Tanzania Transport Master Plan (Vol.2)

Ministry of Transport
Tanzania
Japan International
Cooperation Agency
Comprehensive Transport and Trade

System Development Master Plan
in the United Republic of Tanzania
-Building an Integrated Freight Transport System-
Volume 2
Present Issues
October 2012
PADECO Co. Ltd.

Nippon Koei Co. Ltd.
International Development Center of Japan Incorporated
Comprehensive Transport and Trade System Development

Master Plan in the United Republic of Tanzania
Draft Final Report

Volume 2
Contents
Chapter 1
1.1
1.2
1.3
1.4
Study Background and Subjects ............................................................................. 1-1

Study Objectives .................................................................................................... 1-2
Study Flows and Schedule...................................................................................... 1-2
Progress to Date ..................................................................................................... 1-4
Chapter 2
2.1
2.2
2.3
3.2
4.2
Port Sector ..................................................................................................... 3-1
Seaports and Maritime Transport (including Port Related ICDs) ............................. 3-1
3.1.1 General ...................................................................................................... 3-1
3.1.2 Maritime Transport .................................................................................... 3-1
3.1.3 Management and Operation of Seaports ..................................................... 3-2
3.1.4 Dar es Salaam Port .................................................................................... 3-3
3.1.5 Tanga Port ............................................................................................... 3-19
3.1.6 Mtwara Port............................................................................................. 3-24
3.1.7 Other Coastal Ports .................................................................................. 3-28
3.1.8 Ports in Neighbouring Countries .............................................................. 3-28
Lake Ports and Lake Transport ............................................................................. 3-40
3.2.1 General .................................................................................................... 3-40
3.2.2 Management and Operation of Lake Ports ................................................ 3-43
3.2.3 Ports on Lake Victoria ............................................................................. 3-44
3.2.4 Lake Tanganyika...................................................................................... 3-58
3.2.5 Ports on Lake Nyasa ................................................................................ 3-72
Chapter 4
4.1
Economic Development Scenario .................................................................. 2-1
Socio-Economic Development ............................................................................... 2-1

2.1.1 Tanzania and Its Region ............................................................................. 2-1
2.1.2 Surrounding Countries ............................................................................... 2-9
Effects of Transport System Development ............................................................ 2-13
2.2.1 Economic Development Policies and Directions ...................................... 2-13
2.2.2 Economic Development and Transport Sector .......................................... 2-17
A Possible Development Scenario ........................................................................ 2-17
2.3.1 Economic Perspective .............................................................................. 2-17
2.3.2 Possible Economic Growth ...................................................................... 2-19
Chapter 3
3.1
Introduction ................................................................................................... 1-1
Road Sector .................................................................................................... 4-1
Road Network ........................................................................................................ 4-1

4.1.1 Overall Conditions ..................................................................................... 4-1
4.1.2 Network by Corridors ................................................................................ 4-5
4.1.3 Road Conditions ...................................................................................... 4-13
4.1.4 Progress in Road Network Development .................................................. 4-18
4.1.5 Maintenance ............................................................................................ 4-24
4.1.6 Issues ...................................................................................................... 4-28
Road Haulage Industry ......................................................................................... 4-30
4.2.1 Current Conditions .................................................................................. 4-30

Draft Final Report

Volume 2
4.2.2 Issues and Findings .................................................................................. 4-33

Chapter 5
5.1
5.2
5.3
5.4
Network ................................................................................................................. 5-1

5.1.1 Network Map (TRL and TAZARA) ........................................................... 5-1
5.1.2 TRL........................................................................................................... 5-2
5.1.3 TAZARA................................................................................................... 5-2
Trends in Demand and Capacity ............................................................................. 5-2
5.2.1 TRL........................................................................................................... 5-2
5.2.2 TAZARA................................................................................................... 5-5
Infrastructure and Operation (including Rail Related ICD and Transshipment
Facilities) ............................................................................................................... 5-9
5.3.1 TRL........................................................................................................... 5-9
5.3.2 TAZARA................................................................................................. 5-12
Future Traffic Demand Scenarios ......................................................................... 5-12
5.4.1 TRL......................................................................................................... 5-12
5.4.2 TAZARA................................................................................................. 5-13
Chapter 6
6.1
6.2
6.3
Other Modes and Facilities ............................................................................ 6-1
Airports/Air Transport ............................................................................................ 6-1

6.1.1 General ...................................................................................................... 6-1
6.1.2 Overall Situation........................................................................................ 6-2
6.1.3 Current Situation of Major Airports ........................................................... 6-3
6.1.4 Air Cargo Situation .................................................................................. 6-17
6.1.5 Airport Development Plans ...................................................................... 6-19
Pipelines and Oil Terminals .................................................................................. 6-21
6.2.1 Field Survey Results ................................................................................ 6-21
6.2.2 Current Situation of TAZAMA Pipeline ................................................... 6-42
6.2.3 Current Situation of Songo-Songo Gas Pipeline ....................................... 6-44
6.2.4 Current Situation of Manazi Bay Gas Pipeline ......................................... 6-47
6.2.5 Current Situation of Short-Distance Pipeline ............................................ 6-50
6.2.6 Current Situation of Oil Terminals ........................................................... 6-50
6.2.7 Energy Supply and Demand ..................................................................... 6-65
6.2.8 Current Development Plan ....................................................................... 6-69
Cross-Border Operations and Facilities ................................................................ 6-71
6.3.1 The Customs Modernization .................................................................... 6-72
6.3.2 Customs Procedure in Tanzania ............................................................... 6-73
6.3.3 Customs Processing Time ........................................................................ 6-74
6.3.4 Transit Cargo to Neighbouring Countries ................................................. 6-76
6.3.5 Customs Projects for Modernization Supported by External Funds ........... 6-78
Chapter 7
7.1
Rail Sector ...................................................................................................... 5-1
Institutional Matters ...................................................................................... 7-1
Related Laws and Regulations................................................................................ 7-1

7.1.1 Ports and Shipping Services ....................................................................... 7-1
7.1.2 Railway ..................................................................................................... 7-1
7.1.3 Road .......................................................................................................... 7-2
7.1.4 Air ............................................................................................................. 7-2
ii

7.2
7.3
7.4
7.5
Policy Framework on Freight Transport and Trade Facilitation System ................... 7-2
7.2.1 National Investment Promotion Policy in Economic Development in
Tanzania .................................................................................................... 7-2
7.2.2 Regulatory Framework for Partnerships between Public and Private
Sectors in East African Regional Agreement .............................................. 7-4
7.2.3 Investment Promotion Policies in Tanzania ................................................ 7-4
7.2.4 Necessity of Public Private Partnership (PPP) for the Economic
Development ............................................................................................. 7-7
PPP ........................................................................................................................ 7-7
7.3.1 PPP Policies in Tanzania ............................................................................ 7-7
7.3.2 Problems which Tanzania Faced in Implementing PPP Policies .................. 7-7
7.3.3 PPP Policy ................................................................................................. 7-9
7.3.4 PPP Act ..................................................................................................... 7-9
7.3.5 How Tanzania Will Respond to Future Railway PPP Projects ................... 7-11
7.3.6 Concluding Remarks and a Proposal ........................................................ 7-13
Fiscal Measures ................................................................................................... 7-13
7.4.1 Overview of the Fiscal Resource Allocation for Transport Sector ............. 7-13
7.4.2 Overview of the Fiscal Resource Allocation for Transport Sector ............. 7-18
7.4.3 Key Factors for Improvements ................................................................. 7-21
Environmental and Social Considerations ............................................................. 7-23
7.5.1 Environmental Legal Framework and Administration............................... 7-23
7.5.2 Environmental Laws ................................................................................ 7-24
7.5.3 Environmental License ............................................................................ 7-24
Chapter 8
8.1
8.2
8.3
8.4
Draft Final Report

Volume 2
Estimation of Transport Demand .................................................................. 8-1
Forecasting Methodology and Data Collection ....................................................... 8-1

8.1.1 Purpose of Transport Demand Forecast ...................................................... 8-1
8.1.2 Development of the Existing Origin-Destination Matrix ............................. 8-1
8.1.3 Network Database Development ................................................................ 8-2
8.1.4 Corridor Choice Model .............................................................................. 8-3
8.1.5 Calibration of Models ................................................................................ 8-4
8.1.6 Transport Demand Forecasting .................................................................. 8-5
Field Surveys ......................................................................................................... 8-6
8.2.1 Summary of Field Surveys ......................................................................... 8-6
8.2.2 Results of Field Surveys ............................................................................ 8-8
8.2.3 Estimation of Existing Origin-Destination Matrix in Tanzania .................. 8-10
Findings on Existing Transport Demand ............................................................... 8-11
8.3.1 International Trade................................................................................... 8-11
8.3.2 Import, Export, and Transit Movement ..................................................... 8-15
8.3.3 Transport Cost by Corridor ...................................................................... 8-24
Estimation of Demand for Burundi Ports .............................................................. 8-39
8.4.1 Summary of Forecasting Methodology..................................................... 8-39
8.4.2 Estimates of Trade Amount by Country .................................................... 8-40
8.4.3 Forecasting Freight OD Volumes ............................................................. 8-42
8.4.4 Forecasting Freight Loads at Bujumbura Port........................................... 8-45
iii

Chapter 9
9.1
9.2
9.3
9.4
9.5
9.6
Draft Final Report

Volume 2
Preliminary Ideas on Possible Short- and Long-Term Projects ................... 9-1
Need for Discussion ............................................................................................... 9-1

Port Sector ............................................................................................................. 9-1
9.2.1 Dar es Salaam Port .................................................................................... 9-1
9.2.2 Development of a New Port at MbeganiBagamoyo .................................. 9-1
9.2.3 Lake Victoria ............................................................................................. 9-2
Road Sector ........................................................................................................... 9-3
9.3.1 Sector Development Policy ........................................................................ 9-3
9.3.2 Short-Term Projects ................................................................................... 9-3
9.3.3 Long-Term Projects ................................................................................... 9-7
Rail Sector ............................................................................................................. 9-8
9.4.1 Short-Term (Urgent) Projects (Within the Next Two Years) ........................ 9-8
9.4.2 Medium-Term Projects (210 years) .......................................................... 9-8
9.4.3 Long-Term Projects (up to 2030) ............................................................... 9-9
Other Modes .......................................................................................................... 9-9
9.5.1 Airports/Air Transport ............................................................................... 9-9
9.5.2 Pipeline Transport .................................................................................... 9-10
9.5.3 Customs and Cross-Border Operations ..................................................... 9-11
Institutional Development .................................................................................... 9-11
9.6.1 Fiscal Measures ....................................................................................... 9-11
9.6.2 Laws and Regulations/Policy Framework/PPP ......................................... 9-11
Appendices
Appendix 1 List of Existing Transport Data ......................................................................... A-1
Appendix 2 Summary of Trade Data .................................................................................... A-3
Appendix 3 Survey Sheets ................................................................................................. A-17
iv

Draft Final Report

Volume 2
Figures
Figure 1.1
Study Flow and Schedule .................................................................................. 1-3
Figure 2.1
Figure 2.2
Figure 2.3
Figure 2.4
Figure 2.5
Figure 2.6
Regional Distribution of GDP at Market Prices (20022006)............................. 2-2

Regional Distribution of Population, 20022006 ............................................... 2-5
Population in Regional Capital Cities ................................................................ 2-6
Number of Investment Projects Registered by Tanzania Investment Center ....... 2-7
The Regions with Income Levels Higher than the National Average (2004) ....... 2-8
Priority Regions for Large-Scale Plantation as Identified by the Ministry of
Agriculture, Food Security and Cooperatives .................................................... 2-9
Areas of Intensive Project Development in the New FYDP (2011/12
2015/16) ......................................................................................................... 2-16
Level of Urbanization and Urban Concentration in African Countries with
More Than 20 Million Persons, 2010 .............................................................. 2-20
Initial Proposed Cluster Sites under Southern Agriculture Growth Corridor
of Tanzania (SAGCOT) .................................................................................. 2-21
Figure 2.7
Figure 2.8
Figure 2.9
Figure 3.1
Figure 3.2
Figure 3.3
Figure 3.4
Figure 3.5
Figure 3.6
Figure 3.7
Figure 3.8
Organization of the Tanzania Ports Authority .................................................... 3-3

Dar es Salaam Port Layout ................................................................................ 3-4
Location Map of Mtwara Port ......................................................................... 3-25
Location of Small Coastal Ports ...................................................................... 3-28
Mombasa Port................................................................................................. 3-29
Nacala Development Corridor ......................................................................... 3-37
Organization of the Tanzania Ports Authority .................................................. 3-44
Layout Plan of Kalemie Port ........................................................................... 3-65
Figure 4.1
Figure 4.2
Figure 4.3
Figure 4.4
Figure 4.5
Figure 4.6
Major Road Corridors in the EAC Countries ..................................................... 4-2

