SEPTEMBER | OCTOBER 2014
THE JOURNAL OF THE INSTITUTION OF ENGINEERS OF KENYA VOLUME 35 NO.5 KES 550
TRANSPORT INFRASTRUCTURE
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KENYA ENGINEER SEPTEMBER-OCTOBER 2014
SEPTEMBER/OCTOBER 2014
CONTENTS NEWS KES 60 billion to boost electricity access in Kenya........4 Nairobi County validates its NIUPLAN..........................6 Kenya launches Port Charter..........................................9
FEATURES Implementing the annuity financed roads projects....10 Enforcing health and safety on construction sites..13 Kenyan budget impacts the engineering sector.......16 Developing sustainable highways...............................30 Standard Gauge Railway .............................................36 Engineering enterpreneurship......................................46
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INTERVIEW LAPSSET’S Director General ......................................20
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IEK
IEK holds its monthly luncheon....................................61 List of IEK Council and Committees............................62
ACEK Association of Consulting Engineers of Kenya..........52
RACECA Roads & Civil Engineering Contractors Association...56
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NEWS
SEPTEMBER/OCTOBER 2014 Editorial Board M Kashorda, Chairperson N O Booker, Secretary A Muhalia A W Otsieno F W Ngokonyo J Mutulili J N Kariuki M Majiwa S K Kibe Managing Editor Kevin Achola Associate Editor Ayanna Yonemura Editorial Assistant Peninah Njakwe Mercy Nduati Design & Layout Alex Ireri Kithumbu Sales & Marketing Joy Thuo Joyce Ndamaiyu Phylis Muthoni Teresa Atieno Published by
P O Box 45754-00100 Nairobi Tel: +254 20 4443649/50/72 Cell: +254 719 207 712 Fax: +254 20 4443650 Email: info@kenyaengineer.co.ke newsdesk@kenyaengineer.co.ke Kenya Engineer Magazine
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Correspondence should be addressed to the publisher. Kenya Engineer is published every two months. Views expressed in this journal are those of the writers and do not necessarily reflect those of the Institution.
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The Definitive Publication of Engineers in East Africa & Beyond, since 1972
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Editor’s Note
he theme of this issue of Kenya Engineer is Transport and Infrastructure Development. The transport sector includes roads, railways, and airports and the seaports among others. There are ongoing large engineering projects in transport including the standard gauge railway, expansion of Jomo Kenyatta Airport and also the Mombasa and Lamu port projects. This issue of Kenya Engineer contains three feature articles in the transport sector. The article, titled “Sustainable Highways Development,” is by Eng. Kidenda, the CEO of Kenya Highways Authority. It highlights the fact that the proportion of paved roads in Africa, including Eastern Africa and Kenya, is very low by global standards. The article then describes the sustainable approach adopted by the Kenya government that includes adoption design and construction of longlasting roads as well introducing a roads maintenance culture. The other article, “The Northern Corridor Standard Gauge Railway Project”, is an update of the standard gauge railway and shows that a lot of progress has been made including the start of construction of the 609 km Mombasa to Nairobi segment and feasibility studies for the other segments. The final feature article is a Kenya budget review for financial year 20142015 and shows the high allocation of budget to infrastructure projects.
The article highlights the fact that absorption capacity for infrastructure projects has been very low and there is a need for the engineering community to study the reasons for the low absorption capacity. One of the reasons for low absorption could be lack of engineering capacity in the public sector. The theme of the next issue of Kenya Engineer shall be Energy and we invite feature articles from engineers in this area. We hope that you will enjoy this issue of Kenya Engineer and will appreciate your feedback via e-mail, twitter or Facebook.
Meoli Kashorda, PhD, MIEEE Editorial Board Chairman Kenya Engineer
Copyright © 2014: Reproduction of any article in part or in full is strictly prohibited without written permission from the Institute of Engineers of Kenya. Disclaimer: Please verify all the advertised courses with Engineers Board of Kenya.
KENYA ENGINEER SEPTEMBER-OCTOBER 2014
LETTERS
Letters to the editor Kudos Kenya Engineer We a r e i m p r e s s e d by t h e g r e a t improvement especially on the content in the current magazines. The articles are interesting and relevant to every person in the engineering/construction industry. It is easy to read the magazine cover to cover. We are also grateful for the invitation to contribute an article to the magazine. We will be glad to write an article with your guidance.
Yours faithfully Mrs. Alice Muthoni Technical Manager Mau West Company. Fate to be an engineer unknown My name is Eric, a student at Technical University of Mombasa (TUM) pursuing BSc. Electrical and electronic engineering.We were admitted in 2009 September when it was Mombasa Po l y t e ch n i c U n iv e r s i t y c o l l e g e (MPUC), a constituent college of Jomo Kenyatta University of Agriculture and Technology (JKUAT). Our fate to graduate as engineers is unknown, because the administration of JKUAT and TUM are not in terms for reasons we don’t know as students. We would like to graduate at JKUAT due to following reasons: 1. Engineering courses offered in TUM are not accredited by EBK 2. We were admitted before TUM became fully fledged university making us students of JKUAT since by then MPUC had no capacity to select government sponsored students. The first lot of government sponsored
students was forced to seek legal redress for them to graduate at JKUAT. We hope the engineering fraternity would help us this time around.
Yours faithfully Kemboi Eric TUM July 21, 2014 The benefits of the railway projects to Kenya and the East African Economy are immense. When presidents across the Eastern African communit y converged in Mombasa to witness the groundbreaking of the LAPSSET project, it marked another major step for the region developing stature in the infrastructure sector. LAPSSET presents the country’s second transport corridor, after the Mombasa Port and Mombasa-Uganda transport corridor that passes through Nairobi and much of the Northern Rift. It has in it among its array of projects, the standard gauge railway line that will link Lamu to Ethiopia’s capital city, Addis Ababa, and South Sudan’s capital Juba. Though it might take time to fully enjoy its benefits, the railway will be a major boost to the region and a massive improvement to its transport sector. The ability of trains to haul large quantities of goods and significant numbers of people over long distances is the primary advantage of rail transport. It was this feature that led to the railway preeminence in opening up the interior of the continents in the 19th century. Although primitive rail systems existed by the 17th century to move materials in
quarries and mines, it’s not until the 19th century that the first real railway system came into existence. It represented a major improvement in land transpor t technology and has obviously introduced important changes in the movement of freight and passengers. This is not necessarily because of its capacity to carry heavy loads, since marine transportation does this pretty well, but because of its higher level of ubiquity. Rail transport systems will dramatically improve the possibility to offer reliable and consistent schedules that could be included in the planning of economic activities such as production and distribution of goods and services. The coherence of economic activities and social interactions will thus substantially improve. Challenges apart, it is often possible to combine rail and road transportation simply by carr ying t railer s wit h containers. This is called “piggy back” and it is increasingly used to efficiently combine the inland potentials of rail and road transportation. Overall, rail transportation is more efficient than road transportation, although its main drawback is flexibility as traffic must follow fixed routes and transshipment must be done at terminals. Until then, all we have to do is wait and see if the LAPSSET project will revive the ailing railway sector which has always lagged behind in Kenya.
Zax Oguda Kenya Engineer reader from Nairobi August 12, 2014
We look forward to your feedback: managingeditor@kenyaengineer.co.ke
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 3
NEWS NETWORK
Huawei launches 4G network In partnership with a local telecommunication firm, Huawei is to unveil a 4G network in Kenya. This network will provide Kenyans more and better access to mobile data. This access will bridge the digital divide, create new educational opportunities and increase the growth in Kenya’s ICT sector. Currently, Huawei is collaborating on improving Safaricom’s MPESA platform from G1 to G2 in order to add features for its users. In addition, it has built Safaricom’s 2G and 3G networks through a partnership and put up its wide fibre optic network. In June 2014, the Kenya government signed an ICT Memorandum of Understanding with Huawei.
SATELITE
Gaofen-2, Earth observation satellite to be unveiled China is set to reveal Gaofen-2, a high-definition Earth observation satellite, this year. This is in regard to the state of Administration of Science, Technology and Industry for National Defense (SASTIND). The satellite will assist in giving geographic and resource surveys,
environment and climate change monitoring, precision agriculture, disaster relief and city planning. As reported by a local daily, “Gaofen-2 is equipped with better technology and has the ability to see a one-meterlong object in full colour.”
POWER
KES 60 billion loan to boost electricity access in Kenya
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onsidering power rationing and the high cost electricity bills plaguing Kenyans, thankfully there is a new plan to curb shortages and interruptions. The Ministry of Energy and Petroleum and the African Development Bank (ADB) are negotiating a KES 60 billion loan to boost electricity access from the current 32% to 70%. According to a statement released by
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Gaofen-1 satellite
KENYA ENGINEER SEPTEMBER-OCTOBER 2014
the Cabinet Secretary of Energy and Petroleum, Mr. Davis Chirchir, “the negotiations are at an advanced stage and will see the agreement completed by December this year to pave way for the first loan disbursement of KES 12 billion. . . “ These funds will be used to deliver electricity closer to users thus increasing the number of customers from 2.8 million to 8 million in 5 years to come.
NEWS ENERGY
KenGen awaiting government’s approval on loan conversion With the ongoing Vision 2030 projects, Kenya plans to add 5,000 MW to its national grid by 2018. To contribute to these 5,000 MW, KenGen, the country’s major power producer, is set to raise KES 30 billion by the end of 2014. To raise these funds, the company plans to offer rights issue of KES
Sondu Miriu power plant one of the projects run by KenGen PLANNING
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15 billion for shareholders and raise additional funds by converting loans KenGen had given to the government into equity. The Kenyan government has yet to approve this plan. By end of 2017, KenGen aims to add an additional 844 MW to its current capacity of 1,252 MW.
ENERGY
Nairobi County validates its NIUPLAN
n 22nd July 2014 at Kenya School of Monetary Studies, the County of Nairobi held a workshop to validate its integrated urban development master plan (NIUPLAN) and disclose its strategic environmental assessment. The county‘s goals for the meetings were (1) to demonstrate that it has included issues raised during public consultative forums into the plan and (2) to obtain stakeholders’ support of the proposals in the NIUPLAN. The county government
is undertaking the NIUPLAN in conjunction with Japan International Cooperation Agency (JICA). Dr. Kidero Evans, the county governor, asserted that Nairobi has grown rapidly in recent years and needs a fresh and updated urban development model. JICA, through its representative, Mr. Hideo Eguchi, stated that the NIUPLAN has come from the people and is, therefore, a people’s master plan and not a plan which foreigners have imposed. He also noted that this is the most
consultative plan in which JICA has engaged to date. At the meeting, some stakeholders raised the possibility of the plan, like many master plans before it, not being realized. Others raised queries on how the other projects in the county will relate to the NIUPLAN. Dr. Kidero stated that his government will now embark on crafting a master plan implementation bill to be presented to the county assembly for enactment into a law.
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NEWS
TECHNOLOGY
Engineers develop a high-powered, energy saving battery Researchers from the University of Alberta have developed a carbon nanomaterial battery which charges faster and lasts longer than the usual lithium-ion batteries. The research team developed the new technology for energy storage purposes through a process called induced fluorination. In normal instances, carbon is used as the anode in lithium-ion batteries, but with this technology, carbon was the cathode to build the battery. According to one of the lead researchers, Xinwei Cui, the batteries created using a new electrochemistry technology are energy saving and have high power density. The use of carbon has greater advantages in that it is cost-effective, safe to use and the energy productivity is higher than lithium–ion batteries. In addition, it performs better than batteries using lithiumsulphur and lithium-air batteries and can be used to produce cell phone batteries that last longer and charge faster. The researchers are hoping to produce 3 versions of the battery by the end of 2014 including a battery with high power output and a long life cycle; a battery with high energy for fast charging; and a super-high energy storage battery.
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Homa Bay County powers up Homa Bay County has received a major power initiative project to deal with the persistent power blackouts from which it suffers. These blackouts delay industrialisation and processing activities. The project, “Boresha Umeme Homa Bay,” will cost KES 80 million and is to increase the electricity supply 6 times. Such power initiatives have succeeded in Nairobi, Busia, Meru, Thika, Kisumu, Kitui and Bungoma Counties. According to Kenya Power, the Homa Bay project is part of countrywide efforts to upgrade power supply systems, and Kenya Power will repair existing substations in order to create more sources of power. Kenya Power also plans to provide a power back up systems to ensure that minimal interruptions. GEOTHERMAL
Bank loans USD 113 million for geothermal exploration
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erman Development Bank (KfW) has granted the Republic of Kenya USD 113 million in loans for drilling 20 exploratory and appraisal geothermal wells. The loan has a 1.75% interest rate, a grace period of 5 years and a repayment period of 10 years. These wells are part of phase 1 of the Bogoria-Silali Project in Kenya’s Rift Valley. According to Geothermal Development Company (GDC), the Kenyan government firm mandated to exploit geothermal power, the Bogoria-Silali Project will generate 200 MW of power once it is complete. “The national government is committed to diversification of energy sources which have previously been dominated by hydro-power. Unreliable rainfall and erratic weather patterns have affected hydro-power sources,” observed Kenya’s Treasury Cabinet Secretary, Mr. Henry Rotich. In recent years, GDC has successfully sought private investors to inject money into geothermal power generation. In 2013, KfW injected USD 100 million
KENYA ENGINEER SEPTEMBER-OCTOBER 2014
into the Bogoria-Silali project, and the US Export-Import Bank injected USD 300 million. GDC’s aim is to expand geothermal production beyond the 2 current main areas in Olkaria and Menengai. The KfW-funded drilling will take place at 7 fields: Bogoria, Azuri, Baringo, Korosi, Silali, Lipaka and Chepchuk. A private investor, Marine Power Generation, has interest in drilling near Akiira Ranch, Mlima Panya and Mount Margaret in Suswa. Other investors in the geothermal power generation projects in Kenya include the African Development Bank (AfDB), the French Development Agency (AFD) and the World Bank. With an estimated geothermal power potential of 10,000 MW, Kenya is yet to fully benefit from renewable energy. So far, less than 400 MW has been exploited. There has, however, been increased activity, and the country plans to generate 5000 MW by 2018. Most of this power will come from renewable sources such as geothermal, coal and wind.
