accordance with IR standards:

a) For important and major bridges 1 in 100 years;

b) For minor bridges 1 in 50 years.

Part 2: Railway signalling and communications

1. Rcc pipes for signalling and communication cables
While doing earthwork, make sure the suitable RCC pipes at the following locations at his
own cost including the cost of pipes:-

I. At Level Crossing Gates

a) 2X200mm dia RCC pipes across the Formation near the gate lodge.
b) 1X200mm RCC pipe across road surface on both sides near the lifting barriers.
II. At Crossing Stations
a) 2X200mm across the Formation near the centre line of the station yard.
 b) 1X200mm at both ends of the station yard near facing points for the loop lines.
III. At Junction Stations/Yards
a) 3X200mm dia across the Formation near the centre line of the station yard.
b) 2X200mm both ends of the station yard near facing points for the loop lines.
c) 1X200mm both ends of the station yard near the outermost cross overs.
IV. At yards
a) 2X200mm both ends of station yard near the facing points for the loop lines.
b) 1X200mm both ends of the station yard near the outermost cross overs.

2. Signal
MSA has installed automatic blocking system only between in other sections or lines, they
adopt token or semi-automatic blocking system.
i. Colour signalling system have 3 aspects Green, yellow and STOP (Red).
ii. Blocking system is automatic and semi-automatic
iii. Interlocking system is automatic
3. Communications
Railway telephone system is used all over the railway network and dispatcher telephone
system connects dispatching centres with each station.

4. Rolling Stock
Railway network of VR is composed of 1676 mm gauge. The train·km of 1676 mm-gauge
trains occupies 98.5% of all train km.

4.1. Locomotive
i. 2 trains will cover the track
ii. Electrified line overhead line 25 kV AC, 50 Hz;
iii. their design speed is maximum of (80 kmph)
iv. Traction type: electric traction
v. Traction mass: 3500t for passenger

5. Operation Control system

The daily train operation is carried out by the dispatching centers at each union. The
dispatching rooms are prepared corresponding to each lines or sections. The dispatchers
receive reports from stations and give instructions about train control through train dispatcher
telephone. But train drivers or conductors don’t have any means to contact with stations or
dispatching center in case of emergency. The dispatcher telephone system is out of date . ERC
should introduce computerized real time dispatching or train-control system like CTC
(Centralized train Control system).

6. Maintenance
6.1. Facility maintenance
Infrastructures including track structure, they are mainly maintained by the site organizations,
called “the railway management enterprise”. A management enterprise has its determined
maintaining section, for instance, mojo management enterprise has its maintaining
responsibility along 274 km railway infrastructure and track structure in mojo-shashemene
regions, the management enterprise is composed of Track maintenance, Bridge maintenance
Mechanical shop, Construction Material production.

6.2. Signals and communication maintenance

Signals and communications are maintained by signalling and communication enterprises

6.3. Rolling stock maintenance

I. Inspection and Overhaul
II. Locomotive depot
III. Car depot
IV. Workshop