Trunk and Regional Road Network ................................................................... 4-5
Major Corridors and Links in Tanzania ........................................................... 4-13
Overall Paved and Unpaved Trunk Road Conditions ....................................... 4-18
On-going Projects of Trunk Roads .................................................................. 4-22
Location of Police Stop on Main Truck Route ................................................. 4-32
Figure 5.1
Figure 5.2
Figure 5.3
Figure 5.4
Figure 5.5
Figure 5.6
Figure 5.7
Map Showing the TRL and TAZARA Railway Networks .................................. 5-1
TRL Freight Tonnage Trend, 20012010 ........................................................... 5-3
TRL Passenger and Passenger-km Trend, 20082010 ........................................ 5-3
TAZARA Freight Tonnage Trend, 2008/092010/11.......................................... 5-6
Trend in TAZARA Export Volume .................................................................... 5-6
Trend in TAZARA Import Volume .................................................................... 5-6
TAZARA Passenger Volume and Passenger-km Trend, 2008/092010/11 .......... 5-7
Figure 6.1
Figure 6.2
Figure 6.3
Figure 6.4
Figure 6.5
Figure 6.6
Figure 6.7
Figure 6.8
Figure 6.9
Figure 6.10
Figure 6.11
Major Airports in Tanzania ................................................................................ 6-1

Aviation Traffic Features of Airports in 20032010 Managed by TAA ............... 6-2
View of JNIA Terminal II from Control Tower .................................................. 6-3
Aviation Traffic Feature of JNIA in 20032010 ................................................. 6-4
JNIA Terminal III Master Plan .......................................................................... 6-5
Terminal III Advertisement by A Chinese Company .......................................... 6-6
Overview of KIA Passenger Terminal Area ....................................................... 6-7
Aviation Traffic Features of KIA in 20032010 ................................................. 6-8
Arrival Baggage Area of KIA ............................................................................ 6-8
KIA Master Plan Layout ................................................................................... 6-9
Mwanza Airport Terminal Area ......................................................................... 6-9
v

Figure 6.12
Figure 6.13
Figure 6.14
Figure 6.15
Figure 6.16
Figure 6.17
Figure 6.18
Figure 6.19
Figure 6.20
Figure 6.21
Figure 6.22
Figure 6.23
Figure 6.24
Figure 6.25
Figure 6.26
Figure 6.27
Figure 6.28
Figure 6.29
Figure 6.30
Figure 6.31
Figure 6.32
Figure 6.33
Figure 6.34
Figure 6.35
Figure 6.36
Figure 6.37
Figure 6.38
Figure 6.39
Figure 6.40
Figure 6.41
Figure 6.42
Figure 6.43
Figure 6.44
Figure 6.45
Figure 6.46
Figure 6.47
Figure 6.48
Figure 6.49
Figure 6.50
Figure 6.51
Figure 6.52
Figure 6.53
Figure 6.54
Figure 6.55
Figure 6.56
Figure 6.57
Figure 6.58
Figure 6.59
Figure 6.60
Figure 6.61
Figure 6.62
Figure 6.63
Figure 6.64
Draft Final Report

Volume 2
Aviation Traffic Feature of Mwanza Airport in 20032010 .............................. 6-10

Mwanza Airport Cargo Storage Area ............................................................... 6-11
Mwanza Airport Master Plan........................................................................... 6-11
Aviation Traffic Features of Arusha Airport from 20032010 .......................... 6-12
View of Airside of Arusha Airport from the Control Tower .............................. 6-13
Location Plan Showing Proposed Upgrading of Arusha Airport ....................... 6-13
Aviation Traffic Feature of Kigoma Airport in 20032010 ............................... 6-14
View of Kigoma Airport Airside from Control Tower ...................................... 6-15
Location Plan Showing the Proposed Upgrading of Kigoma Airport ................ 6-15
Aviation Traffic Features of Mtwara Airport in 20032010 .............................. 6-16
Mtwara Airport Master Plan ............................................................................ 6-17
JNIA Import Storage Area ............................................................................... 6-18
KIA Export Storage Area ................................................................................ 6-19
Layout of BPT Dar es Salaam Depot ............................................................... 6-25
Layout of BPT Mwanza Depot ........................................................................ 6-26
Layout of BPT Moshi Depot ........................................................................... 6-27
Layout of BPT Geita (Mwanza) Depot ............................................................ 6-28
Layout of GAPCO/GAPOIL Dar Es Salaam Depot ......................................... 6-29
Layout of GAPCO/GAPOIL Mwanza Depot ................................................... 6-30
Layout of GAPCO/GAPOIL Arusha Depot ..................................................... 6-30
Layout of GAPCO/GAPOIL Musoma Depot ................................................... 6-31
Layout of GAPCO/GAPOIL Tanga Depot ....................................................... 6-31
Layout of ENGEN Dar Es Salaam (Kurasini) Depot ........................................ 6-34
Layout of ENGEN Kigoma Depot ................................................................... 6-35
Layout of HASS Dar Es Salaam Depot ........................................................... 6-36
Layout of ORYX Dar Es Salaam Depot ........................................................... 6-38
Layout of ORYX Moshi Depot........................................................................ 6-39
Layout of ORYX Mwanza Depot .................................................................... 6-40
Layout of ORYX Isaka (Shinyanga) Depot ...................................................... 6-41
Layout of ORYX Mwadui Depot..................................................................... 6-42
Outline of TAZAMA Pipeline ......................................................................... 6-43
Replacement Plan of SPM and 36in Pipeline ................................................... 6-44
Map of Songo-Songo Gas Pipeline .................................................................. 6-45
Outline of Songo-Songo Gas Pipeline ............................................................. 6-46
Map of Manazi Bay Gas Pipeline .................................................................... 6-47
Route of Manazi Bay Gas Pipeline .................................................................. 6-48
Outline of Manazi Bay Gas Pipeline................................................................ 6-49
Petroleum Pipeline Network Diagram at Dar es Salaam................................... 6-50
Market Shares (from July 2009 to June 2010).................................................. 6-51
Oil Terminal Diagram in Dar es Salaam .......................................................... 6-52
Oil terminal Diagram in Mwanza .................................................................... 6-53
Oil Terminal Diagram in Mtwara .................................................................... 6-54
Oil Terminal Diagram in Tanga ....................................................................... 6-55
Oil Terminal Diagram in Musoma ................................................................... 6-56
Oil Terminal Diagram in Shinyanga ................................................................ 6-57
Oil Terminal Diagram in Kigoma .................................................................... 6-58
Oil Terminal Diagram in Arusha...................................................................... 6-59
Oil Terminal Diagram in Moshi ....................................................................... 6-60
Oil Terminal Diagram in Mbeya ...................................................................... 6-61
Oil Terminal Diagram in Tabora ...................................................................... 6-62
Oil Terminal Diagram in Bukoba .................................................................... 6-63
Oil Terminal Diagram in Dodoma ................................................................... 6-63
Oil Terminal Diagram in Makambako ............................................................. 6-64
vi

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Volume 2
Figure 6.65
Figure 6.66
Figure 6.67
Figure 6.68
Figure 6.69
Figure 6.70
Figure 6.71
Figure 6.72
Figure 6.73
Figure 6.74
Figure 6.75
Figure 6.76
Figure 6.77
Trend in Transportation Volume ...................................................................... 6-65

Annual Natural Gas Sales Trend ...................................................................... 6-66
Monthly Natural Gas Production from Songo-Songo Gas Reservoir ................ 6-67
Monthly Natural Gas Production from Mnazi Bay Gas Reservoir .................... 6-67
Petroleum Production Consumption in Tanzania.............................................. 6-68
Imported Petroleum Quantities ........................................................................ 6-68
Development Plan of Crude Oil Pipeline ......................................................... 6-70
Development Plan of Natural Gas Pipeline ...................................................... 6-71
Customs Procedure Flow (Import)................................................................... 6-74
DSM Port Cargo Clearance Days .................................................................... 6-75
JNIA (Airport) Cargo Clearance Days ............................................................. 6-75
Land Border Cargo Clearance Days ................................................................ 6-76
Comparison of Cargo Clearance Time (Tanzania Average in 2009 and
Kenya Average in 2007) .................................................................................. 6-76
Figure 7.1
Figure 7.2
Figure 7.3
PPP Institutions in Tanzania ............................................................................ 7-11

Relation between Different Development Planning Frameworks in Tanzania ... 7-18
Public Expenditure Performances in Terms of Budgeting/Operational
Efficiencies ..................................................................................................... 7-20
Environmental License Approval Process in Tanzania ..................................... 7-27
Environmental License Approval Process in Tanzania (Continued) .................. 7-28
SEA Approval Process in Tanzania .................................................................. 7-30
Figure 7.4
Figure 7.5
Figure 7.6
Figure 8.1
Figure 8.2
Figure 8.3
Figure 8.4
Figure 8.6
Figure 8.7
Figure 8.8
Figure 8.9
Figure 8.10
Figure 8.11
Figure 8.12
Figure 8.13
Figure 8.14
Format of the OriginDestination Matrix .......................................................... 8-2

Candidate Modal Chains ................................................................................... 8-4
Transport Demand Forecasting Procedure ......................................................... 8-6
Survey Locations Border Points, Regional Crossing Points, and Lake
Ports ............................................................................................................... 8-10
Growth in Trade Volume of Tanzania and Neighbouring Countries from
2001 to 2010 (USD Million) ........................................................................... 8-11
Trend of Shares by Type of Commodity .......................................................... 8-13
Cargo Throughput at Major Border Points, 2010 ............................................. 8-17
Recent Trade Flow Trends ............................................................................... 8-18
Share of Import Commodities at Major Border Points, 2010 ............................ 8-19
Share of Export Commodities at Major Border Points, 2010 ............................ 8-20
Share of Inbound Transit Commodities at Major Border Points, 2010 .............. 8-22
Share of Outbound Transit Commodities at Major Border Points, 2010 ........... 8-23
Transport Cost Components on an Example Route (1) ..................................... 8-24
Transport Cost Components on an Example Route (2) ..................................... 8-25
Figure 9.1
Figure 9.2
Location of the Short-Term Projects (Shown in Green) ...................................... 9-5

Air Cargo Tonnage in 2010 ............................................................................. 9-10
Figure 8.5
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Volume 2
Photos
Photo 3.1
Photo 3.2
Photo 3.3
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Photo 3.8
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Photo 3.43
Photo 3.44
Photo 3.45
Photo 3.46
Photo 3.47
Photo 3.48
Photo 3.49
Photo 3.50
Container Handling by TPA .............................................................................. 3-6

Mobile Harbour Cranes ..................................................................................... 3-6
Dry Bulk Cargo Handling by TPA ..................................................................... 3-6
Car Carrier Ship ................................................................................................ 3-6
Ubungo ICD ................................................................................................... 3-17
Kurasini ICD .................................................................................................. 3-17
Birds Eye View of Tanga Port ........................................................................ 3-20
Container Ship Anchoring Offshore ................................................................ 3-21
Barge Used for Double Handling Operation .................................................... 3-21
Clinker in the Warehouse ................................................................................ 3-21
Reach Stacker System Applied ........................................................................ 3-21
383 m Long Straight Berth .............................................................................. 3-26
Ships Gear Used for Handling ........................................................................ 3-26
A Concessionaire of Oil and Gas Exploration Uses Part of the Berth ............... 3-26
Future Container Yard under Construction....................................................... 3-26
Container Terminal ......................................................................................... 3-30
Oil Jetties ........................................................................................................ 3-30
Ship-to-Shore Gantry Crane (4 Nos.)............................................................... 3-30
Transfer Crane System Applied ....................................................................... 3-30
Railway inside Mombasa Port ......................................................................... 3-31
Container Handling by Ships Gear ................................................................. 3-36
Rail Mounted Gantry Crane ............................................................................ 3-36
General Cargo Berths ...................................................................................... 3-36
Container Yard ................................................................................................ 3-36
Quayside Gantry Crane ................................................................................... 3-39
Reachstacker System Applied ......................................................................... 3-39
Container Transport by Railway ...................................................................... 3-40
Coal Transport by Railway .............................................................................. 3-40
Manual Unloading at Mwanza South Port ....................................................... 3-45
MV Victoria Unloading Cargo at Bukoba Port................................................. 3-47
Kemondo Bay Port.......................................................................................... 3-48
TPA Jetty and Private Jetty at Nansio .............................................................. 3-50
Private Jetty and RoRo Ship at Nansio ............................................................ 3-50
Port Mwaloni, Mwanza ................................................................................... 3-51
MT Nyangumi ................................................................................................ 3-56
MV Serengeti (Built in 1988) .......................................................................... 3-56
MV Wimbi (Built in 1928) .............................................................................. 3-56
Wagon Ferry MV Umoja ................................................................................. 3-56
M.V Orion I .................................................................................................... 3-57
RoRo Jetty at Mwanza North Port ................................................................... 3-57
No.1 Floating Dock (Old) ............................................................................... 3-58
No.2 Floating Dock (New) .............................................................................. 3-58
General Cargo Wharf at Kigoma (the Seaside is 85 cm Lower than the
Landside) ........................................................................................................ 3-59
MV Liemba on Passenger Jetty with a Boat in the Centre ................................ 3-60
Kasanga Port................................................................................................... 3-62
MV Liemba Moored at Kasanga Port .............................................................. 3-62
Container Fittings on the Hatch Cover of M/S Teza ......................................... 3-64
Dual Elevation Wharf (Kalemie) ..................................................................... 3-66
Damaged Concrete Deck and Piles (Kalemie) ................................................. 3-66
Mpulungu Port ................................................................................................ 3-67
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Photo 3.51
Photo 3.52
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Photo 3.57
Photo 3.58
Photo 3.59
Photo 3.60
Photo 3.61
Photo 3.62
MV Liemba Moored at Mpulungu Port ........................................................... 3-67