NEWS
INFRASTRUCTURE
Kenya launches Port Charter
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n late June this year, President Uhuru Kenyatta launched the Kenya Port Authority’s (KPA) Strategic Plan and the Charter Performance Dashboard. The port’s stakeholders prepared the charter with the support of Trademark East Africa (TMEA). The charter outlines a single window which is expected to double East African trade to KES 2.9 trillion by next year. Under the charter, the 25 institutions with operations at the port and along the corridor will be guided by key performance indicators. These institutions include KPA, Kenya Revenue Authority, Kenya Bureau of Standards, Kenya Maritime Authority, Kenya National Police Service, Kenya Private Sector Alliance and the Shippers Council of East Africa. The port has been known for
inefficiency, so the charter seeks to improve efficiency tremendously. The charter is expected to unlock the trade potential of the whole region, reduce turnaround times in the Northern Corridor, integrate all port community members’ systems into the Kenya National Electronic Single Window System and help achieve 70 % cargo output routed through the green channel by next year. The charter addresses alignment among port community members in trade
THE CHARTER IS EXPECTED TO UNLOCK THE TRADE POTENTIAL OF THE WHOLE REGION
facilitation, insufficient capacity and an ineffective operational model at both the port terminal and hinterland transport channels. It will also reduce the time taken to clear goods, curb insecurity, and minimize non–tariff barriers along the Northern Corridor as well as mitigate corruption and unethical practices. “It is critical that those charged with making the port efficient and effective do so if we are to achieve our development goals,” President Kenyatta said during the charter launch. KPA, in conjunction with TMEA, has developed a partnership program aimed at increasing capacity in container trade and improving efficiency. The British and the Dutch governments are funding the programme to the tune of USD 53 million. The Port of Mombasa handles all the maritime traffic for Kenya, and six countries rely on it. Transit trade to Uganda, South Sudan, Burundi, the Democratic Republic of Congo, Tanzania and Rwanda accounts for some 30% of port’s throughput and this is growing by up to 10% each year. The first containers arrived at Mombasa in 1975.
Container terminal, Kenya Ports Authority, Mombasa
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ANNUITY
Implementing the annuity financed roads projects
Eng. J. M. Matu: Governor, Kenya Private Sector Alliance Infrastructure Sector Board, and Council Member of Association of Consulting Engineers speaking at a past roads stakeholders forum at a Nairobi hotel.
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BY ENG. J. M. MATU he President of Kenya, Uhuru Kenyatta, and his Deputy William Ruto officially launched the annuity financing framework at the Kenyatta International Conference Centre on 30th July 2014. The annuity programme is planned for implementation in the next five years covering 10,000km with bitumen standard roads. This is a very ambitious programme considering that for the last fifty years only 14,600km of bitumen standard roads have been done. This method has been tried in other countries before Kenya. Kenya has chosen to implement the model close to the one adopted in India. This model‘s effectiveness and success in India erases all doubts to its workability
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in Kenya. This framework involves the formation of special purpose vehicles or consortiums. These consortiums will consist of consulting engineers, contractors, financiers, and project managers. Insurers, equipment suppliers and material suppliers are set to benefit businesswise from this arrangement. The framework is to be implemented under the Ministry of Transport and Infrastructure. This will take place through the roads authorities: Kenya National Highways Authority (KENHA), Kenya Rural Roads Authority (KeRRA) and Kenya Urban Roads Authority (KURA). The government will give guarantees in the form of letters of comfort, have the role to certify the works and authorize
KENYA ENGINEER SEPTEMBER-OCTOBER 2014
payments. Opportunities The prequalification of these works is in progress and documents are to be submitted by 28th August 2014. This is therefore an opportunity for the contractors, consultants, bankers, insurers, material providers (e.g. cement and steel), equipment suppliers and other industry players to increase their business and effectiveness within the sector. The suppliers of construction equipment and materials need to be co-opted to increase their business opportunities and ensure all the capacity needed is in the consortium. The consultants and contractors will design and construct the
Road construction works along Langata Road at Galleria, Nairobi
roads while financing is done by bankers with guarantees from the government. The model will increase business betweencommercial banks, contractors and the government. Insurance companies will insure the works while performance guarantees will be provided by the banks as usual. The increment of money circulating in the economy will benefit all other sectors of the economy indirectly through economic multiplier effects. The contractor has the advantage and assurance that the payment for work done will come in time. This will be based on the progress of the work unlike the previous experiences that ended up with many contractors on the losing end after work. Since 2010 contractors have only been receiving their dues intermittently thus interrupting their work and practice. The government has the unique opportunity to offload the risk associated with construction of roads to the consortiums. This will help in reducing the cost of building roads and subsequent maintenance of them.
Challenges We have to bear in mind that in the efforts to effect this wonderful arrangement, there are challenges. The government of Kenya has to set aside an adequate budget annually against all the other competing interests. The government must also provide guarantees without adding to the debt burden and passing it to the consortium. The preparedness of the private sector to take advantage of the opportunity presented in this innovative and attractive business model is in question. The private sector has been dependent on the government spending and must now take more risks. These are risks associated with the construction of roads and their maintenance. This includes the quality of the works as well. The contactors will have to take maintenance responsibilities for longer periods, say 10 years. It is imperative to the contractors and consultants to adopt innovative technologies that save costs and keep roads in good conditions for longer periods against
unpredictable traffic patterns. The contractors must complete the works on time as agreed with the government, otherwise they will attract penalties. There has been skepticism on the quality and performance of the local contractors for a long time now. There is however a new dispensation and strengthened institutions. Since the enactment of the Engineer’s Bill, the Engineers Board of Kenya (EBK) has the mandate to register engineers and ensure that engineers carry out their duties as per the EBK code of conduct. Another new body is the National Construction Authority (NCA). This body has the responsibility to regulate the construction industry and ensure contractors do a quality job. These bodies should ensure all the players in the industry perform as desired or else face penalties which include blacklisting. As long as EBK and NCA perform their roles, there should be no cause for worry. How will the annuity frame work at the county level? The roads at the counties are of all classes: A, B, C, D and E. The county governments also have
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ANNUITY an interest to handle the construction and maintenance of roads besides the national government. It is yet to be seen how the annuity framework will accommodate the county governments. The consulting firms are also warned that the contractors may want to cut them off by the use of in-house design engineers. The consultants as a result of this would like the ministry to give direction on this issue. Moreover, some contractors may opt for consultants from outside the country maligning the local consulting industry. There are also concerns on how the consortium agreements would look with respect to sharing the revenue. It is imperative therefore for the roads authorities to ensure that the agreements signed do not take care of only the major contractors but all the members of the consortium. The EBK should ensure that only the registered consultants with EBK are included in these consortiums. EBK should then ensure that engineers are fully involved in the consortium affairs. The Request for Proposal (RFP) being prepared by the ministry should clearly include the particular roles of the consulting engineers. Will the banks also look into the financial health of the consortiums after the approval of the government? Bankers should realize that we are coming from an era where contractors did not have their payment in time. Their financial history should consequently not be used against them. The government approval and guarantee should then take precedence. There are other concerns and questions say: will the government limit how many consortiums one can participate in? This is in a bid to limit big players from locking out the small ones. How will the government ensure the equitable participation of all involved? How to form a consortium The Roads and Civil Engineering Contractors Association (RACECA) and the Association of Civil Engineers of Kenya (ACEK) have had two meetings to review how best the method will work. The Ministry of Transport and Infrastructure has organized a workshop in order for prospective bidders to understand how best this
Road stakeholders at a consultative meeting with the Ministry of Transport and Infrastruscture
method will work. It is hoped that RACECA will join hands with ACEK and EBK to formulate the best workable framework. The small and medium scale contractors have raised concerns on how they will fit into the annuity framework. KEPSA is of the opinion that this group should be included and protected within the program. Through the legal notice number 114 of 2013, works under KES 1 billion should be done by Kenyans. For works above this, local and international companies will go into joint ventures with the locals getting not less than 40 percent of the works. KEPSA constantly works for the legal notice to be enforced. The enforcement of this legal notice will lead to the works being divided amongst all those who deserve it. The government should also seek for ways within this annuity framework to take care of the 30 percent youth and women participation in tendering. The project manager should be
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an employee of the government to improve their ability to do their supervisory role. The role of these project managers will be to control quality, time and cost of the projects. The annuity programme attempts to bring us closer to Vision 2030 where Kenyans will achieve a middle income economy status. This program is one of the ways to empower the Kenyan contractors to build capacity with the view of taking up the development of all the infrastructure projects in the country. It will also help generate adequate employment opportunities for graduates from the universities. It is an opportunity to spur innovation for the industry growth in a sustainable manner. In conclusion, the success of this programme will be gauged by how it will reduce the perennial pending bills to contractors and more importantly on how effective it will be in building capacity of our local firms.
NEWS HEALTH & SAFETY
Enhancing health and safety on construction sites
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Introduction very year hundreds of operatives are killed in the course of their employment and thousands are injured and maimed. These are not only accidents but loss to families and friends. They are also a loss to the industry as a whole. Health and Safety Act The Occupational Health and Safety Act will make a valuable reduction in accidents if observed by operatives and management at the site level. In addition, a Health and Safety Audit which is a legal requirement for every factory or place of work at least once in every twelve months would go a long way in enhancing the safety, health and welfare of operatives. The Occupational Health and Safety
ENG. REUBEN K. KOSGEI B. Sc. PE, FIEK MCIBSE C. ENG. MACEK Registered consulting engineer Associated services consultants
Act, 2007, is an act of Parliament to provide for safety, health and welfare of workers and all persons lawfully at workplaces. Sections of this act include general duties, enforcement, registration of workplaces, safety, offences, penalties etc. The Act has enlisted schedules covering special occurrences, registrations, special provisions and particulars to be submitted on registration.
Safety in project management It is the responsibility of the main contractor to formulate a safety policy for the site, to be adhered to by all contractors, and to reach agreement on relevant specific standards and performance targets. Ideally Contractors are required, as part of their tender submission, to provide copies of their safety policy statements which outline safe working methods. Construction health and safety requirements The employers’ duties include the following: ensure health safety and welfare at work for their employees, ensure that their activities do not endanger anybody, prepare and publicize a safety policy and implement it, provide any necessary training and consult employee’s representatives
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HEALTH & SAFETY
on joint action. The employee duties are as follows: take care of health and safety of themselves and anyone else that may be affected by their actions, cooperate with employers to meet the statutory requirements, make use of safeguards provided, report any defective equipment immediately to supervisor, safety officer or employer and comply with the regulations. Other construction regulations are applied to areas including: lead paint, woodworking machines, abrasive wheels, ladders scaffolds, platforms, pitch roofs, fragile roofs, asbestos, plastics, lifting operations, gear and appliances, electricity, overhead lines, underground cables, lighting (adequate), handling materials and tools, liquid petroleum gas (LPG), fire fighting storage, painting, demolition and excavation. No person shall be required to work in surroundings which are unsafe or dangerous to their health or that of others. The employer is responsible for maintaining safety and health requirements in the work place. Safety and health signs shall be communicated in a language which the employee can understand. Job hazard analysis shall be carried out and the accident prevention plan put
in place before initiation of work. Frequent inspections should be carried out during the course of project implementation and corrective safety issues addressed. Hazard analysis Prior to beginning each major phase of work or activity, hazard analysis should be done for that part of the work. A major phase means that there is new crew, sub-contractor or new operations. No work should proceed before this is accepted by authorizing persons. The steps to be taken should be as follows: • Define the activity to be performed • Identify the sequence of work activities
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• Analyze each step as a potential hazard • List control measures to be implemented to reduce or control the hazards to an acceptable level • List the equipment to be used in conducting the activities • List the inspection requirements for the equipment of machinery • Determine the requirements for worker training including hazard communication Training Workers require training to enable them to carry out their work safely. Safety meetings should be conducted and documented. Training on handling of emergency situations should be conducted regularly to keep the workforce informed. Persons qualified
NEWS HEALTH & SAFETY
employees. Emergency plans shall be tested to ensure effectiveness before the occurrence of a fatal event. The planning should include escape routes and procedures to be followed in case of an emergency. It should have a total response to avoid disasters that may arise. When planning, on site planning should be integrated with offsite support. It should be considered that the number of persons in any location should be limited to rescue or escape capability. Emergency alert system should be put in place and tested to ensure a swift response when the emergency happens. Provisions of the constitution According to Article 41 (2)(b) of the Kenyan Constitution, every worker has a right to reasonable working conditions. Article 42 states that every person has a right to a clean environment and according to Article 70(1), if a person alleges that a right to a clean healthy environment recognized and protected under article 42 has been, is being or is likely to be denied, he may apply to court to seek legal redress.