MV Liemba (Built in 1913) ............................................................................. 3-70
MV Mwongozo (Built in 1982) ....................................................................... 3-70
MT Sangara (Built 1981) ................................................................................ 3-70
MV Malagarasi (New Building) ...................................................................... 3-70
11 Horizontal Cradles ..................................................................................... 3-71
MV Mwongozo on the Slipway ....................................................................... 3-71
Electro-hydraulic Winch ................................................................................. 3-71
Claw Clutch .................................................................................................... 3-71
Lathe .............................................................................................................. 3-71
MV Songea Moored on the Beach ................................................................... 3-72
Trace of Slipway ............................................................................................. 3-75
Photo 4.1
Photo 4.2
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Photo 4.22
Photo 4.23
Photo 4.24
Photo 4.25
Photo 4.26
Photo 4.27
Photo 4.28
Photo 4.29
Photo 4.30
Photo 4.31
Photo 4.32
Photo 4.33
Photo 4.34
Newly Paved ArushaNamanga ........................................................................ 4-6

Paved Road in Tanga ......................................................................................... 4-6
Morogoro Rd. 4-lane Near DSM ....................................................................... 4-7
Morogoro Rd. 2-lane ......................................................................................... 4-7
T1 Road near Mbeya ......................................................................................... 4-8
Newly Rehabilitated Section of T1 .................................................................... 4-8
MtwarLindi Section ........................................................................................ 4-8
Paved Road Section .......................................................................................... 4-8
Newly Paved T7 ............................................................................................... 4-9
T7 Under Construction ...................................................................................... 4-9
KigomaMugina Rd. Paved .............................................................................. 4-9
MabenaMunia Rd. Unpaved ............................................................................ 4-9
TundumaIkana under Const. .......................................................................... 4-10
LaelaSumbawanga under Const. .................................................................... 4-10
Gravel Road, T8.............................................................................................. 4-11
Typical Earth Road, T8 ................................................................................... 4-11
Widening Work of Bagamoyo Road ................................................................ 4-11
Unpaved Local Roads ..................................................................................... 4-11
Newly Paved MsataBagamoyo ...................................................................... 4-11
Pavement Work ............................................................................................... 4-11
East End of Construction Site.......................................................................... 4-12
Narrow Bridge near Bagamoyo ....................................................................... 4-12
Compacting Earth Road by a Roller ................................................................ 4-26
Upgrading to Bitumen Standard ...................................................................... 4-26
Small Scale Repair Work ................................................................................ 4-26
LB Maintenance Work of the Pavement .......................................................... 4-26
Steep Horizontal Curve ................................................................................... 4-29
Steep Slope with Short Sight Distance ............................................................. 4-29
Weigh Station on RN ...................................................................................... 4-32
Weigh Station Office ....................................................................................... 4-32
Private ICD under Construction at Dar es Salaam Port 1 ................................. 4-33
Private ICD under Construction at Dar es Salaam Port 2 ................................. 4-33
Traffic Accident Site on the Corridor ............................................................... 4-34
Effect of the Accident in Road-Side Village..................................................... 4-34
ix

Draft Final Report

Volume 2
Tables
Table 2.1
Table 2.2
Table 2.3
Table 2.4
Table 2.5
Table 2.18
Trends in Regional GDP at Market Prices ......................................................... 2-2

Changing Industrial Mix of GDP....................................................................... 2-3
Census Population............................................................................................. 2-4
Population of Regional Capital Cities ................................................................ 2-5
Number of Investment Projects Registered by the Tanzania Investment
Centre ............................................................................................................... 2-6
Food Surplus/Deficit Gap, 2009/2010 ............................................................... 2-9
Area, Population, and Population Density of Tanzania and Surrounding
Countries ........................................................................................................ 2-10
GDP and GDP Per Capita (in Nominal Terms) ................................................ 2-10
Trade Volume of Tanzania and Its Surrounding Countries ................................ 2-10
Top Five Import Commodities of Tanzania and Its Surrounding Countries ....... 2-11
Top Five Export Commodities of Tanzania and Its Neighbouring Countries
(2010) ............................................................................................................. 2-11
Top Five Origins of Imports of Tanzania and Its Surrounding Countries
(2010) ............................................................................................................. 2-12
Top Five Destinations of Exports from Tanzania and Its Surrounding
Countries (2010) ............................................................................................. 2-12
Top Five Commodities Traded with the Surrounding Countries ....................... 2-12
Goals and Targets for Macro-economy and Productive Sectors under the
New FYDP ..................................................................................................... 2-14
Location-Specific Projects in the New FYDP 2011/122015/16 (1)
(Excludes Road Projects and Interregional Projects) ........................................ 2-14
Location-Specific Projects in the New FYDP 2011/122015/16 (2)
Inter-Regional Projects (Excluding Road Projects) .......................................... 2-15
Financial Requirements in Priority Areas, 2011/20122015/2016 .................... 2-16
Table 3.1
Table 3.2
Table 3.3
Table 3.4
Table 3.5
Table 3.6
Table 3.7
Table 3.8
Table 3.9
Table 3.10
Table 3.11
Table 3.12
Table 3.13
Table 3.14
Table 3.15
Table 3.16
Table 3.17
Table 3.18
Table 3.19
Table 3.20
Table 3.21
Table 3.22
Table 3.23
Table 3.24
Container Throughput in Eastern and Southern African Ports ............................ 3-2

Berth Dimensions ............................................................................................. 3-5
Ship Traffic at Dar es Salaam Port ................................................................... 3-10
Cargo Traffic at Dar es Salaam Port ................................................................ 3-11
Transit Cargo Traffic by Country ..................................................................... 3-12
Commodities Imported at Dar es Salaam Port ................................................. 3-13
Commodities Exported at Dar es Salaam Port ................................................. 3-14
Containerised Cargo Traffic by Country .......................................................... 3-15
Performance in Terms of Key Indicators 2008/092010/2011 .......................... 3-16
List of Equipment at Tanga Port ...................................................................... 3-21
Cargo Throughput at Tanga Port ...................................................................... 3-23
Containerised Traffic at Tanga Port ................................................................. 3-23
Commodities Handled at Tanga Port ............................................................... 3-24
Cargo Handled at Mtwara Port ........................................................................ 3-27
Container Traffic at Mombasa Port (20062010) ............................................. 3-32
Transit Cargo Data (20062010) ..................................................................... 3-33
Import Cargo by Commodity (20062010) ...................................................... 3-34
Export Cargo by Commodity (20062010) ...................................................... 3-35
Number of Ship Calls at Nacala Port ............................................................... 3-38
Cargo Handled at Nacala Port ......................................................................... 3-38
Containerised Cargo Handled at Nacala Port ................................................... 3-39
International Traffic at Mwanza Port (20002010) .......................................... 3-41
International Traffic at Kigoma Port (20042010) ........................................... 3-41
Summary of Lake Ports of Tanzania ................................................................ 3-43
Table 2.6
Table 2.7
Table 2.8
Table 2.9
Table 2.10
Table 2.11
Table 2.12
Table 2.13
Table 2.14
Table 2.15
Table 2.16
Table 2.17

Draft Final Report

Volume 2
Table 3.25
Table 3.26
Table 3.27
Table 3.28
Table 3.29
Table 3.30
Table 3.31
Table 3.32
Table 3.33
Table 3.34
Table 3.35
Table 3.36
Table 3.37
Table 3.38
Table 3.39
Table 3.40
Table 3.41
Local Cargo Handled at Mwanza Port ............................................................. 3-44

Cargo at Bukoba Port ...................................................................................... 3-46
Freight Carried by MSCL through Bukoba Pier ............................................... 3-47
Number of Passengers Handled by MSCL at Bukoba Port ............................... 3-47
Cargo at Kemondo Bay Port ............................................................................ 3-48
Cargo Handled at Nansio Port ......................................................................... 3-49
Number of Passengers Handled by MSCL at Nansio Port ................................ 3-49
Cargo at Musoma Port .................................................................................... 3-51
MSCLs Lake Victoria Fleet ............................................................................ 3-56
Private Sector Fleet on Lake Victoria .............................................................. 3-57
Dimensions of Floating Docks in Mwanza ...................................................... 3-58
Local Cargo at Kigoma Port ............................................................................ 3-59
Export and Import Cargo at Kasanga Port ....................................................... 3-61
Cargo Throughput of SNCC at Kalemie Port ................................................... 3-65
Cargo Throughput of SNCC at Kalemie Port ................................................... 3-66
MSCL Fleet on Lake Tanganyika .................................................................... 3-70
MSCL Fleet on Lake Nyasa ............................................................................ 3-74
Table 4.1
Table 4.2
Table 4.3
Table 4.4
Table 4.5
Table 4.6
Table 4.7
Table 4.8
Table 4.9
Table 4.10
Table 4.11
Table 4.12
Major Road Corridors in the EAC Countries ..................................................... 4-1

Ordinance Summary as of June 2011 ................................................................. 4-4
Pavement Conditions (in 2010) ....................................................................... 4-14
Proportion of Pavement Rating ....................................................................... 4-14
Basic Concept of Pavement Evaluation ........................................................... 4-16
Completed Projects ......................................................................................... 4-20
On-going Projects ........................................................................................... 4-21
Consultancy Services under Procurement ........................................................ 4-23
Paved and Unpaved Roads .............................................................................. 4-24
Trunk Roads Performance (4th Quarter FY 2010/11) ....................................... 4-25
Regional Roads Performance (4th Quarter FY 2010/2011) .............................. 4-25
Examples of Land Haulage Charge ................................................................. 4-31
Table 5.1
Table 5.2
Table 5.3
Table 5.4
Locomotive Availability Position as at 24 October 2011 .................................... 5-4

Calculation of Annual Freight Haulage Capacity for a Reliable Locomotive ...... 5-5
TAZARA Locomotive Availability Position as at 4 October 2011 ...................... 5-8
Distribution of Route-km by Weight of Rail ...................................................... 5-9
Table 6.1
Table 6.2
Table 6.3
Table 6.4
Table 6.5
Table 6.6
Table 6.7
Table 6.8
Table 6.9
Table 6.10
Table 6.11
Table 6.12
Table 6.13
Table 6.14
Table 6.15
Table 6.16
Table 6.17
Current Characteristics of Major Airports .......................................................... 6-3

Major Facilities of JNIA ................................................................................... 6-4
Airside Facilities of KIA ................................................................................... 6-7
Airside Facilities of Mwanza Airport ............................................................... 6-10
Airside Facilities of Arusha Airport ................................................................. 6-12
Airside Facilities of Kigoma Airport ............................................................... 6-14
Airside Facilities of Mtwara Airport ................................................................ 6-16
JNIA Air Cargo Items in 2010 (Export) ........................................................... 6-17
JNIA Air Cargo Items in 2010 (Import) ........................................................... 6-17
KIA Air Cargo Items in 2010 (Export)............................................................. 6-18
KIA Air Cargo Items in 2010 (Import)............................................................. 6-18
Development Project Status for FY 2010/2011 ................................................ 6-19
TCAA Strategic Plans and Key Result Areas ................................................... 6-21
Tank Storage Capacity in BPT Dar es Salaam Depot ....................................... 6-24
Tank Storage Capacity in BPT Mwanza Depot ................................................ 6-25
Tank Storage Capacity in BPT Moshi Depot.................................................... 6-26
Tank Storage Capacity in BPT Geita (Mwanza) Depot .................................... 6-27
xi

Draft Final Report

Volume 2
Table 6.18
Table 6.19
Table 6.20
Table 6.21
Table 6.22
Table 6.23
Table 6.24
Table 6.25
Table 6.26
Table 6.27
Table 6.28
Table 6.29
Table 6.30
Table 6.31
Table 6.32
Table 6.33
Table 6.34
Table 6.35
Table 6.36
Table 6.37
Table 6.38
Tank Storage Capacity in NATOIL Dar Es Salaam Depot ................................ 6-33

Tank Storage Capacity in ENGEN Dar es Salaam (Kurasini) Depot ................. 6-33
Tank Storage Capacity in ENGEN Kigoma Depot ........................................... 6-34
Approximate Songo-Songo Gas Composition.................................................. 6-45
Approximate Mnazi Bay Gas Composition ..................................................... 6-48
Total Storage Capacity in Dar es Salaam ......................................................... 6-52
Total Storage Capacity in Mwanza .................................................................. 6-53
Total Storage Capacity in Mtwara ................................................................... 6-54
Total Storage Capacity in Tanga ...................................................................... 6-55
Total Storage Capacity in Musoma .................................................................. 6-56
Total Storage Capacity in Shinyanga ............................................................... 6-57
Total Storage Capacity in Kigoma ................................................................... 6-59
Total Storage Capacity in Arusha .................................................................... 6-59
Total Storage Capacity in Moshi...................................................................... 6-60
Total Storage Capacity in Mbeya ..................................................................... 6-61
Total Storage Capacity in Tabora ..................................................................... 6-62
Total Storage Capacity in Bukoba ................................................................... 6-63
Total Storage Capacity in Dodoma .................................................................. 6-64
Total Storage Capacity in Makambako ............................................................ 6-65
Imported Petroleum Quantities in Tanzania ..................................................... 6-69
Transit Transactions at Land Border Stations (Year 20102011) ...................... 6-77
Table 7.1
Table 7.2
Table 7.3
Table 7.4
Flow of Approval Procedure and Verification according to the PPP Act ........... 7-10
Transport-Sector-Related Investment Plans in the FYDP (2011/1215/16)....... 7-17
Modified Scoring for the Public Expenditure Performances by Sub Sector ...... 7-19
Funding Capacity by Sub Sector ..................................................................... 7-21
Table 8.1
Table 8.2
Summary of the Implementation of the Field Survey ......................................... 8-8

Import/Export Trends of Tanzania and Neighbouring Countries
(20012010) ................................................................................................... 8-12
Import Trends of Tanzania by Type of Commodity (20012010) ..................... 8-14
Export Trends of Tanzania by Type of Commodity (20012010) ..................... 8-14
Import Trade between Country Pairs in 2010 ................................................... 8-15
Export Trade between Country Pairs in 2010 ................................................... 8-15
Available Information from Customs Database................................................ 8-16
Trade Throughput at Major Border Crossing Points, 2010 ............................... 8-17
Trends of Import and Export Volume at Major Border Points........................... 8-18
OD between Customs Offices for Transit through Tanzania, 2010 ................... 8-21
Trend of Transit Volume at Major Border Points .............................................. 8-22
Inland Modal Split from/to Border Points, 2010 .............................................. 8-23
Share of Air Cargo, 2010................................................................................. 8-24
Vehicle Operating Cost in Southern Africa by Vehicle Category ...................... 8-26
Vehicle Operating Cost per Cargo Transport Time and Distance1 .................... 8-27
COMESA Transit Road User Charges for Freight Vehicles .............................. 8-28
TRL Freight Tariff for General Goods by Distance Per Large Wagon1
(Maximum of 40 tonnes) ................................................................................. 8-29
TRL Freight Tariffs by Commodity Category per Large Wagon1 .................. 8-31
TAZARA Freight Tariffs by Commodity Category (USD/tonne)...................... 8-32
KenyaUganda Railway Tariffs for Transit Traffic, Containerised Cargo ......... 8-33
KenyaUganda Railway Tariffs for Transit Traffic, Bulk Cargo between
Kampala and Mombasa ................................................................................... 8-33
Major Seaport Tariffs in Tanzania (Directly Charged for Cargo) ...................... 8-34
Major Seaport Tariffs in Kenya (Directly Charged for Cargo) .......................... 8-35
Table 8.3
Table 8.4
Table 8.5
Table 8.6
Table 8.7
Table 8.8
Table 8.9
Table 8.10
Table 8.11
Table 8.12
Table 8.13
Table 8.14
Table 8.15
Table 8.16
Table 8.17
Table 8.18
Table 8.19
Table 8.20
Table 8.21
Table 8.22
Table 8.23
xii

Table 8.24
Table 8.25
Table 8.26
Draft Final Report

Volume 2
Table 8.27
Table 8.28
Table 8.29
Table 8.30
Table 8.31
Table 8.32
Table 8.33
Table 8.34
Table 8.35
Table 8.36
Table 8.37
Major Lake Port Tariffs in Tanzania (Directly Charged for Cargo) ................... 8-37
Lake Freight Transport Charges in Tanzania General Goods ......................... 8-37
Lake Freight Transport Charges in Tanzania Containers, Railway Wagons,
and Vehicles (Common Rate for All Three International Lakes) ....................... 8-38
Alternative Routes for the Transport of Freight between Country Pairs ............ 8-40
Model Parameters for Trade Forecasting ......................................................... 8-41
Projections of GDP and Population ................................................................. 8-41
Forecasts of Trade Volume .............................................................................. 8-41
Forecast Import Freight OD by Commodity (Burundi, 2030) ........................... 8-43
Forecast Export Freight OD by Commodity (Burundi, 2030) ........................... 8-43
Forecast Import Freight OD by Commodity (Rwanda, 2030) ........................... 8-44
Forecast Export Freight OD by Commodity (Rwanda, 2030) ........................... 8-44
Potential Freight through the Port of Bujumbura (2030) .................................. 8-45
Potential Cargo Load through the Port of Bujumbura (2030) ........................... 8-45
Potential Cargo Volume at the Port Bujumbura by Commodity Type (2030) .... 8-46
Table 9.1
Cargo Situation of Major Airports in 2010......................................................... 9-9
xiii

Draft Final Report

Volume 2
Abbreviations and Acronyms

AfDB
African Development Bank
AIP
Aeronautical Information Publication
A-PAD
Assessed Pre-Arrival Documentation
ASYCUDA
Automated System for Customs Data
BADEA
Arab Bank of Economic Development in Africa
CE
Chief Executive
CIF
Cost, Insurance and Freight
CIQ
Custom, immigration and quarantine
COMESA
Common Market for Eastern and Southern Africa
DED
Detailed Engineering Design
DP
Development Partner
DRC
The Democratic Republic of Congo
DSM
Dar es Salaam
EIA
Environmental Impact Assessment
EIS
Environmental Impact Statement
E. P. B
Socit Concessionnaire de LExploitatioon du Port de Bujumbura
EPZ
Export Processing Zone
EPZA
Export Processing Zone Authority
EU
European Union
FCL
Full Container Load
FINIDA
Finland International Development Agency
FOB
Free on Board
FS
Feasibility Studies
FYDP
Five Year Development Plan
GBS
General Budget Support
GDP
Gross Domestic Product
GOT
Government of Tanzania
ICAO
International Civil Aviation Organization
ICD
Inland Container Depot
xiv

IDA
International Development Association
JICA
Japan International Cooperation Agency
JISR
Joint Infrastructure Sector Review
JNIA
Julius Nyerere International Airport
KADCO
Kilimanjaro Airports Development Corporation
KIA
Kilimanjaro International Airport
KOICA
Korea International Cooperation Agency
MCC
Millennium Challenge Corporation
MOFEA
Ministry of Foreign and Economic Affairs
MOT
Ministry of Transport
MOW
Ministry of Works
MSCL
Marine Services Co., Ltd.
MT
Motor Tanker, Motor Tugboat
MTEF
Medium Term Expenditure Framework
Draft Final Report

Volume 2
MUKUKUTA Mkakati wa Kuondoa Umaskini Tanzania

MV
Motor Vessel
NEAC
National Environmental Advisory Committee
NEMC
National Environment Management Council
NIPP
National Investment Promotion Policy
NORAD
Norway Agency for Development
NRSP
National Road Safety Policy
NTP2003
National Transport Policy 2003
OD
Origin and Destination
OFID
Overseas Fund for International Development
OSBP
One Stop Border Post
PAD
Pre-Arrival Documentation
PCN
Pavement Classification Number
PERTS
Public Expenditure Review for the Transport Sector
PMMR
Performance based Management and Maintenance of Roads
PMORALG
Prime Minister Office Regional Administration and Local Government
xv

P-PAD
Pre-Assessed Pre-Arrival Documentation
PPP
Public Private Partnership
RF
Roads Fund
RFB
Roads Fund Board
RMMS
Roads Maintenance Management System
RoRo ship
Roll-on/Roll-off ship
RSA
Republic of South Africa
RSPS
Road Sector Program Support
RUSIRM
Ruvuma and Southern Iringa Road Maintenance
SADC
South African Development Community
SEA
Strategic Environmental Assessment
SEZ
Special Economic Zone
SNCC
Socit Nationale des Chemins de Fer du Congo
SNCZ
Socit Nationale des Chemins de Fer Zarois
STSIP
Short Transport Sector Investment Program
SUMATRA
Surface and Marine Transport Regulatory Authority
TAA
Tanzania Airports Authority
TANROADS
Tanzania National Roads Agency
TANSAD
Tanzania Single Administration Document
TAZARA
Tanzania Zambia Railway Authority
TCAA
Tanzania Civil Aviation Authority
TDV2025
Tanzania Development Vision 2025
TEU
Twenty Equivalent Unit
TIC
Tanzania Investment Centre
TPA
Tanzania Ports Authority
TRA
Tanzania Revenue Authority
TRL
Tanzania Railway Limited
TSIP
Tanzania Transport Sector Investment Program
USA
United States of America
WB
World Bank
xvi
Draft Final Report

Volume 2

Chapter 1
1.1
Chapter 1
Introduction
Introduction
Study Background and Subjects
The economy of Tanzania, with a population of over 40 million, has constantly shown high
growth in recent years. Particularly since 2000, the real growth rate has been hovering around
7%, which is expected to continue for the next decade. This expansion of the economy has been
reflected directly on the demand for transportation. It has been demonstrated in this part and
elsewhere in the world that demand for transportation grows at a rate much greater than the
overall economy, at least in the early stages of economic development. Even at 8% annual
growth, transport demand would more than quadruple in the next 20 years. Accommodating
such an increase in transport demand is a pressing issue in Tanzania, where existing
infrastructure has by no means been developed in an efficient and balanced way, and is already
showing strains in dealing with the level of demand at present, thereby causing a transport cost
structure that is significantly higher than the world standard.
It is also important to note that Tanzania has several international corridors connecting its east
coast to neighbouring inland countries. The development of such infrastructure has a great
impact not only on the Tanzanian economy but also on the economies in the rest of the East
African region, some of which have been expanding at a rate even higher than that of Tanzania.
In that sense, transport infrastructure in Tanzania (both hard and soft) needs to be designated not
only as a domestic asset but also as a common asset shared with the neighbouring economies.
It is clear that the future of transport in Tanzania should not be considered as an extension of the
immediate past. An approach with a clear vision is called for.
Given these circumstances, the government of Tanzania, based on the recognition of the need
for a clear plan on transport development, has announced TSIP (10-Year Transport Sector
Investment Programme Phase 1) in 2007, as a concrete action plan for the National Transport
Policy (2003). TSIP has adopted the concept of a development corridor, widely recognized as
the development method for the whole continent, which lists four corridors Dar es Salaam,
Central, Tanga and Mtwara as key corridors for development.
Since the time of formulating TSIP, many agencies related to Tanzanian transport as well as the
East African Community Secretariat launched a variety of studies, recognizing the need to cope
with the imminent increase in demand for transport and lowering its cost. However, those
studies are conducted with a particular focus relating to the area of concern of the respective
agency. A study to look at the transport sector as a whole, including various modes and
interconnections among them is called for. Such a study will provide input for the formulation
of the second phase of TSIP. Thus, Tanzanias Ministry of Transport (former Ministry of
Infrastructure Development) has requested the Japanese government to support in 1) preparing a
comprehensive transport plan to streamline the country-wide freight transport system; and 2)
conducting feasibility studies for developing necessary transport and trade systems.
This study not only benefited from all the previous studies and plans but also tried to draw hints
from additional aspects. Aside from the inter-modal considerations mentioned above, an
emphasis was made in understanding domestic movements of goods within Tanzania, which is a
large country of widely dispersed population that cannot be viewed as a geographicallyconcentrated entity. Unlike smaller countries, Tanzanias transport plan must take into
consideration the geographical distribution of demand within the country that will change over
time.
1-1