Construction site during visit
to use emergency equipment should be familiar with the location of the equipments like fire extinguishers. Workers should be trained to take up tasks based on ability. They should be dissuaded from the use of alcohol, narcotics or mind altering substances at all times. When operating equipments, the workers should be able to read signs and follow instructions. All accidents in the work place should be reported, analyzed and investigated. Employees should be trained to report to their supervisors and employers in their turn should report to authorities. A record should be kept for daily first aid treatments, exposures and accidents. Accident prevention plans The accident prevention plan should
provide for and clearly highlight the following: statement of safety and health policy, responsibility of implementation, co-ordination and controlling activities of main contractors, sub-contractors and suppliers, safety training and indoctrination, frequent safety inspections, emergency response, handling of severe weather, flooding, clean up and safe access, fencing and signs, local requirements, prevention of alcohol and drug abuse on site and plans for communication in case of hazards. Emergency plans and action Emergency plans to ensure employee safety in case of an accident or other emergency shall be prepared in writing and reviewed by all
Provisions of the Engineer’s Act 2012 According to Article 7(1) of the 2012 Kenyan Engineers Act, functions and powers of the board are to enter and inspect sites, to verify that works are carried out by registered engineers and, ensure that relevant health standards are observed and enforcing standards. Article 24 states that the board may register a person as an Accredited Checker to review the work of a professional engineer to ensure it is adequate and is meets requirements safety. Conclusion Engineers should be in the forefront of pushing for health and safety in workplaces. This can be done through: pushing for implementation of regulations covering health and safety, creating awareness, ensuring that their designs meet safety requirements, implementation of their designs according to acceptable health and safety standards.
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BUDGET
Kenyan budget impacts the engineering sector ANZETSE WERE has over ten years of experience working in Africa on Economic Research and Analysis; Social/ Ethical Investment and Enterprise Development; Political Economy; Program Management; and Gender and African Masculinity. She holds a Masters in Economics from the University of Sydney and a Bachelor’s degree from Brown University (USA). Anzetse Were resides in Nairobi, Kenya.
Roads remain a government priority given the role they play in connecting people, goods, services, knowledge and markets
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he 2014/15 Kenyan Budget has elements that are directly relevant to the engineering sector. A brief overview of the budget reveals a total allocation of KES 1.779 trillion of which 22.6% goes to energy, infrastructure and information and communication technology (ICT) all of which are part of engineering. According to reports by Kenya Fidelity and the East African Standard, the government allocated KES 97.7 trillion for infrastructure. ICT is to receive KES 1.54 trillion and energy KES 43.6 billion (bn). Other allocations relevant to the engineering sector:
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Real Estate: The Ministry of Land Housing and Urban Development is allocated KES 17.6 billion which carries implications for construction and building. Education: KES 6.4 billion is to be applied to expanding and equipping Technical and Vocational Education
Share of expenditure to sectors (% total allocations) Education 27% Energy, infrastructure & ICT 23% Public administration & international relations 15% Governance, justice, law & order 10% National security 8% Agriculture, rural & urban development 5% Environment, water & natural resources 4.5% Health 4% Social protection, culture & recreation 2% General economic & commercial affairs 1.3%
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and Training. This is relevant to the development of skilled individuals. KES 55 billion was allocated for university education which will indirectly benefit aspiring engineers. (Source: Ministries of Education & Higher Education, Science and Technology) • Water: KES 8.2 billion will go to constructing water pans and dams. • Digital Migration: KES 0.6 billion is allocated for digital migration. This year’s budget allocation for infrastructure, IT and energy is KES 255.5 billion which is less than that of 2012/13 during which these sectors were allocated a total of KES 268.1 billion. Nonetheless, this year’s budget is more generous than that of 2013/14 which allocated only KES 220.8 billion to these
BUDGET • KES 10.0 billion for new roads • KES 22.4 billion for maintenance • KES 42.3 billion for foreign-financed roads • KES 1 billion for decongestion of road junctions in Nairobi Roads remain a government priority given the role they play in connecting people, goods, services, knowledge and markets. However, important factors may dampen the positive effects of the expansion in the road network including the cost of fuel and the strength of the Kenyan shilling. According to a 2014 article in Business Daily, petroleum products are Kenya’s single largest import item and fuel imports account for a quarter of Kenya’s total imports. This is coupled with a year in which the Kenya shilling weakened and, thereby, imports became more expensive. These factors may reduce the economic stimulus of expanded road networks. Airports KES 1.65 billion has been allocated for upgrading of Kisumu and Isiolo Airports and for the construction of new airports in Mandera, Malindi and Suneka. Rail KES 19.4 billion is allocated for Standard Gauge Rail and KES 3.5 billion for the Urban Commuter Rail System to ensure completion of the line linking the Jomo Kenyatta International Airport to the Central Railway Station. Syokimau Railway Station, Nairobi
sectors. (Sources: CIO East Africa & KPMG Kenya) Despite these fluctuations, clearly, the government views these 3 sectors as central to development and continues to prioritise investing in them. According to authors, Jean Paul Rodrigue and Theo Notteboom, this physical capital has multiplier effects such as better accessibility to markets, employment and additional investment, all of which are crucial to economic growth. Infrastructure allocation highlights Roads The government is committed to the upgrading/constructing of the 3,471 km of roads (Class A, B, D, C, D, E and other rural roads projects). Allocations for roads: • KES 41.0 billion to on-going roads construction
ICT Key allocations for this sector : • KES 6.3 billion to develop the connectivity infrastructure to enhance county connection to the National Optic Fibre Backbone Infrastructure • KES 579 million to support the local Business Process Outsourcing industry • KES 1.1 billion for the Kenya National Electronic Single Window System aimed at improving the process of clearing imported goods at the various ports of entry • KES 800 million for rolling out the Integrated Financial Management Information System, an ICT based management system that tracks how public funds are spent • -KES 600 million for digital migration. According to Smart Kenya’s estimates, the ICT currently contributes 3% to
Kenya’s GDP while the ICT Authority reports that the government’s target is for ICT contribute 8% by 2017. Energy The sector has key allocations: • KES 10 billion for geothermal development • KES 23 billion for power transmission • KES 10.6 billion for the rural electrification programme Energy is tied to economic growth. Constant electricity supply, for example, is crucial to manufacturing enterprises and the informal sector. High tariffs and periodic black outs negatively affected the former while the latter is negatively impacted by the fact that goods cannot be sold after dusk due to poor visibility. As ICT becomes a bigger player, the supply of energy will become increasingly important, a fact of which the government seems well aware. Robust private investment in the energy sector in 2013 may explain the dip in energy allocation. In fact, there has been no specific allocation for the emergent field of oil and gas exploration by government, because it appears government seeks private sector investment for the prospecting activities of these energy related sectors. According to the World Bank, the government plans to increase private sector participation in the energy sector. How does the Kenya’s budget compare with global standards? Engineering related allocations in African countries (specifically infrastructure), compared to that in other developing countries, is trailing in terms of the volume of funds but is clearly on a rise in terms of percentage of allocation. From 19982007, spending on African infrastructure rose at a compound annual rate of 17% significantly outstripping the growth of global infrastructure investment. (Source: Cloete, Faulhaber and Zils) For comparison, Standard and Poor report that China has been earmarking an estimated 8.5% of GDP for infrastructure and India has been allocating about 4.7%. A 2013 article by Tshidi Mokgabudu informs us that this can be compared to South Africa which allocated 8% of GDP. Although Africa’s average is 2-3 % of GDP, the scale and pace of government support by India and China will likely decline over the longer term relative to historical high levels. (Sources: Standard and Poor, US Dept of State) The opposite can be
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 15
BUDGET said of Africa, Kenya included, which is increasing investment in infrastructure into the foreseeable future. The infrastructure allocation disparity is even more pronounced when comparing African infrastructure allocations with developed economies. Developed nations are reducing infrastructure spending because of budgetary concerns. According to a Standard and Poor report, the Eurozone austerity measures have limited infrastructure development and repair. The Huffington Post reported that in 2011, the United States only earmarked 1.7% of GDP for infrastructure. How does Kenya compare with other African countries? In 2012, in terms of absolute national budget numbers, the biggest allocations for infrastructure in Africa were South Africa’s USD 29.08 bn, Kenya’s USD 3.04, Namibian USD 2.97 bn, Tanzania’s USD 1.66 bn and Ethiopia’s USD 1.65 bn. In terms of the largest infrastructure share of the national budget, Cape Verde was first with 44%, followed by Namibia’s 39%, Uganda’s 28% and South Africa’s 24%. Between 2010 and 2012, the highest increases in total infrastructure budgets were reported by Liberia, Zimbabwe and Kenya while São Tomé and Príncipe, South Sudan and Sierra Leone saw the greatest overall reductions. In 2012, South Africa and Kenya had the largest energy budgets in absolute numbers (USD 10.42 bn and USD 0.99 bn respectively). Transport featured prominently in 2012 with South Africa which allocated USD 9.04 bn while Kenya, Namibia and Tanzania allocated $1.75 bn, $1.69 bn and $1.12 bn respectively. In terms of ICT, Kenya and Liberia had the highest average
annual growth rates with Liberia rocketing from practically zero to USD 2 million. (Source: African Development Bank) Budget related opportunities and constraints for the engineering sector In terms of this year’s annual budget, there are obvious opportunities for the engineering sector. The players in the sector have a solid chance to secure contracts in energy, ICT and infrastructure related projects and activities. It would be prudent for the engineering sector to estimate the capacity of individuals and companies active in the sector to meet Kenya’s needs. Doing so and aggressively marketing the sector’s capacity could provide a clear opportunity for government to prioritise local companies in the tendering process. There is also opportunity for direct employment in government projects in energy, ICT and infrastructure in regard to dam construction, digital migration, rolling out of the Integrated Financial Management Information System and National Digital Services, as well as rural electrification. Allocations to the Ministry of Land, Housing and Urban Development can also be made use of by engineers with expertise in this sub-sector as the East African Standard reports that the government estimates that there is an annual deficit of 150,000 housing units and a backlog of nearly 2 million units. The budget also removed import duty on machinery, spares and inputs for direct and exclusive use in the development and generation of solar and wind energy. This augurs well for engineers in the renewable energy sector as the tax break may spur investment and development in
the sector. However, constraints exist. For example, the budget raised duty rates on the iron and steel industries from 0% and 10% to 25% in an attempt to cushion local industries from cheap imports. This may dampen activity in the related sectors in the short term as it may cause a spike in prices particularly for firms that prefer foreign sourced iron and steel. In turn, these dampened activities may have implications with regard to engineering projects that use iron and steel. An overall constraint for the budget is absorption. Last year, there was low budget execution in infrastructure related ministries which had an average 60% execution rate which was below the 80% government target. (Source: Institute of Economic Affairs) There are numerous theories about the underlying reasons for this low execution rate. According to an article in the East African Standard, some assert that it is due to the, “persistent challenge of lengthy procurement procedures” while others argue that it is due to low levels of absorptive capacity. Absorptive capacity here refers to constraints that prevent the sector from making gains from the potential benefits from additional investment due to weak capacity. Ergo, even if additional investment were made available, it would have little effect on growth as a saturation point has been reached. It is clear that the infrastructure related ministries, in which the engineering sector is a dominant actor, are affected by these capacity constraints. (Source: Bourguignon and Sundberg) In conclusion, there are clear budgetary allocations directly relevant to the sector. There is ample opportunity for ensuring that budgetary allocations utilize and build the expertise of the sector. Key Sources 1. African Development Bank (2013), ”Infrastructure financing trends in Africa: Ica Annual Report 2012” 2. East African Standard, The (2014), “How budget billions will be shared” 3. KPMG Kenya (2012), Budget Brief Kenya, 2012 4. National Treasury, The, Kenyan Government (2014), “Budget Highlights: The Mwananchi Guide 5. Standard & Poor’s Financial Services (2014), “Global Infrastructure: How To Fill A $500 Billion Hole”
Construction works along Langata Road, Nairobi
16 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 17
LAPSSET
Kenya Engineer interviews LAPSSET’S Director General Director General provides LAPSSET implementation update BY BOOKER NGESA, AYANNA YONEMURA AND MERCY NDUATI
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bout Mr. Silvester Kasuku Mr. Silvester Kasuku, MBS, CMILT, is the Director General of the LAPSSET Corridor Development Authority. As LAPSSET Director General, he is in charge of planning, coordinating and managing the implementation of the LAPSSET Corridor’s 7 infrastructure project components. Until February 2013, Mr. Kasuku served as the Secretary for Infrastructure and for the LAPSSET Corridor Project Secretariat at the Office of the Prime Minister. From 2003-2013, he lectured in the University of Nairobi’s School of the Built Environment. Throughout his career, Mr. Kasuku has held a variety of academic, consultant and policy advisory roles including Technical Advisor on National Transport Policy. *** We interviewed Mr. Kasuku on the 22nd of July 2014 in his office in Chester House in Nairobi’s Central Business District. He was generous with his time as he squeezed us into an intensely busy schedule. By the time we completed the interview, it was almost 5 p.m. and he had not even had time for a snack much less a lunch break that day. Despite the important role which he plays in East African development, we found Mr. Kasuku a modest man who shuns the spotlight. Describing himself as a technocrat, Mr. Kasuku
Mr. Silvester Kasuku sharing a light moment with Mr. Booker Ngesa and Ayanna Yonemura, editors of Kenya Engineer magazine
kept the focus of our interview firmly on LAPSEET shying away from any personal discussion. Nonetheless, Mr. Kasuku could not conceal his passion for infrastructure or his excitement about the potential for LAPSSET to spur unprecedented development. He declared that LAPSSET will lead to a decline in poverty and unemployment by establishing infrastructure in long overlooked parts of the region. KE: Will you please tell our readers about the LAPSSET Corridor Development Authority? SK: The LAPSSET (Lamu Port, South Sudan Ethiopia Transport) Corridor Development Authority is a government agency under the Office of the President
18 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
of the Republic of Kenya. Established in 2013, its serves as the operational coordination and technical oversight organ for the LAPSSET Corridor Project. Its mandate is to establish an integrated implementation plan for the project. The 7 components of the LAPPSET Corridor are (1) Lamu Port; (2) railway and road networks connecting South Sudan and Ethiopia to Lamu Port; (3) airports; (4) crude oil pipelines from South Sudan, Uganda and Kenya; (5) oil fields to Lamu Port; (6) a refinery and (7) resort cities. LAPSSET is a coordination authority and for it to deliver, it relies on certain leverages. It receives coordination from certain ministries like the Ministries of Transport and Infrastructure and Energy. . . LAPSSET, being under the
NEWS
An impression of a resort city (LAPSSET Authority)
THE LAPSSET ROADS WILL BE DEVELOPED BY THE GOVERNMENT AND PRIVATE SECTOR UNDER PROFIT OIL. Office of the President, aims at planning and running the corridor projects in partnership with agencies and ministries, mobilising resources received from government through treasury, providing direction and guidance in operations, and overseeing all decisions to be implemented through the agencies involved in delivery of services. The corridor development is set to contribute over half of the country’s Gross Domestic Product (GDP) and statistics show that the project will bring between 2-3% of GDP into t h e economy.
Mr. Kasuku expounds on the LAPSSET Authority
KE: How is L A P S S E T implemented? Mr. Kasuku made it very clear that the 7 LAPSSET projects must be implemented in a specific order as some projects must be
completed in order for the construction of others to begin. This planning is fundamental to LAPSSET’s success and speaks to the need of having an expert experienced in a variety of infrastructure fields coordinating the program. SK: The LAPSSET roads will be developed by the government and private sector under Profit Oil. The roads may be opened for private sector operations and maintenance once traffic reaches optimal levels for attractive to private sector investment. The Kenyan government will develop the first 3 berths of the Lamu Port which will offer an incentive to private sector participation in the port operations and investment in the rest of the 29 berths. The South Sudan, Uganda, Kenya crude oil pipeline project will be developed through an Energy Performance Certificate (EPC-F) to enable the private sector to take a lead in the delivery of the project. Expression of interest for the tender for the development of the pipeline will be announced in due
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 19
LAPSSET
LAPSSET Transport Corridor Development Plan (LAPSSET Authority)
course. The oil refinery, airport, resort cities will be carried out by the private sector to take advantages that exist in these investments. The government will only provide facilitation to private sector investors. Railways will be developed by government and operated and maintained by private sector. KE: What is the status of implementing the port plan? SK: The Detailed Engineering Designs for the first 3 berths and the associated infrastructure are completed. The tender is done, and the contractor and supervision consultant are appointed. As it is a tourist attraction site, the government initiated a program to undertake construction of a 4 storey administrative building to house the port, pipeline, power station and resorts. A power station for 240 megawatts (MW) will supply power to Lamu Port. A security facility has also been constructed to manage the operations at the port.The port will have a total of 32 berths planned with each berth having an estimated key length of 400 metres (m) and a draft of 17.5 to 18 m to cost USD 5 billion.
DG details LAPSSET’s implementation
The first 3 berths to be constructed will attract private sector investors for port operations and construction of the remaining 29 berths. The project will be completed in 5 years from the commencement date. KE: What is the status of road construction? SK: Currently, we are constructing a 505 km road between Isiolo and Moyale on the Kenyan side with 4 contracts in place. The first contract road of 136 km between Isiolo-Merille River, is complete. Between Merille River-MarsabitTurbi-Moyale, construction is on with different contracts on set with a time
20 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
limit of 3 years. Construction is not only happening on the Kenyan side but also in Ethiopia whereby a 500 km road is already taking place with 6 contracts set. Between Lamu-Garissa-IsioloLokichar-Nadapal Road, design work is in progress with 3 different consultants supported by the African Development Bank and the government of Kenya. For the border between Lokichar and Nadapal, design work is complete and the government is seeking funds and development partnerships with the World Bank who play a big role in providing funds for the construction works. The construction of these roads will enhance integration in a unique way.
LAPSSET
An impression of Lamu City (LAPSSET Authority)
KE: Tell us more about the oil pipelines. SK: This is a fast track project as recently the Ministry of Energy and Petroleum announced for consultancy to undertake preliminary engineering design of the crude oil pipeline, which is set to be completed early this year or next year. After this, the government will move to tender for the crude oil pipeline in the first quarter of next year. The 3 countries (Kenya, South Sudan and Uganda) have undertaken the commercialization plan on how the pipeline will be pumped. In this case, the Lokichar to Lamu crude oil pipelines will be the trunk crude pipeline to accommodate crude oil from Uganda and South Sudan. A crude oil terminal tank will, therefore, be built at Lokichar and Lamu to handle the logistics of pumping crude oil through the pipeline as well as loading into ships for export. This will increase the volume of the crude oil to be pumped within the 3 countries. South Sudan and Kenya governments will organize admission of the Uganda crude oil pipeline into the LAPSSET corridor crude oil pipeline project.
KE: Recently the budget was read and infrastructure as a whole received a good boost. LAPSSET has also attracted investors from all over the world. Is the project financially set for kick-off or is provision not enough still? SK: There is enough money to carry out all the projects through the provision of KES 9.4 billion from the government. In 2011, the government paid KES 1.98 billion to a Japanese consultancy firm for consultancy services within the Ministry of Transport. In 2011-2012, KES 1.75 billion was allocated for construction of the Lamu Port which is already complete. Between 2012 and 2014, Kenya Ports Authority received a total of KES 5.7 billion in bits for commencement of operations. KE: What roles do engineers play in the LAPSSET projects? SK: In the LAPSSET projects, engineers play a major role especially in undertaking design and supervision of the various projects. They offer advice as consultants on certain materials to use
especially on engineering construction. KE: The Standard Gauge Railway will be a great achievement for Kenya. What are your thoughts on this project? SK: This is a major infrastructural engineering project that is seen to be worthy of honouring in Kenya’s 50 years of independence. It will catalyse the socio-political and economic status of Kenya in terms technological development. It will increase GDP by at least 1.5 % per annum. It will see the speed of passenger commuter trains improve to about 120 km per hour and that of cargo to about 80 km per hour compared to the current 40 km. It will also ease congestion at the Port of Mombasa and reduce the cost of transportation in the country and the region. KE: Do you have a parting shot for our readers? SK: LAPSSET is a game changer project that will see Kenya, Ethiopia and South Sudan enjoy regional integration benefit.
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 21
NEWS
Theta Dam to serve over 50,000 Gatundu residents Young graduate tells Kenya Engineer about supervising construction workers, overcoming gender obstacles and the need for government educational support
L
BY MERCY NDUATI
ynn Rachel Mutethya, a registered graduate civil engineer with Institution of Engineers of Kenya, has overcome the odds of gender by taking charge in the construction
of a dam located in Gatundu South Constituency. Having pursued her Bachelor of Science in Civil Engineering at Jomo Kenyatta University of Agriculture and Technology between 2008-2012, she always had a passion for and interest in Maths and Science
22 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
subjects while in school. She currently works as an Assistant Engineer in the water department with Norken International Limited. Through this company she has gained the opportunity to learn and grow through on-the-job training and formal training.
DAM Theta Dam, Kinale Forest, Gatundu South constituency
South constituency. The project entails construction of a 17 meter high compacted earth fill dam, construction of a reinforced concrete spillway and laying of a 3.5km long 500mm diameter steel pipeline up to the Mundoro Forest edge. Theta Dam is a project developed and funded by the government of Kenya through Ministry of Water and Irrigation in order to provide support to Athi Water Services Board (AWSB) in its Infrastructure Services Project, (as propelled by the Water Act). The dam will offer access to potable water storage capacity of 400,000 cubic meters for use by local residents in Gatundu South. The option of using the dam for irrigation purposes is also being considered. Athi Water Services Board awarded the construction contract to Lee Construction Limited in June 2011 after the tender process. The contract for consultancy services for supervision and coordination of construction works for the dam was awarded to NorKen International Limited. The dam, once completed, Morning glory spillway for will serve a population of measuring water level about 50,000 people in Mundoro, Ndundu, Gachika, Kiamuoria,
In addition to supervising Theta Dam, she has participated in the construction of Raw Water Gravity Main which she refers as being her greatest achievement thus far. This is what she had to say about the dam and role of engineers in achieving Kenya Vision 2030: “Theta Dam is located inside Kinale Forest and has been constructed across Theta River in Gatundu
Nembu, Gathugu, Kigumo, Kibichoi and possibly parts of lower Nyanduma in Githunguri. With regards to Vision 2030 goals, female engineers and civil engineers, in particular, play a major role. They design, construct and maintain infrastructure that supports human development, and they contribute to sustainable development across the country. Constructing the dam to where it is now, I experienced a hard time during the first days in a field that is dominated by the male gender. It got easier with time and used to the tough conditions. I have to say I’m lucky. The engineers I work with are always accommodative and supportive which makes me forget I’m the only woman around. Another challenge experienced was in giving instructions to male construction workers. Most were not easily receptive to the idea of a woman telling them what to do and how to do it. By allowing them to express their opinions and appreciating their work, I have been able to supervise works with more ease. Also the emerging low numbers of engineers across the country is worrying and there is need for awareness and mentorship programs
Graduate civil engineer Lynn Rachel Mutethaya
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 23
DAM
A section of Theta Dam
among students. More career talks need to be held for students to understand and appreciate the world of engineering. This can help students gain zeal to do engineering courses. Engineering related industries and Infrastructure development also face a great challenge when it comes to funding large projects. Many projects fail to kick off due to inadequate funds. Some start and stall due to the same. Current government budgets for infrastructure improvement alone greatly fall short of estimated needs. Securing the funds necessary requires both popular and political support. Engineers also face formidable political obstacles. In many instances, entrenched groups benefit from old systems that wield political power thus blocking new enterprises. Public understanding of engineering and its underlying science will be important to enhance successful adoption of new technologies. Corruption and improper project management are other challenges engineers face. During construction works or
THE GOVERNMENT SHOULD SUPPORT AND FUND EFFORTS TO ESTABLISH AND NURTURE ACADEMIES OF ENGINEERING AND TECHNOLOGICAL SCIENCES. building, we experience unauthorized contractors taking charge of buildings which bring health, economical and engineering hazards. For this reason, several factors should be considered in structural design. Failure to consider these factors can lead to a structure or building collapsing, pose a great threat to human life and plunder the economy. As infrastructure is a great pillar to economic strength, these problems can lead to a loss of confidence in the engineering fraternity. To counter this rising trend, engineering bodies such as the EBK and IEK have come up to ensure that practising engineers obtain their education from recognized and authentic academic institutions. These bodies also ascertain the quality of engineering courses being offered in academic institutions and offer membership to qualified engineers.
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It should be mandatory that all practicing engineers and contractors be members of such bodies. Strict laws should be enacted and reinforced regarding unauthorized contractors. From this, I hope that the future of engineering in Kenya would consider provision of basic infrastructure, including roads, schools, water, sanitation, irrigation, health care, energy and telecommunications. In addition, the government should support and fund in effort to establish and nurture academies of engineering and technological sciences and engineering projects.� Ms. Mutethya advises young people, particularly ladies, to take up engineering as it is a manageable career, has great opportunities and is a marvelous way of giving back to society.
MHANDISI
Engineers investment in Kenya Mhandisi Sacco
M
handisi Sacco is the only Sacco for engineers by engineers. The Sacco is designed to meet the needs of fellow engineers and as such it understands the needs and aspirations of engineers. We are registered as Mhandisi Savings and Credit Co-Operative Society Limited under the Mnistry of Industrialization and Enterprise Development. Our main purpose is to give engineers an opportunity to save and get loans at very low interest rates at 1 percent based on one’s own contributions. We also understand the challenges facing the engineers, contractors, consultants young and old. As such we provide an array of products specially designed to suit the short and long term financial needs and obligations for the engineer through savings, investments, insurance, loans and pension services. We walk with you right from your early career days to ensure you get a strong financial start. The loan products include: • Loans for development. These loans are granted at twice the amount contributed by a member, repayable in 2 years with a monthly interest of 1 percent on reducing balance. • School fee support. This loan is repayable in one calendar year (January to December). • Emergency loans. These loans are for clearing a court fine, hospital bill, funeral expenses and other unforeseeable eventualities. • Services loans. These loans assist engineers in carrying out consultancy assignments. The society undertakes to process the loans within the shortest time practical depending on the qualification fulfillment. We also offer saving schemes for important events like holidays and savings to withdraw for various purposes. We have a strong secretariat with qualified staff to handle your affairs with utmost professionalism and efficiency. The Sacco is all inclusive and has attracted engineers irrespective of where they work or they are. The Sacco constantly promotes the
Road construction works in progress
economic interest of members either jointly or individually through joint investments which include buying shares in listed companies, unit trusts, treasury bills or operating fixed deposit accounts. The Sacco will soon register Mhandisi Housing Cooperative Limited, an outfit through which land can be purchased to develop real estate on behalf of members. We will also re-finance projects for our members depending with their needs and the nature of the projects. The loans will be secured by 2 or 3 members who shall act as guarantors as required by the act and by-laws. As such it is advisable to encourage your colleagues and friends to join with you. The Sacco provides a means of networking and co-operation between engineers providing strong links with the Institution of Engineers of Kenya and other engineering and cooperative related institutions. To participate in management and supervision and in committees of the Sacco, one must be elected from the register of members during an annual general meeting. The registration into the Sacco is open to all engineering graduates from university and college, corporate and all engineers practicing in different fields e.g. engineering consulting firms and contractors, manufacturers and all government institutions. Being part of the Mhandisi Sacco is easy. It requires completing a membership application form obtained from our
offices. It can also be downloaded from our website: www.mhandisisacco.co.ke. Attach a copy of your national ID/passport with recent passport photos. Once completed, submit the application, together with the joining fee of KES 5,000. Monthly payments of KES 5,000 can be made through the bank account, account name being MHANDISI SACCO LTD, the account number 01120162913000, Cooperative Bank Upper Hill. You can also make your payments via M-Pesa and Airtel paybill. The minimum number of shares sold to a member is 250 at KES 20 each. One can purchase as many shares as they can afford. Monthly contributions are not restricted either, one can save as much as they can afford. Other professionals like doctors, bankers and accountants have already achieved success in their Sacco. Let us all join to strengthen our Sacco and take advantage of the unlimited investment opportunities we have as engineers. Sacco news On 17th July 2014, the management and the supervising committee went through training on efficient ways to run the Sacco. The training was facilitated by the Ministry of Industrialization and Enterprise Development. The training was focused on the responsibilities and virtues expected from the leaders of the Sacco. They also got tips on keeping the Sacco from external interference and submitting audited reports.