1.2
Chapter 1
Introduction
Study Objectives
The objectives of the study are to prepare the future vision of the corridors and other
development in Tanzania in terms of freight transport strategy; to build a nation-wide freight
transport master plan with a focus on the competitiveness of the cross-border corridors; and to
build administrative capacity (planning and implementation) of the institutions relevant to the
freight transport planning.
More specifically, the following outcomes are expected:
1)
2)
3)
Constructing reliable OD (Origin and Destination) data by mode/corridor and other freight
transport data, as a result of surveys focusing primarily on freight transport
Formulating a freight transport strategy centred on the corridors, and reviewing the relevant
institutions, organizations and policies in line with this strategy
Preparing a master plan for facilitating the freight transport both on the hard and soft
components, to identify priorities and leading projects
It is also expected that the administrative capacity of the counterpart institutions in Tanzania is
to be enhanced by means of 1) 3) above.
1.3
Study Flows and Schedule
Figure 1.1 illustrates various tasks and periods of time in which they are to be carried out, and
inter-relationships among them. This volume presents results of study activities performed from
mid-December 2011 to mid-October 2012, primarily in Tanzania.
1-2
10

Year 2011
8
Year 2012
11
12
10
Task 8Transfer of technology
8-1: Upgrading of skills in freight transport database development and

maintenance
8-2: Transfer of traffic survey and transport demand forecasting
skills
8-3: Transfer of method for transport planning, especially for freight
transport planning
Task 5Development of a comprehensive freight transport master plan

(up to 2030)
Task 1Review and analysis of the current situation and issues in the transport sector
5-2: Strategic environmental

assessment
1-1: Analysis of the trends in

social/economic conditions and international
1-3: Analysis of trends in the transport

industry
6-4: Environmental and social

impact assessment
5-4: Development of a step-bystep implementation plan

5-5: Development of
a short-term action plan
1-4: Identification of the current situation and issues related to

transport infrastructure
6-2: Basic design and estimation of

project costs
6-3: Implementation planning
5-3: Project evaluation
1-2: Analysis of trends in of industry and

private investiment
Task 6: Pre-feasibility studies

6-1: Identification of priority
projects
5-1: dentification of potential projects
6-5: Economic and financial analysis
1-5: Review of policies, regulations, standards, and institutional

frameworks in the transport sector
1-6: Review of development plans of the Regional Economic Communities Tanzania,
and the regions of Tanzania, and relevant existing studies by other development partners
1-7: Review of regulations relevant to environmental and social
impact assessment
Tasks
Task 4Preparation of a comprehensive freight transport development strategy
4-1Examination of the functions and

roles of the major corridors
1-3
4-2: Examination of measures to ensure competitiveness and increase the

attractiveness of international transport corridors serving landlocked countries
4-3: Examination of measures to
respond to transport and trade issues
Task 2Surveys of actual freight movement

2-1: Projection/assessment of traffic volumes in East Africa from existing
transport data (by origin and destination, route, and transport mode)
4-4: Formulation of development strategies for overall freight

transport and for each of the major transport corridors
2-2: Examination of the demand

forecasting methodology and zoning
4-5: Formulation of development

strategies for each transport mode
2-3: Traffic surveys and collecting traffic volume data by

transport mode
2-4: Interviews with freight transport related businesses

2-5: Estimation of the present origin and
destination table
2-6: Evaluation of the competitiveness of major
corridors
Task 3Transport Demand Forecasting
3-1: Establishment of the socio-economic framework

3-2: Development of future origin and destination tables
3-3: Formulation of future transport network and service levels
3-4: Estimation of future traffic volumes by transport corridor and
mode
IC/R
PR/R
IT/R
Figure 1.1: Study Flow and Schedule
DF/R
F/R
DFR
Chapter 1
Introduction
Reporting
Steering
Committee

1.4
Chapter 1
Introduction
Progress to Date
The Study was officially launched by JICA on 12 August 2011 and the first of study team
members arrived in Tanzania on 16 August. Other members followed and by the middle of
September, the team on the ground comprised of twenty team members with various areas of
expertise. In addition, a Tanzanian professional and three Tanzanian assistants started working
with the team.
MOT made a room available for the study team on the third floor of its headquarters building,
which was adequate only for a small number of workers. An additional five office rooms were
provided within the RAHCO headquarters for use by the team. Thanks to the diligence of the
Director of Planning of MOT and the General Manger of RAHCO, the study team was provided
with sufficient office space to work in. The study team is indeed grateful for their efforts.
Upon their arrival, each of the study team members started their own reconnaissance surveys
throughout the country and some have gone to neighbouring countries for that purpose. In some
cases, getting permission to make appointments was time-consuming but eventually were able
to collect necessary information.
A large-scale, nation-wide road-side origin and destination survey, the first of the kind in
Tanzania, was launched on 8 September 2011. This collected origin/destination of freight and
other information at about 120 points spread within Tanzania. Another survey of transport
businesses was initiated on 18 October, which was to cover about 150 establishments in
Tanzania and in neighbouring countries. Results of both surveys were collected by the end of
December, then the detailed analysis of data followed.
A weekly meeting involving all members present in Dar es Salaam and the MOT counterpart
official has been held to coordinate study activities and to inform everyone concerned of the
teams progress.
A Progress Report was issued in December 2011, which defined issues in the freight transport
sector in Tanzania. This was prepared after an exhaustive survey of the sector done by the Study
Team of 25 experts between August 2011 to early December 2011.
This Volume 2 is intended to present a draft master plan for developing the freight transport
systems in Tanzania up to the year 2030, based on the findings collected by a concerted effort of
25 experts. This includes findings on the existing situation as presented in the Progress Report
and the analytical future projections that have been conducted from mid-December to mid-April.
The plan as presented here is a draft. The finalization process will take place in the coming
months, through a process of incorporating comments made by various stakeholders in Tanzania.
The second workshop1 was held on 19 September 2012 to report the contents of the draft
master plan to various stakeholders who have an interest in freight transport in Tanzania one
way or another. Fifty people from various governmental institutions, private sector, and donors
were informed through a presentation by the Study Team and many from the audience
expressed their views on the draft master plan. A list of attendants is presented in Appendix A-1
This volume has been prepared as a stand-alone report for easy reading. Data and analyses of
various existing transport modes presented in the Progress Report (Volume 2) are not repeated
in this volume although the master plan was formulated out of the findings presented in the
Progress Report. Readers are encouraged to refer to the Progress Report as needed.
1
The first workshop was held 24 April 2012.
1-4

Chapter 2
Chapter 2
Economic Development Scenario
2.1
Socio-Economic Development
2.1.1
Tanzania and Its Region
Tanzania is one of the largest countries in Africa both in terms of land area and population.
Only the Democratic Republic of Congo (DRC), Egypt, Ethiopia, South Africa, and Sudan
exceed Tanzania in both land area and population. Tanzania is larger in both land area and
population than all of its neighbouring countries except the DRC (i.e., it is larger than Burundi,
Kenya, Malawi, Mozambique, Rwanda, Uganda, and Zambia). Its national capital is Dodoma,
while the largest city is Dar es Salaam, which has a major international port. Dar es Salaam is
the sixth largest port city in Africa after Kinshasa, Alexandria, Abidjan, Casablanca, and Cape
Town in terms of urban population size. Dar es Salaam serves as a gateway not only to
Tanzania itself but also to six neighbouring landlocked countries (Burundi, DRC, Malawi,
Rwanda, Uganda and Zambia).
Tanzanias estimated national population was 43.74 million in 2009. The countrys population
is increasing at an average rate of about 2.8%, which is the fourth highest in Africa after the
West Sahara, Uganda, and Burundi.
The national economy grew at an annual average rate of 5%7% over the past decade, which
was higher than the average of 3.5% in the 1990s. This accelerated growth has been made
possible by an expanding domestic market represented by growth in the construction,
transportation, and financial sectors. Also, exports have increasingly contributed to the national
economy. The proportion of exports to gross domestic product (GDP) increased from 13% to
26% from 2000 to 2010. Export growth has been especially remarkable in the tourism and
mining sectors. The national economy is expected to grow at a higher rate in the foreseeable
future due to mining (of gold in particular). This growth is likely to be sustained over the longer
term if the country is able to keep investing in the necessary infrastructure, improving its
business climate, and adapting to the changing global economic environment.
Table 2.1 presents the GDP trends in the region, while Figure 2.1 displays the regional
distribution of GDP from 2002 to 2006.
2-1

Chapter 2
Table 2.1: Trends in Regional GDP at Market Prices

Region
1998
1999
Arusha
383,893
446,730
Dar es Salaam
916,280 1,066,259
Dodoma
178,947
208,237
Iringa
284,543
331,118
Kagera
192,509
224,019
Kigoma
125,560
146,112
Kilimanjaro
217,244
252,803
Lindi
113,905
132,550
Manyara
Mara
173,550
201,957
Mbeya
292,993
340,951
Morogoro
234,402
272,769
Mtwara
192,821
237,846
Mwanza
395,229
459,921
Pwani
111,314
129,534
Rukwa
191,944
223,362
Ruvuma
192,412
223,907
Shinyanga
369,846
430,383
Singida
153,376
178,481
Tabora
195,094
227,028
Tanga
209,450
243,734
Total
5,125,312 5,977,701
Unit: Tsh million
Source: National Bureau of Statistics
2000
510,055
1,158,513
226,254
359,767
261,739
158,754
274,676
144,018
2001
582,554
1,282,449
264,197
424,602
289,808
188,712
310,701
158,814
248,316
370,450
296,370
255,028
573,094
140,741
242,688
242,947
520,504
193,923
246,671
281,873
6,706,381
256,109
438,082
363,271
296,548
730,697
155,014
249,370
242,630
589,032
202,192
262,849
336,986
7,624,617
2002
393,050
1,473,226
303,905
486,091
327,649
212,940
352,292
178,333
277,057
288,989
501,523
413,889
333,645
847,241
174,066
280,838
273,779
677,560
225,126
296,594
382,095
8,699,888
2003
388,567
1,589,174
324,953
542,737
467,959
357,088
427,374
229,264
273897
442,805
581,086
439,142
291,834
834,329
226,488
348,625
376,291
667,311
227,114
362,872
418,456
9,817,366
2004
492,386
1,715,051
351,998
607,402
488,706
378,528
535,000
238,616
347,078
472,772
766,340
622,226
303,804
965,448
235,467
391,931
435,908
695,248
236,459
447,294
603,977
11,331,639
2005
592,244
1,961,505
392,726
709,802
526,618
420,755
639,617
257,565
438,461
525,022
929,164
706,296
326,984
1,102,181
253,922
447,846
533,352
744,692
239,561
560,574
754,432
13,063,319
Mara
Kagera
Mwanza
Arusha
Shinyanga
Kilimanjaro
Kigoma
Manyara
Tanga
Tabora
Singida
Dodoma
Dar es Salaam
Rukwa
Morogoro
Regional GDP
1,000,000
Pwani
Iringa
Mbeya
2002
2006
Lindi
Annual Growth Rate of Regional GDP

(from 2002 and 2006)
20% to
15% to
10% to
5% to
0% to
25%
20%
15%
10%
5%
Ruvuma
Mtwara
Unit: Tsh million

Figure 2.1: Regional Distribution of GDP at Market Prices (20022006)
2-2
2006
679,066
2,323,743
457,376
797,187
623,567
480,876
721,397
295,857
475,886
606,851
1,051,413
807,998
376,119
1,294,503
291,807
510,746
583,718
884,347
285,538
612,978
834,274
14,995,247