Developing sustainable highways World Bank reports infrastructure quality means stronger trade Eng. Kidenda presented this paper at the 21st conference of the Institution of Engineers of Kenya. The conference was held at the Leisure Lodge Resort, Diani, Kenya, on the 7 – 9 May 2014.
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Introduction n efficient transport infrastructure plays an indispensable role in facilitating trade and development. Road infrastructure is the dominant mode of transport in Africa, accounting for 80% of goods traffic and 90% passenger traffic. Infrastructure quality, cost and reliability is directly associated with levels of income. In general, the
poorer a country’s infrastructure, the poorer are its citizens. Compared with world standards, Africa’s existing transport facilities are poor and badly integrated. With globalization, it will become increasingly difficult for Africa to remain competitive if its infrastructure systems continue to be sub-standard. Road development should be sustainable. Sustainable development is defined as development that meets the needs of the present without compromising the ability of future generations to meet their own needs. Sustainable highway development must take into consideration the social, cultural, economic and environmental needs of the future generations. Status of road network distribution in Africa Road density and distribution and
26 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
percentage of the road network which is surfaced are key indicators of development. Using these indicators, it can be demonstrated that the status of transport development in Africa varies within and among the continent’s sub regions. The conditions of most African roads remain deplorable, as most parts of the network remain unpaved. As shown in figure 1, only 580,066 km or 22.7% is paved. The remaining portion being made of either earth or gravel (ECA, 2010). (Note: The network density is in km per 100 sq. km. The distribution is in km per 10,000 inhabitants.) Importance of quality roads for counties and the country According to a World Bank Report (2000), the quality of infrastructure
HIGHWAYS
Eng. M. O. Kidenda, Director General of Kenya National Highway Authority (KeNHA) Figure 1
Thika Super Highway, Kenya 3. affects trade in two ways. First, when the infrastructure is of poor quality, there is increase in total transport costs as it increases direct transport costs and the time of delivery. Public infrastructure, including transport infrastructure, has been proved to affect trade through its effect on a country’s comparative advantage. To unlock potential for trade and economic development we must improve competitiveness by addressing infrastructure shortcomings and prioritize infrastructure to realize greater returns and scale of economies (essential competitiveness) (Thomas, 2008). Steps being undertaken by KeNHA to ensure sustainable highway development 1. Customer requirement: Determine the customer requirements and translate them into road designs 2. Highways design life: Design and construct highways with a
4.
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7.
minimum of 15 years lifespan and 50 years lifespan for bridges Construction of quality highways: Continue strengthening systems to ensure proper management of the construction projects Road maintenance: Establish systems to ensure smooth transitions from construction to maintenance of the newly constructed sections of highways. Environmental safeguard: Integrate and strengthen of environmental management within the road project management cycle Socio-economic safeguard: Strengthen TB and HIV/AIDs management within the road projects as well as systems to ensure adherence to the Constitution, regulations and policies in regard to the resettlement of project-affected persons Sustainable funding for the highway projects: Pursue alternative funding for the roads sector including Public Private Partnerships (PPP) and Annuity Projects to ensure sustainability.
Funding for road projects in Kenya Sources of funding for the Kenyan road sub-sector include the exchequer, the Roads Maintanance Levy Fund, transit tolls, agricultural Cess and our development partners (World Bank, European Union, CHINA, Japanese International Corporation Agency, Africa Development Bank, Kreditanstalt für Wiederaufbau-KfW). That notwithstanding, road development and management in Kenya is traditionally under-financed. Serious financial shortfalls exist on the Kenyan government’s exchequer budget vis a vis requirements of the ongoing contracts to the tune of about KES 16 billion. The fuel levy collections have been increasing at about 5% which is below the inflation rate hence purchasing power of the allocation is reducing over time. The Roads Sector Investment Programme (RSIP) (2011) estimates the current maintenance and development needs to be about KES 40 billion and KES 111 billion, respectively, in the short term. It is apparent that the road sub
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 27
HIGHWAYS
Ethiopia. The project objectives are to increase the efficiency of transport along the corridor to facilitate trade and regional integration, promote private sector participation in the management, financing and maintenance of road assets, and restore vital performance and public assets damaged due to post election crisis.
Impression of the elevated highway to be built on Uhuru Highway, Kenya sector requires a level of funding that is beyond the government’s ability to finance on its own or with the assistance of development partners. The RSIP (2011), therefore, recommends the need to identify additional sources of financing such as Public Private Partnerships Case study: East African region In 1998, East African Community (EAC) together with development partners, agreed on a regional road network that needed to be developed to the highest standards in order to promote regional integration. The project objective is to improve the efficiency of the regional road corridors by rehabilitating failed sections and upgrading gravel roads to bitumen standards. The road network consists of the following transit corridors: • Corridor No. 1: Mombasa – Malaba –Katuna (linking Kenya with Uganda and Rwanda) • Corridor No. 2: Dar es Salaam –Mutukula-Masaka (linking Tanzania with Uganda, Rwanda and Burundi) • Corridor No. 3: Biharamulo– Lockichogio (linking Tanzania with Kenya, Sudan and Uganda) • Corridor No. 4: Tunduma– Nyakanazi (linking Tanzania to Burundi and Rwanda) • Corridor No. 5: Tunduma–
Namanga – Moyale(linking Tanzania with Kenya and Ethiopia and part of the great North Road Transnational road projects The EAC Secretariat, apart from coordinating the implementation of the road network projects by member countries, also implements its own projects through grant financing. The flagship road project is the transnational Arusha–Namanga–Athi River Road (235 km) linking Nairobi (Kenya) to Arusha (Tanzania). This project was financed by the African Development Bank (AfDB) and the Japanese Bank for International Cooperation. Following the successful completion of this project, the AfDB has agreed to fund two more pipeline projects: Arusha- Holili-Voi (240 km) linking Northern Tanzania to Mombasa and Malindi-Lunga Lunga-Bagamoyo (400 Km) road running along the East African Coast between Kenya and Tanzania. Northern Corridor Transport Improvement Project The Northern Corridor was created to link the landlocked countries of Burundi, DRC, Rwanda and Uganda to the Kenyan seaport of Mombasa. The corridor also serves Northern Tanzania, Southern Sudan and
28 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
The LAPSSET Corridor The Kenya government is undertaking the development of the proposed Lamu Port-Southern Sudan-Ethiopia Transport Corridor (LAPSSET). It is one of the priority flagship projects identified in the government’s long term development policy, Vision 2030. The project consists of three major transport infrastructure components, i.e. railway, highway and pipeline, which will run parallel to one another. Status of some projects in Kenya The Kenya Vision 2030 dictates that no part of Kenya should be remote by the year 2030, thus all counties need to be interconnected and connected to the capital city, Nairobi. Currently part of Northern Kenya is considered remote. To ensure provision of safe and adequate roads to all Kenyans. One Stop Border Posts are being built The formation of the East African Community Custom Union has resulted in expanded size of the regional markets and the need to facilitate intra-regional trade and investment. Construction of border crossing facilities and transit organization to improve inland clearance efficiencies are underway. All One Stop Border Posts are scheduled to be complete between January 2014 and March 2015. Status of construction LungaLunga 85% Taveta 80% Namanga 20% Isebania 75% Malaba 70% Busia 60% The benefits of the One Stop Border Posts include: time saving
HIGHWAYS Ongoing road construction in Kenya 1. Timboroa - Malaba Timboroa – Eldoret Length: 120km Cost: KES 3.1bn % complete: 68 Completion:May 2014
5.Merille – Moyale Eldoret – Webuye Length: 60km Cost: KES 3.4bn % complete: 69 Completion:Sep 2014
Webuye – Malaba Length: 60km Cost: KES 3.8bn % complete: 70 Completion:Jun 2014
2.Kisumu – Kitale
Eldoret – Webuye Length: 121km Cost: KES 13bn % complete: 47 Completion: Apr 2014
Webuye – Moyale Length: 123km Cost: KES 12.0bn % complete: 11 Completion: Oct 2015
6. JKIA - Rironi
Kisumu – Kakamega Length: 45.5km Cost: KES 4.45bn % complete: 19 Completion: Jan 2015
Kakamega – Webuye Length: 40km Cost: KES 2.5bn % complete: 0.95 Completion: March 2015
Webuye – Kitale Length: 58.4 km Cost: KES3.3bn % complete: 36 Completion: Jan 2015
JKIA – Likoni Length: 8km Start: Dec 2014 Period: 24 months
Nyamasaria – Kisian Length: 26km Cost: KES 5.8bn % complete: 67 Completion: Sep 2014
CURRENTLY PART OF NORTHERN KENYA IS CONSIDERED REMOTE
3. Mau Summit - Kisian Mau Summit – Kericho Kericho – Nyamasaria Length: 57km Length: 75km Cost: KES 6.8bn Cost: KES 8.1bn % complete: 53 % complete: 81 Completion: Jun 2014 Completion: Sep 2014
4. Miritini - Kibundani Miritini – Kipevu Length: 9.48km Start: Dec 2014 Period: 30 months
Merille – Eldoret Length: 120km Cost: KES 13.7bn % complete: 5 Completion: Jan 2016
Mwache – Mteza Length: 9.73km Start: Jan 2015 Period: 41 months
Mteza – Kibundani Length: 6.3km Start: February 2015 Period: 24 months
Likoni – James Gichuru Length: 12km Start: Jan 2015 Period: 30 months
James Gichuru – Rironi Length: 26km Start: Dec 2014 Period: 30 months
for transporters to enable more effective use of valuable assets and reduced costs; greater predictability of shipments and reduced need for buffer inventories at the end of long cumbersome supply chains; increased competitiveness in international markets and reduced prices for consumers; ease of travel between the partner states; improved information sharing and risk management among control agencies; and more effective controls and revenue collection. Benefits to the government from undertaking sustainable highway development The government will reap the following benefits from undertaking sustainable highway development: increase in trade, i.e. trade creation and diversification; increase in investments; reductions in travel time and costs; reduction in accidents numbers caused by poor roads; improvements of safety in the movement of hazardous goods; decrease in vehicle operating costs, enhancement in flood immunity, increase in flow of commodities and people between the regions; improvement in access to public service and distant labor/ goods markets and, therefore, improvements in the welfare and incomes of households along the road; increases in ecotourism; and reduction in poverty levels due to increase in trade and growth in the economy.
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 29
RAIL The President and the First Lady at the groundbreaking ceremony
Constructing the standard gauge railway project in the Northern Corridor The railway development will include upgrading and modernization of the railway training institutes in Nairobi and Tororo to provide local manpower for the construction and operation of the railways EDITORIAL CONTRIBUTON Introduction midst the information glut that is presented by the digital modes of communication and the political clamor, vital components of Kenya’s infrastructure development can be lost. Nonetheless, they represent history unfolding in our lifetime. The governments of Kenya, Uganda, Rwanda
A
and South Sudan have embarked on railway transport development within the northern corridor. This will be achieved through the construction of the standard gauge railway (SGR) connecting Mombasa to Malaba (with a branch line to Kisumu) onward to Kampala, Kigali (with a branch line to Kasese) and Juba (with a branch line to Pakwach). The railway line will have a uniform design specification which will permit seamless
30 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
operation across the borders. The railway development will include upgrading and modernization of the railway training institutes in Nairobi and Tororo to provide local manpower for the construction and operation of the railways. While the Mombasa to Malaba/Kisumu section is expected to be operational by 2018, the feasibility study and the preliminary design of Malaba to Kampala section is in progress. The governments of
RAIL
Design standards Mombasa-Nairobi railway Item Specification Gauge 1,435 mm Design standard
Chinese
Class of railway
Class 1 design, maintenance and operation
Number of tracks
Single initially (civil infrastructure prepared
for future doubling) Length of crossing loops
Minimum 880 meters
Rail
International union of railways (UIC) 60 (60 kg/m)
Switches
Electrically operated
Minimum horizontal curve radius
1,200 meters; difficult sections 800 meters
Minimum vertical curve radius
10,000 meters
Maximum gradient
1.2%
Power type
Diesel initially
Type of locomotives
Passenger: 3,300 HP
Freight 5,000 HP Shunting
2,000 HP
Loading gauge
Double stack containers and future electrification
Axel load
25 tonnes (minimum)
The feasibility study and preliminary designs is in progress for this stage. Uganda and Rwanda are also discussing joint procurement of consultants to undertake the feasibility studies and preliminary designs of the Kampala to Kasese and Bihanga to Kigali sections. Uganda and South Sudan also intend to jointly study the Tororo to Pakwach and Gulu to Juba sections for standard gauge railway installation. Review of the standard gauge railway project in Kenya A lot of progress has been made and the ongoing construction and development is set to be over by 2018. Kenya is to develop the Mombasa– Malaba/Kisumu sections in two phases. Phase 1: Mombasa to Nairobi This phase is in the development stage. The engineering procurement and construction (EPC) contractor identified and the ground breaking and beginning of construction took place on 28 October, 2014. Phase 2: Nairobi – Malaba/Kisumu
A brief introduction to railways A railway is a permanent track composed of a line of parallel steel rails fixed to sleepers and is for transporting passengers and goods in trains. Railway also refers to any track on which the wheels of a vehicle may run. Railways refer to the entire, infrastructure, equipment, rolling stock, buildings, property, personnel and systems of operation used in railway transport. Features Some of the outstanding features of the standard gauge railway on construction which will be developed for freight and passenger traffic include the following: Each freight train will have a capacity of 216 twenty feet equivalent units (TEUs) and will travel at an average speed of 80 kilometers per hour and they will be operated on the basis of speed, safety and cost effectiveness. The passenger services will be operated with maximum safety and comfort for passengers at the stations and inside the
trains. Each passenger train will have a capacity of 960 passengers and will travel at the average speed of 120 kilometers per hour. To improve the railways, there will be construction of state-of-the-art stations. The railway has been designed for environmental compatibility particularly within the national parks where fencing will be provided along with under passages for wild animals. Scope of work The scope of work is to build a single line standard gauge railway connecting Mombasa to Nairobi with a total track length 609.3 kilometres. The works will include building freight exchange centres at Mombasa, Voi and Nairobi. Other works include supply and installation of facilities including: water systems, electricity supply, signalling, communication and ICT at 33 stations, building and installation of traffic control centre for the whole line at Nairobi, building state-of-the-art passenger stations at Mombasa and Nairobi and five other intermediate stations, supplying locomotives and rolling stock (passenger
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 31
RAIL
Design standards Mombasa-Nairobi railway Item Expectation Load per freight train
4,000
Load per passenger train
1,200 passengers
Number of passenger trains
4/day initially
Average speed freight trains
80 km/hour (transit time Mombasa
–Nairobi = 8 hours) Average speed passenger trains
120 km/h (transit time Mombasa–
Nairobi = 4 hours 30 minutes)
Line capacity
28 million tones/annum
Infrastructure cost (609.3 km)
USD 3.98 million/km of track
Total cost of turnkey project
KES 327 billion (including civil works,
facilities, locomotives and rolling stock) coaches and freight wagons), building and equipping maintenance workshops for infrastructure, locomotives, rolling stock and facilities and finally be liable for defects for 12 months after the handing over of the various project elements. Challenges There are several challenges to be overcome in this venture including: steep incline and ragged terrain mitigated by long viaducts (5 kilometres) from Miritini to Mazeras; deep cuttings and high embankments; a long bridge over Tsavo River; passages for wildlife at Tsavo National Park. There are also the crossing roads and existing railways. These require grade separation. During construction there will be need to observe safety in operations and put up fencing with elephant proof fencing materials throughout Tsavo National Park. Land acquisition is a long and tedious process which can cause delays to construction and pose a financial challenge. This is a green field project which will require new stations, depots and facilities like electricity, water supply and equipments. Vitally, it will require locomotives and rolling stock new purchases without which we have no railway. The end product should be a typical freight train which is 880 metres long with 54 double stack flat wagons carrying 216 TEUs. It should be able to cover Mombasa–Kisumu in a transit time less than 18 hours. Project drivers
The major motivations for the project include: reducing the cost of transportation in the country and the region making Kenya attractive to investment; reducing the freight transportation tariff USD 0.20 per tonne-kilometre on the average to USD 0.083 per tonne-kilometre; and reducing transit time for freight trains from 30 hours on the average to less than 8 hours between Mombasa and Nairobi with increased rail transport share in the northern corridor. This will reduce damage to the roads and make the roads safer. Social benefits There will be direct jobs created including at least 60 new jobs per kilometer of track during the construction period. The local industries will get a stimulus. Large quantities of local inputs such as steel, cement, aggregates, electricity generation and electricity transmission pylons and cables, roofing materials, glass, etc. will be required from local industries with potential to create at least 10,000 jobs. The service and hospitality industry will also get a boost estimated at 3,000 jobs to provide foods, accommodation and leisure. There will be skills development with an estimated 15,000 people to acquire skills suitable for self employment after the construction period. These are masons, carpenters, mechanics, electricians, etc. Technology will be transferred to Kenyans with an estimated 400 engineers and high technology technicians trained during construction and will be available for
32 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
local and regional railway development. Accidents will be reduced as the railway will reduce the number of heavy trucks on the road thus reducing accident incidents making the roads safer for human traffic. Economic benefits There will be reduced cost of transportation in the region making it an attractive investment destination, and the trains will protect the environment through reduced carbon emission. The better infrastructure will accelerate industrialization through easier and cheaper transport and the establishment of new industries to service the new railway. The railway will contribute to the economy by an annual GDP growth of at least 1.5% during construction and subsequent operation. It will enhance the region’s competitiveness and reduce congestion at the Mombasa Port thereby securing the port as the preferred facility in the region. It will also reduce wear and tear on roads thereby reducing maintenance cost and enhanced freight security. Steps in the development process • Promise of funding • Feasibility study and preliminary designs by consultant • Kenya Railways (KR) and consultant review of feasibility study and preliminary designs • Preparation of bills of quantities and estimates
SGR impression
• Commercial contracts preparations, negotiations and signatures • Application for financing loan(s) and grants • Peer review of feasibility study and preliminary design • Financing conditions • Financing agreement(s) negotiations and signatures • Disbursement Financing The government of Kenya currently incorporates in the countries annual budgets the railway development fund (RDF) to be serviced by a 1.5 % levy on the cost of all imports. This generates KES 20 billion annually. The budgets and railways development fund provides seed funds for the outsourcing of loans. The main funding is expected from loans from EXIM Bank of China under government-to-government arrangement. The government of the People’s Republic of China has a three-year loaning arrangement with Africa under Forum on China–Africa Corporation (FOCAC). In 2012–2015, China has set aside USD 20 billion in loans to support the development of certain projects in Africa. The total cost of the project is USD 3.804 billion. The loan from EXIM Bank is USD 3.233 billion (85%) while the government of Kenya is to contribute the remaining 15%. The loan from the EXIM Bank is
divided into two parts. The first part is a concessional loan of USD 1.6 billion. It has a 2 % interest per annum with a grace period 7 years. The repayment period is 13 years. The second part is a commercial loan USD 1.633 billion: ≈ LIBOR + 360 base point interest per annum. The grace period is 5 years with a repayment period of 10 years. The insurance for the commercial loan is at 6.93% of the value of the loan and paid in three annual instalments. The interest payment during the grace period is to be covered by government of Kenya from budgetary allocations and railways development fund. After this, loan repayment must be covered by revenue from the railways operations. The government of Kenya is to guarantee adequate traffic for railways to generate revenue covering operations and loans/interest payments. Lenders comfort EXIM Bank has taken the following measures to ensure the loan will be repaid: The contractor and construction standard will be Chinese; the railways operator must be familiar to the lender. The loan insurance is also done by SinoSure of China. After construction, the government of Kenya should guarantee traffic for profitable operations. The escrow account will be opened and operated jointly by EXIM Bank and Kenya Railways with 3 scheduled charges
as follows: first charge for operations, second charge for payment of loans and interest and the final charge for capital projects. The government of Kenya is also expected to guarantee the loan, confirm available funding for land acquisition and relocation. The government of Kenya must also confirm available funding for 15% of its contribution. Lessons Through this process several lessons have been learnt. One of the challenges is identifying suitable funding for development. This leads to the realization that government-to-government funding is most promising since this is a capital intensive undertaking and takes some time to pay back. Public Private Partnerships and private funding have certain challenges which diminish their role in financing a green railway development in the East African region. It is realized that lenders have similar conditions for loans but the conditions for new railways projects are more stringent thus, in new railway development, emphasis should be given to economic and social benefits rather than financial returns. NB: Figures and facts obtained from the presentation by SGR project manager ENG. S. OUNA BSC ENG (ELECTRICAL), PE, at the last CIBEX conference at KICC.
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 33
BANKING
I
Banking on engineers
n modern day banking, there are many areas where engineering and banking meet and biggest among them are digital banking and analytics. Banks need to focus on analytics to understand their lifetime value to a customer and how to retain each customer. Expert mapping of transactions can enable banks to accomplish this. To understand the nature of these transactions, banks need experts in technology, statistics and math. The growth in models like branchlessbanking and the implementation of financial inclusion are also making hiring specialists a must. Fortunately, as the banking sector expands, technology professionals are becoming increasing interested in banking careers. While engineers and technocrats are not new to banks, I see a definite possibility of the number of such openings growing in the coming years. In the last five to ten years, the number of engineering graduates in the banking sector has increased across the world. In growing economies like India and China where this sector is dramatically adding to innovation, engineers are gaining prominence. Banking today is highly dependent on the process of banking for customers and the bank. There is high demand of the people in the areas of process optimization and process effectiveness. Engineers tend to be well-equipped with the skills which help in identifying the wastages in a process as well as in designing optimized processes. I also believe that formal engineering training makes engineers especially strong to fit in specific areas of banking. Engineering training is an engineer’s biggest asset. They don’t need to undergo any specific banking training. Banks will always need key skills like analytics, statistics, and process mapping/optimization as well modern
Raj Singh | Senior International Banker |FCA, ACS, MBA Raj is a senior international banker currently based in Nairobi, Kenya. He has over 15 years of experience which includes revamping banking set ups; managing entire operations; and driving growth and development. Raj also has a proven track record of establishing systems, procedures and people management. In addition to Kenya, Raj has served in senior banking positions in India and Nigeria.
day computer engineering. Once I asked an engineering graduate, “I know you’re good at math and calculations, but can you talk to people? Do you have any social skills? Are you actually interested in banking and finance? Are you willing to work 12 hours a day?” Strong quantitative skills, attention to detail, and the added abilities of social skills mean an engineer adds enormous value to the banking industry. Personally, I believe that anyone with a sound engineering background will prove to be a better
34 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
than an investment banker. Investment banking has become a very popular option among technocrats. Engineers do exceptional work in banking sector where they use their rational knowledge to get ahead of commerce students. Not surprisingly, a recently-appointed CEO of one of biggest global banks has an engineering background. In conclusion, I would like to reiterate that engineering and banking have a great future together.
IEK
The new IEK Chairman Eng. Reuben Kosgei speaking at a hotel in Nairobi
IEK holds its monthly luncheon with NCA T he Institution of Engineers of Kenya (IEK) in partnership with the National Construction Authority (NCA) organized the first monthly luncheon in this financial year, 2014/15, at the Pan Afrique Hotel on Wednesday, 30th July 2014. The chief guest at the event was Ms. Jane Njoroge, the deputy director general of Public Procurement Oversight Authority (PPOA). The theme of the luncheon was “How engineers can assist the NCA to enforce its regulations.� The IEK chairman Eng. Kosgei, welcomed all the members in attendance and introduced the new council members and the guests. He then acknowledged the support of NCA and their role in the country. Representing NCA at the function, Eng. Maurice Aketch
said that anything that changes the landscape is within the mandate of NCA. He said that the NCA had registered about 13000 contractors of which 80% are medium and small, that is category 5-8. The chief guest said that the procurement process would be much more effective if engineers took part in it. He added that the PPOA is ready to work with engineers and will soon have a capacity building program with partnership with IEK once funds are available. Eng. Collins Juma, the chairperson of the Functions and Conference Committee, promised that during his tenure, IEK will have these luncheons on a monthly basis as it should be.
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 35
ENTERPRENUERSHIP
The engineer as an entrepreneur
I
BY KEVIN ACHOLA
have been thinking of an engineer not only as a wage earner but also as a job creator, an engineer not just as an employee but an employer. Many have peddled the image of an engineer as a timid but focused individual relegated to a workshop hammering away at metals to the extent that such an image has become sticking yet anemic. Making my way through the University of Nairobi, Mechanical Engineering Department, I noticed that every time I introduced myself as a student of mechanical engineering, most would ask if I would move to Kirinyaga Road or Ngara to ply my trade as a vehicle mechanic after graduation.There are many misguided opinions on the loose as to what the Kenyan engineer should be. I have come to think of an engineer as an entrepreneur and a focused developer of his country, therefore, when I got the chance to meet Eng. James Mwangi, I did not hesitate. Who is Eng. James N. Mwangi? Getting into his office at Upper Hill, you notice quite literally he is a man surrounded with accolades. He comes through as an individual bursting with life, very jovial and forthcoming. He is the Chief Executive Officer of Kurrent Technologies Limited, a consultancy firm that provides complete energy solutions.