Chapter 2
Tanzanias economy is predominantly agricultural. While the sector accounted for 28% of GDP
and 30% of export earnings in 2010, it employed 75% of the total labour force. In 2008, the ten
largest crops and their production volumes in thousands of tonnes were cassava (5,393), maize
(3,556), sugarcane (3,500), bananas (2,947), rice (1,346), sorghum (861), sunflower (418),
groundnuts (397), cotton (201), and cashew nuts (99). The ten largest major crops in 2008 in
terms of USD billion were coffee (105), cotton (81), cashew nuts (69), tea (43), malt (38), wheat
(19), rice mill/broken (16), sisal (16), cloves (14), and maize (9).
The tourism sector started to grow rapidly after the government liberalized investment in the
sector. Tourism accounts for 25% of the countrys foreign exchange reserves with major
international tourism spots including Mount Kilimanjaro, Serengeti National Park, Ngorongoro
Reserve, and Zanzibar.
The mining sector is also growing rapidly due to the global increase of mineral prices and
government policy to liberalize the sector. In 2007, the ten largest minerals and their production
volumes in thousands of tonnes were copper (7,222), limestone (1,322), pozzolan (184),
gypsum (53), salt (35), coal (27), silver (12), phosphate (8), bauxite (5), and calcite (2). The ten
largest minerals in 2007 in terms of exports and their values in USD million were gold (889),
tanzanite (49), gemstones (36), diamonds (29), copper (21), silver (5), salt (2), phosphate (1),
bauxite (1), and gypsum (0.1).
The manufacturing sector in Tanzania is relatively small compared to that of many other
African countries. It started to grow under an import substitution policy until the late 1980s,
after which the government adopted open door and liberalization policies. However, many
manufacturing industries have not been competitive against lower-cost, imported manufactured
goods. At present, the major manufactured goods include cement, soft drinks, corrugated iron
sheeting, processed foods, plastic products, and leather products. The processing of agricultural
products has potential if better systems to collect, process, and transport agricultural products
are in place.
Table 2.2 shows the changing industrial mix of GDP in Tanzania.
Table 2.2: Changing Industrial Mix of GDP
GDP
Agriculture
Industry
Services
2005
100
32
23
46
2006
100
30
23
47
2007
100
29
23
47
2008
100
29
23
48
2009
100
30
22
48
2010
100
29
23
49
Unit: Percentage
Source: World Bank, Country Assistance Strategy for Tanzania, 9 May 2011.
In geographical terms, the national economy used to be decentralized. The ratio of Dar es
Salaams population to the total national population is now 7.4%, which is considerably lower
than that of many primate cities in Africa. Relatively independent and self-contained
economies were being maintained in zones (or regions), including the northern, lake, southern
highlands, and southern zones. With limited transport accessibility, some zones are too far from
Dar es Salaam to maintain intensive economic interaction. These zones tend to maintain
cross-border economic linkages with parts of neighbouring countries (i.e., the northern zone
with central Kenya; the lake zone with western Kenya, Rwanda, and Burundi; the southern zone
with Malawi, Zambia, and eastern DRC).
2-3

Chapter 2
Urbanization has progressed rapidly. The proportion of urban population to total population in
urban areas increased from 5.7% to 26.4% from 1967 to 2010. A major feature of this
urbanization has been the concentration of people in Dar es Salaam. Table 2.3, Table 2.4 and
Figure 2.2 show the population and urban concentration in Dar es Salaam and other major
regions. Urbanization will continue and be accompanied by the gradual integration of different
zones/regions, with an improved transport network. Also, Table 2.5 presenting the regional
distribution of recent private investments clearly shows a heavy concentration of economic
activities in Dar es Salaam.
Table 2.3: Census Population
Region
Arusha
Dar es Salaam
Dodoma
Iringa
Kagera
Kigoma
Kilimanjaro
Lindi
Manyara
Mara
Mbeya
Morogoro
Mtwara
Mwanza
Pwani
Rukwa
Ruvuma
Shinyanga
Singida
Tabora
Tanga
Total
1967
610,474
356,286
709,380
689,905
658,712
473,443
652,722
419,853
1978
926,223
843,090
972,005
925,044
1,009,767
648,941
902,437
527,624
544,125
753,765
682,700
621,293
1,055,883
428,041
276,091
395,447
899,468
457,938
502,068
771,060
11,958,654
723,827
1,079,864
939,264
771,818
1,443,379
516,586
451,897
561,575
1,323,535
613,949
817,907
1,037,767
17,036,499
Unit: Person
2-4
1988
744,479
1,360,850
1,235,328
1,193,074
1,313,594
856,770
1,104,673
646,494
603,691
946,418
1,476,278
1,220,564
889,100
1,876,635
636,103
698,718
779,875
1,763,800
792,387
1,036,150
1,280,212
22,455,193
2002
1,292,973
2,497,940
1,698,996
1,495,333
2,033,888
1,679,109
1,381,149
791,306
1,040,607
1,368,602
2,070,046
1,759,809
1,128,523
2,942,148
889,154
1,141,743
1,117,166
2,805,580
1,090,758
1,717,908
1,642,015
33,584,753

Chapter 2
Mara
Kagera
Mwanza
Arusha
Shinyanga
Kilimanjaro
Kigoma
Manyara
Tanga
Tabora
Singida
Dodoma
Dar es Salaam
Rukwa
Morogoro
Increase of Population
Iringa
Mbeya
2,500,000
1,250,000
Pwani
250,000
1988
Lindi
2,500,000
1,250,000
250,000
2002
Road Classif ication

Ruvuma
Mtwara
Regional Road
Trunk Road
Unit: Person
Figure 2.2: Regional Distribution of Population, 20022006

Table 2.4: Population of Regional Capital Cities
BUKOBA
Total
59
Growth
2.03
KIGOMA
Total
132
Growth
1.78
MWANZA
Total
386
Growth
2.24
SHINYNGA
Total
78
Growth
1.63
MUSOMA
Total
105
Growth
1.64
SINGIDA
Total
58
Growth
1.45
ARUSHA
Total
334
Growth
3.24
DODOMA
Total
151
Growth
1.82
MOSHI
Total
144
Growth
1.48
MOROGORO
Total
209
Growth
1.77
TABORA
Total
126
Growth
1.35
SAMBAWANGA
Total
75
Growth
1.56
MBEYA
Total
233
Growth
1.78
IRINGA
Total
102
Growth
1.20
SONGEA
Total
99
Growth
1.87
Unit: Population in thousand persons and growth in percentage

2-5
TANGA
Total
173
Growth
1.26
DAR ES
SALAAM
Total
2304
Growth
1.91
KIBAHA
Total
41
Growth
n/a
LINDI
Total
29
Growth
0.69
MTWARA
Total
79
Growth
1.20
Lake Turkana

Chapter 2
Somalia
Lake Albert
Uganda
Kenya
Lake Victoria
Bukoba
Rwanda
Congo, DRC
Musoma
Mwanza
ArushaMoshi
Burundi
Shinynga
Kigoma
Singida
Tabora
Tanga
Dodoma
Dar Es Salaam
MorogoroKibaha
Lake Tanganyika
Iringa
Sambawang
Mbeya
Lindi
Mtwara
Songea
Region_point
Population
Regional Capital Cities
Sum of of
Fields
1,200
Comoros
Lake Nyasa
Unit: Population in thousand persons

POP
Source: National
Bureau of Statistics
Region
Zambia
Comoros
Malawi
Figure 2.3: Population
in Regional Capital Cities
Table 2.5: Number of Investment Projects Registered

Mozambique
by the Tanzania Investment Centre
Namibia
KAGERA
27
KIGOMA
11
MWANZA
210
SHINYNGA
44
MARA
33
SINGIDA
5
ARUSHA
569
DODOMA
40
MBEYA
55
IRINGA
49
Zimbabwe
Botswana
TABORA
20
RUKWA
11
Source: Tanzania Investment Centre
2-6
KLMNJRO
TANGA
119
88
Juan De Nova
I.
MOROGORO
DAR ES
76
SALAAM
2,214
Madagascar
PWANI
141
RUVUMA
LINDI
12
19
MTWARA
18
Lake Turkana

Chapter 2
Somalia
Lake Albert
Uganda
Kenya
Lake Victoria
Kagera
Mara
Mwanza
Rwanda
Arusha
Kilimanjaro
Congo, DRC
Shinyanga
Burundi
Kigoma
Tanga
Singida
Tabora
Dar Es Salaam
Dodoma
Morogoro
Pwani
Lake Tanganyika
Iringa
Rukwa
Mbeya
Lindi
Mtwara
Income Level
Region_point
Ruvuma
SumofofInvestment
Fields
Number
Projects
200
Comoros
Lake Nyasa
Comoros
Source: Tanzania Investment Centre

INVESTMENT
Region
Zambia
Namibia
Figure 2.4: Number

Malawi of Investment Projects Registered
by Tanzania Investment Center
Urbanization and the integration of regional economies are likely to lead to greater income
disparities between andMozambique
among regions. Population movement from lower income regions to
higher income regions will tend to reduce such income disparities. Figure 2.5 shows that regions
along the national borders and coastal lines tend to be higher income, while regions in the inner
part of the country tend to be lower income, especially along the Central Corridor.
improved
Juan DeAn
Nova
I.
transport network would help reduce these regional disparities.
Zimbabwe
Madagascar
Botswana
2-7

Chapter 2
Note: Income level is higher than the national average in the pink areas.
Source: National Bureau of Statistics, Tanzanian Government
Figure 2.5: The Regions with Income Levels Higher

than the National Average (2004)
Another geographical feature of the national economy is the difference between the southern
part of the country, which is endowed with vast areas with high potential for producing food and
cash crops, and the northern part, which has been developed mainly for agriculture and livestock.
Table 2.6 shows that the northern part of the country as well as Dar es Salaam and the
surrounding area has a food deficit, while the southern part has a food surplus. An improved
transport network would encourage the smooth movement of food from the food-surplus
regions to the food-deficit regions.
2-8

Chapter 2
Table 2.6: Food Surplus/Deficit Gap, 2009/2010

KAGERA
171
KIGOMA
174
MWANZA
26
SHINYNGA
68
TABORA
22
RUKWA
297
MARA
45
SINGIDA
14
ARUSHA
85
DODOMA
176
KLMNJRO
79
MOROGORO
10
MBEYA
226
IRINGA
336
RUVUMA
188
TANGA
6
DAR ES
SALAAM
123
PWANI
724
LINDI
7
MTWARA
118
Note: Figures with minus show deficit

Unit: Kg per person
Source: Ministry of Agriculture, Food Security and Cooperatives
Figure 2.6 shows the priority regions for the large-scale plantation of mainly cash crops, as
identified by the Ministry of Agriculture, Food Security and Cooperatives. The regions are both
in the northern and southern parts of the country, including Kagera, Arusha, Kilimanjaro,
Kigoma, Mbeya, and Iringa.
Maize
Production
(000t)
in 2009
Kagera
Mwanza
Mara
Arusha
Kilimanjaro
Tanga
Shiyanga
Kigoma
Tabora
Singida
Dodoma
Morogoro
Pwani
Dar es Salaam
Rukuwa
Mbeya
Iringa
Lindi
Ruvuma
Mtwara
3,444
Rice
689
Cotton
358
Sugar
290
Coffee
Wheat
95
35
Toba
cco
Tea
30
Pyrenthtum
Sisul
29
Spices
Fruits/
Vegetables
Flower
23
Sources: Ministry of Agriculture, Food Security and Co-operatives (MAFSC), Investment Potential and Opportunities in Agriculture
(Crop Sub-sector), January 2009, for priorities; and MAFSC, District Integrated Agricultural Survey, 2002/2003, for production volumes
Figure 2.6: Priority Regions for Large-Scale Plantation as Identified

by the Ministry of Agriculture, Food Security and Cooperatives
2.1.2
Surrounding Countries
Tanzania borders on Burundi, DRC, Kenya, Malawi, Mozambique, Rwanda, Uganda, and
Zambia. Table 2.7 shows the area, population, and population density of these countries, while
Table 2.8 shows the GDP and GDP per capita of these countries.
2-9

Chapter 2
Table 2.7: Area, Population, and Population Density of Tanzania

and Surrounding Countries
Countries
Tanzania
Kenya
Uganda
Rwanda
Burundi
DRC
Zambia
Malawi
Mozambique
Total
Area
(000 km2)
945
580
242
26
28
2,345
753
118
802
5,839
2000
34,038
31,254
24,213
8,098
6,374
49,626
10,202
11,229
18,201
193,235
Population (000 persons)

Annual Growth Rate:
2010
20002010 (%)
2.8
44,841
40,513
2.6
33,425
3.3
10,624
3.3
8,383
2.8
65,966
2.9
13,089
2.5
14,901
2.9
23,391
2.5
255,133
2.8
Population
Density
(persons/km2)
47
70
138
403
301
28
17
126
29
38
Source: Population Division, United Nations Department of Economic and Social Affairs
Table 2.8: GDP and GDP Per Capita (in Nominal Terms)
Unit: USD
Tanzania
Kenya
Uganda
Rwanda
Burundi
DRC
Zambia
Malawi
Mozambique
Total
2000
(million)
10,186
12,604
6,341
1,772
955
5,265
3,239
2,402
4,310
47,074
2009
(million)
22,351
29,412
17,110
5,265
1,251
11,204
12,748
4,860
9,579
113,780
Annual Growth Rate:

20002009 (%)
9.1
9.9
11.7
12.9
3.0
8.8
16.4
8.1
9.3
10.3
GDP per capita

526
739
523
527
151
170
985
318
418
528
Source: UN data, National Accounts Estimates of Main Aggregates
Table 2.9 shows the trade volumes of Tanzania and its surrounding countries. Imports exceed
exports in all countries except the DRC and Zambia, which have benefited from an increasing
volume of mineral exports (e.g., copper) at rising prices. The largest importer is Kenya followed
by Tanzania. Burundi and Rwanda show high rates of increase in imports, presumably due to
the economic recovery after civil conflicts.
Table 2.9: Trade Volume of Tanzania and Its Surrounding Countries
2005
2010
Imports Exports
Total
Imports Exports
Tanzania
3,247
1,672
4,919
8,013
4,051
Kenya
5,486
3,502
8,988
12,422
5,361
Uganda
2,054
654
2,708
4,661
1,619
Rwanda
412
149
561
1,255
238
Burundi
258
114
372
833
276
DRC
1,618
1,509
3,127
3,947
5,310
Zambia
2,558
1,810
4,368
5,321
7,200
Malawi
1,165
495
1,660
2,173
1,066
Mozambique
2,408
1,745
4,153
3,564
2,243
Source: International Trade Center, International Trade Statistics
2-10
Total
12,064
17,783
6,280
1,493
1,109
9,257
12,521
3,239
5,807
Imports
2.47
2.26
2.27
3.05
3.23
2.45
2.01
1.87
1.48
Unit: USD thousand

20052010
Exports
Total
2.42
2.45
1.53
1.98
2.48
2.32
1.60
2.66
2.42
2.98
3.52
2.96
3.98
2.89
2.15
1.95
1.29
1.40

Chapter 2
As shown in Table 2.10, fuel, vehicles, machinery, electrical products, and plastics are major
import items in Tanzania and the neighbouring countries.
Table 2.10: Top Five Import Commodities of Tanzania
and Its Surrounding Countries
Tanzania
Kenya
Uganda
Rwanda
Burundi
DRC
Zambia
Malawi
Mozambique
First
Fuels
Fuels
Fuels
Vehicles
Vehicles
Machinery
Machinery
Fuels
Fuels
Second
Vehicles
Machinery
Machinery
Electrical
Electrical
Fuels
Ores
Fertilizers
Unspecified
Third
Machinery
Electrical
Vehicles
Machinery
Medicines
Vehicles
Fuels
Machinery
Vehicles
Fourth
Electrical
Vehicles
Electrical
Medicines
Nonmetals
Electrical
Vehicles
Vehicles
Machinery
Fifth
Plastics
Plastics
Iron/Steel
Fuels
Machinery
Iron/Steel
Electrical
Electrical
Electrical
Regarding exports, Tanzania and its neighbouring countries are commonly dependent on a
number of primary commodities such as coffee/tea, fish, sugar, copper, and gemstones, as
shown in Table 2.11.
Table 2.11: Top Five Export Commodities of Tanzania
and Its Neighbouring Countries (2010)
Tanzania
Kenya
Uganda
Rwanda
Burundi
DRC
Zambia
Malawi
Mozambique
First
Gem stones
Coffee/Tea
Coffee/Tea
Ores
Coffee/Tea
Copper
Copper
Tobacco
Aluminium
Second
Ores
Trees/Flowers
Fish
Coffee/Tea
Gem stones
Ores
Ores
Ores
Fuels/Oils
Third
Coffee/Tea
Vegetables
Electrical
Vehicles
Leathers
Fuels/Oils
Basic metals
Coffee/Tea
Tobacco
Fourth
Fish
Fuels/Oils
Fuels/Oils
Machinery
Ores
Basic metals
Sugar
Sugar
Unspecified
Fifth
Copper
Edible oil
Nonmetals
Live animals
Fuels/Oils
Chemicals
Tobacco
Vegetables
Fish
Table 2.12 and Table 2.13 show major origins of imports and destinations of exports of
Tanzania and its neighbouring countries. Generally, the coastal countries (i.e., Kenya,
Mozambique, and Tanzania) import from and export to countries overseas. The landlocked
countries (i.e., Burundi, DRC, Malawi, Rwanda, Uganda, and Zambia) import from and export
to the coastal countries in addition to the rest of the world.
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Chapter 2
Table 2.12: Top Five Origins of Imports of Tanzania

and Its Surrounding Countries (2010)
Tanzania
Kenya
Uganda
Rwanda
Burundi
DRC
Zambia
Malawi
Mozambique
First
India
China
India
Uganda
China
South Africa
South Africa
South Africa
South Africa
Second
China
UAE
Kenya
China
Belgium
China
DRC
China
Netherlands
Third
South Africa
India
China
Kenya
Japan
Belgium
Kuwait
India
India
Fourth
UAE
South Africa
UAE
Tanzania
Zambia
Zambia
China
Zambia
Portugal
Fifth
Japan
Japan
Japan
UAE
Kenya
Nigeria
India
UAE
China
Table 2.13: Top Five Destinations of Exports from Tanzania

and Its Surrounding Countries (2010)
Tanzania
Kenya
Uganda
Rwanda
Burundi
DRC
Zambia
Malawi
Mozambique
First
Switzerland
Uganda
Sudan
Switzerland
Switzerland
China
Switzerland
Belgium
Netherlands
Second
China
UK
Kenya
Kenya
UK
USA
China
Canada
South Africa
Third
South Africa
Tanzania
DRC
Belgium
Belgium
Belgium
South Africa
Egypt
Portugal
Fourth
Kenya
Netherlands
Rwanda
Hong Kong
UAE
Finland
DRC
Germany
Zimbabwe
Fifth
India
USA
UAE
DRC
Kenya
Korea
UAE
USA
Spain
Table 2.14 shows the volume and top five commodities that are imported and exported to and
from surrounding countries. Tanzania is a net exporter to all of the surrounding countries except
Mozambique. Tanzania is particularly a major products supplier for the surrounding landlocked
countries. Its exports to and imports from the surrounding countries are basically
non-agricultural goods and materials, including machinery, electrical products, non-metallic
mineral products, and iron/steel.
Table 2.14: Top Five Commodities Traded with the Surrounding Countries
From/To
Kenya
Import
Amount
(USD)
275,259
Uganda
Export
Import
Rwanda
Burundi
DRC
Top Five Commodities

Third
Fourth
Aluminium
Salt
First
Soaps
Second
Food oils
324,885
17,888
Fuel
Edible oil
Electrical
Machinery
Plastics
Vehicle
Papers
Iron/Steel
Export
Import
Export
Import
Export
60,265
1,416
116,802
608
56,132
Textiles
Electrical
Fertilizer
Iron/Steel
Furniture
Nonmetals
Machinery
Nonmetals
Vehicle
Nonmetals
Cereal
Iron/Steel
Cereals
Beverage
Plastics
Machines
Nonmetals
Iron/Steel
Rubber
Fertilizer
Import
1,134
Fuel
Apparels
Nonmetals
Export
156,081
Organic
chemicals
Milling
products
Fifth
Chemical
products
Textiles
Iron/Steel
products
Plastics
Cotton
Fish
Leather
Milling
products
Vehicle
Machines
Edible oils
Soap
Tobacco
2-12

Chapter 2
Top Five Commodities

Third
Fourth
Import
Explosives
Iron/Steel
Export
Edible oils
Plastics
Malawi
Import
Beverage
Live
animals
Export
46,306 Tobacco
Fertilizer
Nonmetals
Vehicle
MozamImport
19,166 Fuel
Sugar
Woods
Machine
bique
Export
18,512 Plastics
Textile
Aluminium
Tobacco
Source: International Trade Center, Trade Competitiveness Map
From/To
Zambia
Amount
(USD)
30,843
60,340
12,718
First
Copper
Fertilizer
Oil seeds
Second
Cereal
Textile
Fuel
Fifth
Vehicle
Iron/Steel
Cereal
Cereal
Chemical
Fuel
In 1999, the East African Community (EAC) was established with initial member countries of
Kenya, Tanzania, and Uganda. The establishment of the EAC provided a major step for
Tanzania to expand its export of agricultural and manufactured products to the EAC member
countries.
2.2
Effects of Transport System Development
2.2.1
Economic Development Policies and Directions
Tanzania saw the following major changes in economic development policies since the late
1960s till present.
Socialistic policies toward self-reliance during the late 1960s to the early 1980s
Structural adjustment toward market-based economy under a belt-tightening financial
policy during the early 1980s to the late 1990s
Poverty reduction policy with an emphasis on small farmers, primary health, basic
education, good governance, and accountability during the late 1990s to the late 2000s
New Five-Year Development Plan 2011/122015/16 with an emphasis on investment
and growth from 2010
Policymakers and planners have increasingly been aware of a backlog of major infrastructural
investments, including backlogs accumulated in the transport and electric power sectors during
the implementation of poverty reduction strategies. The New FYDP allocates a substantial part
of financial resources to infrastructure investments. In geographical terms, it focuses not only on
rural areas but also on urban areas, including Dar es Salaam.
The main objectives of the New FYDP are to improve physical infrastructural networks and
human capital in order to accelerate investment for transformation of the countrys production
and trade supply structures (agriculture, manufacturing, and services), and foster Tanzanias
international competitiveness.
The New FYDP distinguishes itself from the past policy initiatives in four major areas:
i.
ii.
iii.
iv.
A shift from needs-based planning, which is based on available resources, to embrace

opportunity-based planning, which requires thinking beyond the resource constraints;
Strong emphasis on implementation effectiveness,
Strong emphasis on growth, while grandfathering gains in social service delivery,
and at the same time gradually focusing on human resources in terms of skills
development; and
Increasing the role and participation of the private sector in economic growth.
In view of the overall goals, the specific objectives, and the national development initiatives as
well as the macroeconomic target, the New FYDP sets goals and targets as set out in Table 2.15.
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Chapter 2
To achieve the targets in Table 2.15, the New FYDP identifies projects to be implemented
during the planning period. Table 2.16 shows location-specific projects in the New FYDP.
Table 2.15: Goals and Targets for Macro-economy and
Productive Sectors under the New FYDP
Target Area
Macro economy
Goal
Sustain high economic growth
Agriculture
Modernization, commercialization, and

productivity enhancement.
Manufacturing
Transformation of production and export

structure commensurate with domestic,
regional, and global markets.
Enhance the contribution of the mining
sector to the economy
Mining
Annual Growth Target by 2015/16

8%; an increase up from 7% in 2010
to 10% in 2025
Agriculture at least 5.6 %
Fishery
7.0%
Forestry
5.9%
Livestock
5.0%
11%
5%
Table 2.16: Location-Specific Projects in the New FYDP 2011/122015/16 (1)

(Excludes Road Projects and Interregional Projects)
KAGERA
Airport
KIGOMA
Airport
MWANZA
Agro-industry
Gold mining
Gold refining
Airport
Thermal power
SHINYNGA
Livestock
Forestry
MARA
Gold mining
ARUSHA
Livestock
Lapidary
KLMNJRO
Livestock
SINGIDA
Livestock
DODOMA
Livestock
Drilling rigs
Dam
MOROGORO
Forestry
Forestry
Water for Dar es
Salaam
MBEYA
Forestry
Coal and
power
Airport
Thermal
power
IRINGA
Forestry
Iron/Steel
Dam
Dam
Thermal power
RUVUMA
Hydropower
TABORA
Airport
RUKWA
Note: Prepared by the study team based on the New FYDP, Planning Commission
2-14
TANGA
Forestry
Building material
Deep berth.
Pipeline to
Mombasa
DAR ES SALAAM
Forestry Mining
Corporation
HRD
Lapidary
Real estate
Water supply
Housing
Commuter rails
Dredging
Air terminal
Thermal power
Compressed natural
gas station
PWANI
Forestry
Freight Station
Airport
Pipeline
LINDI
Forestry
Thermal power
MTWARA
Forestry
Petrochemicals
Building materials
Port
Thermal power
Offshore gas
Pipeline to Dar es
Salaam

Chapter 2
Table 2.17: Location-Specific Projects in the New FYDP 2011/122015/16 (2)

Inter-Regional Projects (Excluding Road Projects)
LAKE/NORTHERN ZONES
Isaka (Shinyanga) Kigali (Rwanda) railway line
Arusha Musoma (Mara) railway line
Kahama (Shinyanga) Geita (Mwanza) Nyakanazy transmission line
Kigoma grid
Ubungo (Dar es Salaam) Mikocheni (Tanga) pipeline
CENTRAL CORRIDOR
Rehabilitation/Upgrading of central railway line
SPM pipeline and farm tanks
Silos for grains/fertilizers/cement
SOUTHERN HIGHLANDS/ZONE
Improvement of TAZARA line
Mtwara Songea (Ruvuma) Liganga (Iringa) railway line
SUB-NATIONAL
Morogoro Tanga Moshi Arusha Singida Mtwara transmission line
Note: Prepared by the study team based on the New FYDP, Planning Commission
Based on the tables presenting location specific-projects under the New FYDP, an illustrative
map (Figure 2.7) has been prepared to show the spatial implications of the FYDP strategies.
Implications include the following:
1)
Dar es Salaam will be an increasingly important hub and gateway for the national economy
as well as the economies of the neighbouring landlocked countries. Dar es Salaam together
with the surrounding regions will form a metropolitan region, with new infrastructure
investments including a major port, trunk roads, and special economic zones.
2)
Intensive investment will be made for resource-based development in the following

specific regions:
Agricultural and mineral based development in Southern Highlands;
Livestock-/Agro-processing-/Mineral-based development in the Great Lake Regions;
and
Mineral and energy-based development in the Mtwara Region.
3)
Two major corridors (the Southern and Central Corridors) will link the Dar es Salaam
Metropolitan Region with other regions and with the lesser-developed parts of the country.
These corridors are not only to provide international access for landlocked countries, but
also to serve as centres for processing and distribution to link markets in different parts of
the country.
4)
With reduced barriers to cross-border transactions, economic interactions will intensify

between regions/cities in Tanzania and regions/cities in neighbouring countries, such as:
Mbeya and eastern Zambia as well as northern Malawi;