He has an enviable participation record in professional bodies. He is chairman and council member of the Association of Consulting Engineers of Kenya (ACEK), a registered consulting engineer with Engineers Registration Board (ERB), a corporate member of the Institute of Engineers of Kenya (IEK), secretary and member of executive committee of GAMA (Group of African Member Associations) which is comprised of associations of consulting engineers of African countries, Director, Petroleum Institute of East Africa (PIEA) and a member of several technical committees at Kenya Bureau of Standards. As for registration with licensing bodies to practice, he is registered by the Engineers Board of Kenya (EBK) and the National Environment Management Authority (NEMA) Eng. James Mwangi is an engineer with twenty four years of experience in design and various aspects of contract administration for petroleum engineering, environmental, safety and related works, management systems and administration. He has a degree in Mechanical Engineering from the University of Nairobi. He previously worked with the then Ministry of Housing and Physical Planning and Central Glass Industries for a total of four years. He has wide experience in the design and construction of energy projects including petroleum facilities ranging from service stations, to liquid
36 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
Engineer James Mwangi at his office in Upper Hill, Nairobi petroleum gas (LPG) and petroleum depots/terminals/pipelines. He has international experience with petroleum facilities having worked in the United States of America as a consultant (with Caltex Petroleum Corporation) in the petroleum industry and carried out petroleum projects in Asia and some African countries. He also has wide experience in Environment, Health and Safety areas. He has undergone many technical training courses and has presented many papers in difference conferences. He is 53 years young. He is a teetotaler and a gym enthusiast. Onto business I have observed very many engineers go jobless through different circumstances including staff layoffs while others never
ENTERPRENUERSHIP
get the chance to work in the first place. This year, in a bid to tame the spiralling wage bill in Kenya, Cabinet Secretary Ann Waiguru has set in motion a bid to relieve up to one hundred thousand public officers of their jobs. Some of these will be engineers. Many graduates of engineering in Kenya, for a myriad of reasons, which include lack of experience which they have no chance of obtaining before exposure to the work place, are unemployed. Most engineering graduates are also forced to eke a living in other fields including hawking of loan deals and other menial jobs. It is also worth noting that we have a shortage of engineers in Kenya. This lack in the midst of abundance
presents a paradox, which will only be bridged by engineering entrepreneurship. How has life been for you since you left formal employment, I ask Eng. Mwangi after settling in his office. He responds, ”The last thirteen years have been very exciting and particularly fulfilling to me. I see no reason why other engineers cannot be successful entrepreneurs.” The country and the region need many entrepreneurs. Statistics reveal that the small and medium scale enterprises account for 50 percent of the gross domestic product of the country. Small and medium scale enterprises (SMEs) and the informal sector employ up to 80 percent of people currently. They create about 90 percent of new
employments. As such engineers in this country have a role to play in making this a better country through entrepreneurship. “The idea that you have to wait until you are old to start a company should not be there. Big companies like Microsoft and Facebook were not started by old guys. Not everyone can be employed by the big companies,” the engineer says. He says that what spurred him on to entrepreneurship was the realization that Caltex could one day just decide to axe him. At the time before his departure, Caltex was reviewing its operations and streamlining its operations. Others whom he worked with had received their separation letters. He did not wait
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 37
for his, he opted out. Easing the impact of job loss “Employers have a moral obligation to adequately prepare employees for changes in corporate strategy that may result in loss of jobs,” the engineer maintains, “In the event of a job loss, I would advise one to put their family ahead of anything else. Family support during this critical time is very important,” he adds. He advises that actually retrenchment is not that bad if those who are being retrenched have worked and have gathered some skills. They should go ahead and form their own enterprises. How come they cannot use those skills to start their own enterprises? The logic is that if you were employed
to do a certain job and you did it so well for your employer, you can start a shop offering those very services. You should start your firm, and then offer your former employer a chance to outsource those jobs to you. This logic is the very one that Eng. Mwangi applied. He did not sever ties with Caltex but just adjusted the dynamics of it. He was an employee of Caltex on a Friday and the Tuesday that followed it, he was on a plane on his way to a project as a consultant for Caltex. If you decide to leave employment, base your decisions on the skills you already have and the networks that you have built. Do not leave your job to go start a Matatu business that you know very little about. Sharing his
38 KENYA ENGINEER SEPTEMBER-OCTOBER 2014
insights the engineer says, “People, who are leaving employment or want to leave employment, should become entrepreneurs. They should base their exit on their skills. Employees should plan their exit, and if they do not plan it other people will plan it for them.” Partnering “Keep in touch with your former colleagues and peers, explore partnerships within business with friendly colleagues, joint ventures have a higher survival rates”, says the engineer. At Kurrent Technologies he partners with Sanjay Gandhi who is the Chief Operating Officer. Sanjay is a Civil, Structural and Environmental Engineer and has practiced in the oil and gas industry since 1990.
ENTERPRENUERSHIP
“THE GOAL OF THE LAW IS TO ENSURE THAT MOST OF THE REVENUE STAYS IN THE COUNTRY AND MOST OF THE ENGINEERING AND INFRASTRUCTURE JOBS ARE DONE BY THE KENYANS.”
They were together at Caltex and in the United States working in the midnineties. They each spent 2 years working there. It was a great eye opener for the two and the idea to form a formidable consulting firm was hatched there. Partnering is not only limited to your peers but also those who have better capacity than you. He noted the power of partnering with foreign companies. Most times it is good to partner with foreign firms because sometimes you do not have the skills or the capacity while those foreign companies have it. You also may not have a strong name or brand. It helps to walk with the strong and learn from them. They also support those who are trying to grow. “Partnering has helped us do several
major projects be they LPG complex facilities, large petroleum depots, major petroleum pipelines, power generation projects among other works in the past. Now we are up in Turkana oil blocks doing major works. Our partnerships with foreign firms are very important to us,” Eng. Mwangi adds. Another important step has been his active engagement in professional organisations. These include the Association of Consulting Engineers of Kenya where he is the chairman, the Kenya Private Sector Alliance (KEPSA) where he sits on the Energy Sector Board, the Association of Professional Societies of East Africa where he sits on the council, the Petroleum Institute of East Africa where he is a director and many others. He explains that lobbying is critical for any entrepreneur or person wishing to have an issued addressed. He sums it up by saying that, “If you are not seated at the table then you are part of the menu.” He has chosen to take a “seat at the table.” It is worth noting that the procurement law in Kenya says you should have 40 percent local content in all major projects that involve foreign players. The biggest problem is that this is not being adhered to. There are many parties who are currently advocating for a local content law. The goal of the law is to ensure that most of the revenue stays in the country and most of the engineering and infrastructure jobs are done by the Kenyans. When the locals do these jobs the money stays in the economy. The individuals invest locally. To undertake those jobs they employ locally and the cash they earn they spend in the country’s economy. Training, unemployment and exporting of jobs “Let the rewards of the engineering profession be seen. Let there be a structured training program. Let the engineering student be embedded in an industry. Let the young engineers be enabled. It is very unfair for an engineering graduate
to leave the university and not know even what a pump impeller looks like. Let them have industrial exposure. Let them have some money to afford a decent life. Let there be work especially now that we have so many engineering related projects in the country”, the engineer says. The engineers have taken a “back seat” for too long. It is time they took the right seat in society. They must not only design and build infrastructure. They must also own and operate them. To this he adds, “the government should give young engineers opportunities to work. One of the initiatives the government should have is to give provisions within the project contract sums for engaging interns and new graduates. The burden of training should still stay with the government.“ When the foreign companies get most of the work there is a net outflow of capital and work. This leads to job loss and lack of money circulating in the economy even if the infrastructure is built or job done. Too much money should not be plucked from the economy. The people should be empowered and enabled locally to undertake these jobs and create wealth. The foreigners come to handle the major projects which is okay as the locals enhance their skills and capacity. If they are not stopped they start to compete for the small projects and soon they will be repairing cow sheds. This takes work away from the locals and increases unemployment. The practicing engineers also have a duty to empower the younger graduates. The engineer says, “If you are able and you do not help a person willing to work and better their lives, you are guilty.” With hindsight he says there have been improvements over time but there is a still lot of room to achieve, but change should be carried out respectfully. I, like the engineer, look forward to better times for engineers as entrepreneurs. The government is creating an enabling environment. We should take full advantage of the opportunities.
SEPTEMBER-OCTOBER 2014 KENYA ENGINEER 39
ACEK
Putting consulting engineers on the frontline
Permanent Secretary, Energy and Petroleum (3rd from right) receiving a memento from ACEK Council members. From left, Eng. J. N. Mwangi (Chairman), Eng. J .Ndemi (Hon. Secretary), Eng. J. Matu (Council Member), Eng. J. Wanyoike (Council Member) and Eng. H. Ndugah (Hon. Secretary)
T
1. FIDIC training he Association of Consulting Engineers of Kenya (ACEK) recently organized the International Federation of Consulting Engineers (FIDIC) International Training for Module 1 and Module 2. The event was held in Nairobi from 16th June to 19th June, 2014. Participants included among others: Kenya National Highways Authority, National Irrigation Board, Kenya Rural Roads Authority, Libya Oil, Nairobi Water, and Kenya Pipeline. 2. Engineers cocktail ACEK held on a cocktail in honor of PS. Eng. Joseph Njoroge on 17th June, 2014 at the Nairobi Club. We had more than 40 participants including our partners, stakeholders and engineering students.
3. ACEK courtesy call 24th June, 2014: The ACEK paid a courtesy call to Ethics and Anti-corruption Commission (EACC) Chairperson, Mr. Mumo Matemu. The agenda included: 1. Introduction 2. Overview of ACEK 3. ACEK’s concerns/recommendations 4. Overview of EACC/response 5 Way forward 4. Annuity financing Stakeholders converged at the Kenyatta International conference (KICC) on 30th July, 2014, to discuss the annuity financing on upcoming road projects. ACEK Chairman, Eng. J.N. Mwangi, was one of the speakers. Below is his speech. “Your Excellency, the President of the Republic of Kenya, Hon. Uhuru Kenyatta, Your Excellency the Deputy President of
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the Republic of Kenya, Hon. William Ruto, the Cabinet Secretary in the Ministry of Transport and Infrastructure, Eng. Michael Kamau, Cabinet Secretary for Finance, Mr. Henry Rotich, Head of Civil Service, the Principal Secretaries in the Ministry of Transport and Infrastructure, Director Generals of the road agencies, distinguished guests, contractors here present, fellow engineers, ladies and gentlemen. On behalf of the Association of Consulting Engineers of Kenya, I would like to thank the President, Deputy President and the Ministry of Transport and Infrastructure for convening this very important meeting. It is indeed a historic meeting for our country and in particular for contractors and engineers. It is gratifying to note the government is fully committed to rolling out the development of infrastructure at a fast pace. The government has made tremendous progress in the development
ACEK
ACEK Executive Council with Chairperson of EACC, Mr. Mumo Matemu (centre) and others EACC delegation. of infrastructure in the recent years thereby not only benefitting the country in general but also the construction and engineering industry in particular. ACEK has been in existence since 1972 and caters for the welfare of consulting engineers in Kenya. It is affiliated to the Federation of Consulting Engineers which is the global body for consulting engineers. ACEK is an active member of Association of Professional Societies in East Africa (APSEA) and Kenya Private Sector Alliance (KEPSA) with the chairman of KEPSA’s infrastructure sector board coming from ACEK. This is Eng. Johnson Matu. ACEK is also very active in other KEPSA sector boards such as the energy sector board. All ACEK members are also members of Institution of Engineers of Kenya (IEK). We view this initiative of annuity financing as a very important step in sustaining the current rate of development. As consulting engineers, we further view this as another great opportunity to participate directly in the development of infrastructure and also in growing the consulting services in our country. The fact that this is not a new idea and has been tried in other countries is comforting. However, there is need to the structure of engagement to address local parameters. There are a number of issues that have been formally submitted to the ministry and we are confident that they are being addressed. We believe that the glass is three quarters full and we are eager to do whatever is necessary and play our part to not only ensure it is full but that it over flows.
Participation of Kenyans is vital in ensuring that the country gets maximum benefits from this initiative. As consulting engineers, we see this as an opportunity for capacity building, growth, creation of employment and creation of wealth for our country. No country can achieve meaningful development without very significant participation of its people. Keeping the local contractors and engineers busy in a sustainable manner will play a major role in promoting cost effectiveness in projects. This will also promote positive trickle down effects. As ACEK, we also believe that this initiative can become a vehicle for women and youth empowerment that can be achieved by the consortia actively identifying areas where these two very important groups can actively participate. Indeed, development of the proposed roads will create opportunities for the youth and women not only in urban areas but also in the county/rural areas. We are glad to note the Jubilee government is already addressing this. For the local engineers and contractors to actively participate in this initiative, it is important to create work parcels that will promote participation of as many local players are possible. Indeed, we recommend that the work lots be designed such that the small, medium and major local contractors can participate so that they can also build capacity to take even larger lots in the near future. The goal would be for all roads and indeed all major projects to be undertaken by local companies on a much more significant
basis in the not too distant future. This, we believe, is possible. The local consultants and contractors in turn must undertake to carry out the work in a professional and ethical manner and meet all the project objectives to the fullest Quality, cost and time must be the critical success factors that must be fully met. Going forward we want to assure the government that we fully support this initiative and that we will work with the government and other key stakeholders in crafting a structure that will not only be beneficial to all but will also identify and mitigate against all potential challenges and risks that can hinder the smooth execution of the projects. This is new concept to us and teething problems are expected. Through constructive engagement and good will of all parties it is very possible to address the concerns that have been identified. This process may take a bit longer than expected but it is important to get this right as practically as possible so that all parties can hit the ground running and indeed subsequently increase their pace to meet the time targets. We once again thank his Excellency the President, his Excellency the Deputy President and the Jubilee government for all they are doing for this country and continue to pray for them to succeed in all their endeavors. With regards to this initiative, we remember the words of a song by the late Elvis Presley, that said ‘It is now or never!’ Thank you and God bless you and God bless Kenya.”
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RACECA
Roads and Civil Engineering Contractors Association
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oads and Civil Engineering Contractors Association (RACECA) operates as an autonomous body that liaises with the Kenyan government in formulating and developing criteria for classification of road and civil engineering contractors and as a body charged with the keeping and updating of an appropriate register of contractors, developing a code of conduct, enforcing the same amongst its members and generally upholding professionalism in the field of roads and civil engineering construction to: • Liaising with the government, financiers and other regulatory agencies on all matter affecting the industry and in the formulation of terms and conditions of contracts relating to roads and civil engineering construction. • Ensuring fair representation as stakeholders in all bodies involved in the civil engineering and road construction sector. • Fostering national, regional and
international cooperation with similar bodies on matters affecting road construction, civil engineering and all other related thereto. • Enhancing competiveness through local international joint ventures, partnership and encouragement of smaller local entrants to the industry by way of support such as lending equipment and providing finance. • Developing local construction capacity by promoting and encouraging training of persons engaged in the work of roads and civil engineering construction by use of appropriate modern technology; engage in research and development, establish suitable bodies for further education and generally encourage the universal adoption of tried and efficient standards conducive to orderly development. • Publishing documents and magazines for the benefit of members of the association and the general public on matters of road construction and civil
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engineering. • Encouraging the initiation and promoting of such legislation and other measures as may safeguard the free unencumbered expansion of the construction industry. • Participating in the social and economic development of the country. RACECA also offers other benefits and services for its members ranging from standards of conduct to educational conferences and networking opportunities. RACECA is closely involved in the committee driving Vision 2030 forward and our Chairman is a member of the Annuity Financed Roads Project being lead by the Ministry of Transport and Infrastructure and Road Authorities to build 10,000 km of paved roads in Kenya in the next five years. The RACECA Vice Chairman is a member of the Board of the National Construction Authority and all our members are registered with NCA, most in categories one or two. The RACECA members can be accessed on
RACECA their company web sites the links to which are provided by clicking on the logos presented in the “Members” section of the RACECA website. A major strategic plan being developed by RACECA is the Ministry of Transport and Infrastructure, State Department of Infrastructure Project to develop 10,000kms of roads supporting the primary growth sectors through a contractor facilitated Annuity Financing Mechanism financed by loans from the commercial banking sector. RACECA is also promoting the construction of Infrastructure throughout the country by private sector financed Public, Private, Partnership Projects. Our key partners in these initiatives are Ministry of Transport and Infrastructure, Kenya National Highways Authority, Kenya Rural Roads Authority, Kenya Urban Roads Authority, the commercial banks and the Association of Consulting Engineers of Kenya. The Road and Civil Engineering Contractors Association was proud to be a major sponsor of the Ministry of Roads Regional Infrastructure conference held in the Kenyatta International Conference Centre between the 15th and 17th November, 2011. RACECA consults with the government of Kenya in carrying out its operations and in laying down policies for the construction industry. It acts as a regulatory body for all its registered members. This is to promote professionalism and high standards of ethics. The association’s members are mainly employed by the Ministry of Transport and Infrastructure, the Roads Authorities, the Ministry of Lands, Housing and Urban Development, the Ministry of Environment, Water and Natural Resources, the Ministry of Energy and Petroleum, the Kenya County Governorships, parastatals and the private sector. The association has developed a code of conduct for its members. The code of conduct calls for the members to uphold and enhance the honour, integrity and dignity of the construction engineering profession. They will not engage in business or professional practices of fraudulent, dishonest or unethical nature. The code also calls for transparency in procurement and execution of projects. RACECA has made proposals to construction industry employers to reduce VAT deductions at source while maintaining the contribution by the construction industry to the exchequer at the same level as everyone else. The major
An ongoing road construction advantage is an improvement of cash flow in the industry. Also to improve cash flow and efficiency in the industry proposals have been made to employers to pay certificates within the time periods defined in the contracts, authorities to share budgetary information with contractors, standardize bidding and contract documents, reduce preliminary and general items to less than fifteen percent of contract sums, reduce performance guarantee requirements, release retention money against bank bonds, standardize claims evaluation and release advance payment bonds in stages as repayments are made during the performance of the contracts. RACECA has nominated its Vice Chairman to be a member of the Board of the National Construction Authority and is represented by Eng. Colin Scott, a member of the RACECA Executive Committee, on the Technical and Development Committee of the Kenya Roads Board. The association continues to assist both its members and their employers to resolve issues which could disrupt projects through adjudication, arbitration, mediation and other alternative dispute resolution mechanisms. It liaises with its counterparts within East Africa to do the same throughout the region. It promotes the efficient regulation and organization of the roads and civil engineering construction industry in Kenya. RACECA’s key partners are those detailed above and the association is also a member of KEPSA, the Kenya Private Sector Alliance. The main challenge experienced in the recent years has been funding constraints for roads and civil engineering projects
which have severely affected the income of RACECA members. Punitive interest rates have affected the financial viability of our members and RACECA has gone a long way in encouraging government to address these issues. Significant progress has been made recently by the release of KES 15 billion to the construction industry in June, 2014 to settle all contractors’ certificates for payment approved up to 31st December, 2013. Dialogue between RACECA and the government is already helping RACECA and its membership to attain their goals and progress is improving. The Annuity Financed Project is a good example of the global exchange of ideas and practices which RACECA encourages. Others include cooperation with international contractors and the development of technical skills from around the world including the purchase and hire of sophisticated construction plant from overseas. In the few years that RACECA has been in existence, its contribution to the construction industry has been highly significant and it continues to grow. The larger the membership the more influential the association becomes. Roads and civil engineering contractors are encouraged to join the association to promote both the industry and their own interests. Contractors wishing to join the association should apply to the Secretariat at: mdsurtech@swiftkenya.com or P.O. Box 15130, 00509, Nairobi or Tel: +254 733 618641 or +254 723 382082 Eng. Peter Scott, Head of Secretariat
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STUDENT ENGINEER
Traffic jam along Jogoo Road
Geoffrey Momanyi Araka is currently a 4th year student undertaking a Bachelor of Engineering degree in Geospatial Engineering at Technical University of Kenya. He has a passion for technological innovations and currently works on the Jogoo Road project.
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1. Introduction n 1906, Nairobi had a population of 10,512. By 1963, when Kenya got independence from Britain, the city’s population was 350,000. Nairobi was the heart around which the predominantly agricultural economy pulsated. People kept streaming to the city. Businesses developed and thrived and Nairobi grew in leaps and bounds. The population was mainly comprised of English settlers, Asians and Africans of the Kikuyu and Kamba communities whose origins are in close proximity to the city. Today, the city of Nairobi is a truly a cosmopolitan, multicultural, lively and modern city with an ever-growing skyline. It is the “Gateway to Kenya” and embraces people from all walks of
Modernizing Jogoo Road life, ethnicities and races. As of 2007, the population of Nairobi stood at more than 3 million and it continues to grow. Nairobi continues to thrive and benefit greatly from the overall stability that Kenya enjoys as a nation. An important aspect of the post independence period has been the migration of people from the rural areas to Nairobi. Efficient mobility is a pre-requisite to effective socio-economic performance of a nation. Given that cities are increasingly seen as the engines of economic growth and that cities can only fulfill this role with a wellperforming urban transport system, any drawback to efficient transport must be adequately dealt with. Good transport plays an important role in confronting the multiple urban development challenges of poverty reduction, productivity enhancement, employment provision, infrastructure provision and protection of the environment.
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Jogoo Road is one of the major corridors in Nairobi which serious traffic congestion plagues daily. In an attempt to effectively respond to this challenge, many initiatives have been started over the years but not much has been achieved. Once a one carriage-way corridor, Jogoo Road was first expanded in 1963 and later dualled to accommodate more vehicles. Foot bridges were built to help pedestrians who initially were an impediment to the free flow of vehicles along the road. Then, there was the introduction of 2560 seater public transport vehicles in an attempt to phase out the 14 seater matatus, which are conceived to be a major contributor to the traffic flow problems. Lastly, vehicles along Jogoo Road have been restricted to use the interchange at Muthurwa. Unfortunately, none of these initiatives has offered a lasting solution.
STUDENT ENGINEER
2. The objective of the study The main objective of this proposal is to design a modern Jogoo Road to ease traffic. To achieve this, we determine the existing the traffic flow conditions that occur on Jogoo Road, examine the factors which contribute to traffic congestion on Jogoo Road, examine the effects of traffic congestion along the road and propose general and land use planning oriented solutions to the traffic flow problems. We also seek to create a definite exit and entry of public service vehicles. The major findings of the study are that the causes of traffic congestion on Jogoo Road include too many low capacity vehicles, poor management by traffic police, roundabouts, undisciplined drivers and inadequate road space. The effects of the congestion are: time wastage/lateness, usage of too much fuel, air and noise pollution, discomfort while inside the vehicle, risk of accidents, reduced financial returns for businesses and vehicle operators and nuisance in estates and business areas where motorists go to escape jam on the main roads. Traffic snarl ups experienced on Kenyan highways are due to many vehicles converging to the same place. Along Jogoo Road, in the morning, vehicles from Kayole, Umoja, Buruburu, Embakasi, Dohnholm and their environs converge at the city stadium round about. Other vehicles from Industrial Area, South B, Pipeline and their environs also converge at the same city stadium round about causing enormous snarl ups. All vehicles from Eastland’s converge at the Landhies/Haile Sellasie Round about. Here they join those from Ngara, Parklands and Thika Road. In my research, I found that 80% of the vehicles on this road are buses and small matatus that are headed to their stages at Tusker, the bus station, Kencom station, Commercial and Odeon. 3. Scope of the proposal The road will have an elevated highway from the city stadium to the bus station and another to Ronald Ngala. Underneath the elevated highway, there will be a highway that filters to Landhies Road and Haile Sellasie Avenue. It will consist of two underpasses, several climbing lanes, two diamond exchanges, and a three duo carriage ways.
Diamond exchange traffic signal control The Haile Selassie/Landhies Round About There will be climbing lanes and dropping lanes connecting the elevated highway and Haile Sellasie Avenue. An under pass will be constructed to join Haile Selassie and Ring Road that will be used by vehicles connecting the two roads. The roundabout will be replaced by a diamond exchange easing traffic flow. The underpass connecting ring road and Haile Sellasie will have a double duo carriage lane that will ensure that traffic flow along it is smooth. The climbing lanes will connect Haile Sellasie to Landhies Road from the left and Ring Road to Landhies from the right. The ramps will also be constructed respectively. The roundabout will be replaced by a double crossover diamond (DCD) exchange. On top of the road, an elevated new Jogoo Road will pass via the exchange en-route to the bus station. The Jogoo Road/Landhies/Lusaka Road Round About There will be an elevated highway Jogoo Road all the way to the bus-station and Ronald Ngala Road. This will be used by matatus operating at Kencom, the bus station and Tusker through Jogoo Road. The under pass will be built to connect Landhies and Lusaka Roads. This will ensure vehicles to and from Lusaka Road connecting Landhies Road will be moving freely. A diamond exchange will replace the existing roundabout and lanes will be constructed to join the elevated highway from Lusaka Road.
4. Structure of a diverging diamond exchange The primary elements of a double crossover diamond interchange design will include left-turn and through movements are relocated to the opposite side of the road on the bridge structure. Turning radii used at the crossover junction are typically in the 150 to 300 foot range. Median width is increased to allow for the flaring required for reverse curves on the interchange approaches.The skew angle between the intersecting directions is closer to perpendicular when possible. Median openings are placed upstream of the interchange to allow u-turns on the arterial roadway. Pedestrian crossings are accommodated by installing crosswalks and signalization at the junctions or nodes of the interchange. The two-phase signal control possible in a DCD is more efficient for pedestrians, but it requires them to cross the junction in two stages with the central island serving as a refuge between signal phases. Additionally, pedestrians could have the option to walk in the median of the DCD interchange Traffic signal control A DCD interchange typically has two signalized junctions or nodes at the points of left-turn crossovers. The signals operate with just two phases, with each phase dedicated to the alternative opposing movements. The two-phase operation of a DCD interchange allows for shorter cycle lengths and reduced lost time per cycle compared to the three or four-phase operation at conventional diamond interchanges. Signals on a DCD interchange may be fully actuated to minimize delay, and both signalized junctions can be operated using either one or two controllers.
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IEK IEK COUNCIL MEMBERS NAME POSITION R K Kosgei Chairperson M E Okonji 1st Vice Chairperson R Kungu 2nd Vice Chairperson M Shiribwa Honorary Secretary R K Chepkwony Honorary Treasurer J Riungu Immediate Past Chairperson P Wambua Chairperson Western Branch J Kioni Chairperson Central Branch J Odumbe Chairperson Coastal Branch C G Juma Member G Onyango Member J Mutulili Member H Ndugah Member N Matalanga Member A Sang Member E Mwangi Co-Opted W R Okubo Co-Opted
MEMBERS OF IEK COMMITTEES FUNCTIONS & CONFERENCE COMMITTEE Collins Juma Chairperson R Chepkwony Member N Matalanga Member H Amaje Member H Ndugah Member E Mwangi Member TRAINING & CAPACITY BUILDING J M Riungu
Chairperson
MEMBERS OF IEK COMMITTEES
DISCIPLINARY & DISPUTE RESOLUTION W R Okubo Chairperson R K Kosgei Member F Ngokonyo Member E Mwongera Member R Apollo Member
MEMBERSHIP COMMITTEE M Okonji Chairperson M Shiribwa Member W R Okubo Member R Kungu Member S Charagu Member J Nyaguti Member
WOMEN ENGINEERS CHAPTER R Kungu Chairperson M Ogai Member G Onyango Member E C Ruto Member J Mutulili Member YOUNG ENGINEERS CHAPTER G Onyango Chairperson R Maswan Member M Mukabane Member G Gikuhi Member E Wanyonyi Member ADVOCACY, PUBLICITY & JOURNAL COMMITEE A Sang Chairperson J Mutulili Member J Tanui Member E Mwangi Member T Washika Member INDUSTRIALIZATION ENVIRONMENT AND QUALITY ASSURANCE COMMITEE H Ndugah Chairpeson M O Jura Member W Kahoro Member K Makudiuh Member S Kitema Member FINANCE AND ADMNISTRATION R K Kosgei Chairperson M E Okonji Member R Kungu Member M Shiribwa Member R K Chepkwony Member
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NEWS
48 KENYA ENGINEER SEPTEMBER-OCTOBER 2014