Kigoma and Bujumbura;
Mwanza and Kigali as well as Kampala and Kisumu;
Arusha and Nairobi; and
Tanga and Mombasa.
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Chapter 2
Source: Prepared by the study team based on the New FYDP, Planning Commission
Figure 2.7: Areas of Intensive Project Development in the New FYDP

(2011/122015/16)
The New FYDP estimates the financial requirements in priority areas as shown in Table 2.18.
Table 2.18: Financial Requirements in Priority Areas, 2011/20122015/2016
Agriculture
Manufacturing
Mining
Transport
Roads
Railway
Marine
Airways
Water
Land
Energy
Information and Communications
Technology
Education
Health
Governance
Total
Amount in TZS billion

3,806
1,496
1,199
10,077
6,236
2,097
716
1,027
1,765
87
14,477
Proportion in percentage
10.1
4.0
3.2
26.6
1,507
579
1,584
1,155
37,842
4.0
1.5
4.2
3.1
100.0
Source: Presidents Office, Planning Commission

Tanzania Five-Year Development Plan, 2011/122015/16
2-16
4.7
0.2
38.3

2.2.2
Chapter 2
Economic Development and Transport Sector
Though being ambitions, the New FYDP is consistent with a series of transitions in the
development policies during the past five decades. It aims at fully utilizing the potential
resources of the country with an increased emphasis on the investments in infrastructure and
human capital. It also gives a greater emphasis on urbanization and urban development than
before. However, the aims of the New FYDP cannot fully be attained within its planning period.
This plan is a first step of the continuous efforts to realize Vision 2025, which specifies a goal
that Tanzania would become a middle income country with a per capita income of USD 3,000
by 2025.
These efforts depend largely on the transport sector. Firstly, the transport facilities need to
substantially increase their capacity to move cargoes, as the volume of cargo movement tends to
increase faster than the national economy at the early stage of economic growth. Secondly, the
transport sector is expected to play a leading role in regional development. Of particular
importance is the integration of regional economies and the domestic market, the development
of a Dar es Salaam Metropolitan Region and the development of the border regions and cities
through intensified cross-border transport. Thirdly, the efficiency of the national economic
activities will largely be improved through a more streamlined and transparent management of
cargo flows, such as international trade facilitation, the debottlenecking of inter-modal
connections and transhipment points, safety management and the technical and managerial
support of the small-scale transporters.
When the national economy was based on the supply of raw materials, the transport system was
expected to carry as much cargoes as possible at the lowest possible cost. However, the carrying
of cargoes is increasingly expected to be done safely, quickly, steadily and on time, even at a
higher cost, in response to diversified needs of the domestic market and prevalence of
international standards. Accordingly, operation and maintenance will increasingly become
important relative to the investment itself.
2.3
A Possible Development Scenario
2.3.1
Economic Perspective
Domestic resources and the domestic market provide the major base of the Tanzanian economy.
Domestic resources are available in wide-ranging sectors, including agriculture, livestock,
fishery, mining and tourism. Some of the resources are internationally competitive. Such
resources include coffee, tea, gold and tourism. However, their contribution to the national
economy has been subject to the fluctuating international market.
The domestic market is sizable in terms of population size, but has not fully been integrated.
The total national population will increase from 44,841,000 to 81,852,000 during the period
from 2010 to 2030, according to the latest UN population projection. Population is, however,
distributed in a scattered pattern in this country, compared with other African countries. The
proportion of the urban population is 26% in Tanzania compared to the 40% average for African
countries. The proportion of the cities with more than one million persons is 7% in Tanzania
compared to the average for African countries, which is 13%.
With an improved system of domestic transport and logistics, the domestic market would
increasingly be integrated and thus, gradually shift a major source of national economic growth
to the domestic market which is more stable than the export market which is subject to
international price fluctuation and severe competition. The domestic market integration in
Tanzania is likely to be followed by more intensive trade between Tanzania and surrounding
2-17

Chapter 2
countries, because the domestic market integration will similarly take place in surrounding
countries such as Kenya and Mozambique.
In the meantime, one can hardly expect Tanzania to accelerate economic growth through the
process of export-oriented industrialization based on the abundance of low cost labor and
technical capacity as experienced in a number of Asian countries. Rather, Tanzania will grow
based on an integration of regional markets together with the export of diversified agricultural
and natural resources. The national economy will be led by a balanced mix of agriculture,
mining, tourism, manufacturing and the service sector, including transport, trade,
communication and construction. To this end, Tanzania and the Dar es Salaam Metropolitan
Region, in particular, will potentially be a major center of international trade on the eastern
seaboard of Africa.
In the agricultural sector, an increasing level of income and food intake especially in the urban
areas, including Dar es Salaam is stimulating agricultural diversification in the advanced
agricultural and livestock areas such as Arusha, Kilimanjaro and Mwanza. In the meantime,
Southern Agricultural Corridor Development (SAGCOT) is launched in the southeastern part of
the country, including Mbeya and Iringa. It is a long term agricultural development under the
joint initiative of the Tanzanian government and international agro-businesses to supply food
products to Dar es Salaam and other major food consumption centers within the country as well
as to the neighboring countries and overseas. These agricultural developments in both northern
and southern highlands will stimulate agro-based industries such as processing, fertilizer,
agricultural machines, vehicles and repairs. Diversification of agricultural products and areas in
this manner will encourage transport and logistics businesses to grow in major cities. The
domestic network of transport and trade will then improve, thus increasing the resilience of
traditional agricultural exports such as coffee, tea, leather and cotton in the international market.
In the mining sector, major products are conventionally gold in value and copper in quantity.
Gold is a largest export commodity of Tanzania. It will keep supporting the national foreign
exchange earning capacity, since the reserve, mainly in Mwanza and Mara, is fifth largest in the
world after South Africa, Australia, USA and Ghana. A major potential mining product is
natural gas. According to experts of British Gas International, the total volume of the confirmed
reserve is increasing from time to time and will reach about 60 trillion cubic feet in the next five
years. They are mostly found in the Mutwara region. The gas will mostly be exported in the
form of LNG and contribute to the countrys foreign exchange earnings, while a part of it may
be used for downstream industries including fertilizer, in the country in the long term. Another
major mining product with potential is nickel on the west of Victoria Lake. This has an
estimated reserve of 25 million tons, which is one of the worlds largest. It would also be an
addition to the national export, when the world nickel demand justifies private investments in
the mining and necessary infrastructures. In addition, there is a coal deposit of 45 million tons in
Iringa. The coal will be used for thermal power generation within the nearest possible location
as an important input to energy development, which will continue to be as important as
transport development for the national economy in the coming decades. Many parts of Tanzania
are endowed with iron ore deposits, though commercial feasibility of them is yet to be known.
In the manufacturing sector, a promising industry will be agro-based, including processing,
fertilizer, agricultural machines, vehicles and repairs. Another promising industry is the
production of construction materials such as cement, glass and iron bars. The domestic market
integration will stimulate investments and in turn, the construction industry. Construction is
already booming in Dar es Salaam under continued national economic growth. Construction
materials are mostly heavy and bulky, so that domestic products are relatively competitive
against those that are imported. In addition, one can expect the growth of manufacturing and
export of products for the daily use in surrounding countries, especially Burundi, DRC and
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Chapter 2
Malawi. Tanzania has technical advantage over these countries in producing these articles. This
also needs the improvement of transport network across Tanzania and surrounding countries.
In the service sector, commerce, the construction industry, transport business, communications,
real estate and financial business will grow in an accelerated manner in response to domestic
market integration, urbanization and increase in peoples income. These service activities will
grow first in Dar es Salaam and later in other cities all over the country. As Dar es Salaam will
become more crowded, it will be necessary to expand the urban space of Dar es Salaam to form
a metropolitan region. A new international port proposed at Bagamoyo would be an important
magnet to form such a metropolitan region. Tourism is another important element of the service
sector. Its contribution to the foreign exchange earnings is equivalent to about one-third of the
total value of exports. World famous tourism spots, including Kilimanjaro, Serengeti National
Park, Ngorongoro Reserve and Zanzibar, will not only continue to attract tourists from
European countries but also from emerging countries such as South Africa, India and Middle
Eastern countries.
2.3.2
Possible Economic Growth
Based on the economic analyses above, an attempt has been made to set a realistic estimate for
the possible rate of national economic growth toward the year 2030. There have been a number
of projections of national economic growth. The New FYDP sets a target rate at 8 % on average
during the period from 2011/12 to 2015/16, and 10% in the year 2025. The growth rate is
projected at 5% to 8% during the period from 2008 to 2018 by the East African Transport
Strategy and Regional Road Sector Development Program, Final Report Part I: Study Context
and Framework prepared by Africon Ltd. for EAC Secretariat in July 2011. In the Study on
Program for Infrastructure Development in Africa: Africa Macroeconomic Outlook 2040,
prepared by SOFRECO for AfDB in July 2011, the projected average is 7.3% during the period
from 2005 to 2040.
In view of these existing projections, this study sets the target growth rate at 8 % on average
during the period from 2010 to 2030. It is set on the assumption that the growth rate targeted by
the New FYDP will be maintained under succeeding FYDPs until the year 2030. It is slightly
lower than the rate assumed by the New FYDP for the year 2025 and is the same as the
estimated rate under a positive scenario assumed by the EAC Transport Study. If the New
FYDP and succeeding FYDP are not implemented, the current growth would lose its speed and
the growth rate would be much lower. Under such case, this study sets a conservative growth
rate at 5% on average during the period from 2010 to 2030, as a reference for additional
comparison purposes. This rate is the same as the one assumed under the conservative scenario
by the EAC Transport Study
The target growth implies changes in the spatial structure of the country. Major changes would
include:
Accelerated urbanization, especially in Dar es Salaam and major regional cities
Emergence of economic corridors along major trunk roads, especially from Dar es
Salaam to Mbeya/Irringa, Victoria lake basin, Arusha and Kigoma
Growth of border cities and their respective cross-border hinterlands such as:
Mbeya, southern highlands, border regions of Malawi, Zambia and DRC,
Mwanza and Victoria Lake basin, including Kampala,
Arusha and Nairobi, and
Kigoma, Burundi and a part of Rwanda
2-19

Chapter 2
Regional economic boom led by mineral resource development, possibly in Mtwara,

Irringa and Mwanza.
An attempt has been made to determine possible outcomes of these developments over the
changes in regional distribution of GDP, using the level of urbanization as a key indicator.
Chapter 3: Transport Network and Demand, Current and Future in this report describes the
process and the result of the estimated regional distribution of GDP, based on the following
analysis of urbanization.
Level of urbanization in Tanzania is quite low compared to many African countries. As Figure
2.8 shows, the urban population represents 26% of the total population in Tanzania, while the
proportion is 40% on average in Africa. The population of Dar es Salaam represents 7% of the
total population, while the cities with over one million people represent 13% of the total
population in Africa. A slow urbanization has been possible because of the large capacity of
rural areas to absorb population in Tanzania. In addition, the limited integration of commodity
exports with the domestic economy has discouraged major urban centers to attract investments
and trade activities. As many countries experience, however, Tanzania will unavoidably
experience an accelerated urbanization as the national economy will expand at a high rate and
the domestic market will increasingly be integrated.
Country or area
Population of agglomerations with 1 million inhabitants or more

(%)
35
South Africa
30
25
20
Egypt
Less developed regions
DRC
15
Africa
Sudan
Kenya
10
Tanzania
5
Mozambique
Uganda
0
0
10
20
30
40
50
60
70
Urban population (%)
Source: UNDESA, Population Division, Urban Population, Development and Environment, 2011
Figure 2.8: Level of Urbanization and Urban Concentration

in African Countries with More Than 20 Million Persons, 2010
Another important aspect in the possible changes in the national spatial structure is a policy to
accelerate the expansion of agricultural lands in selected potential areas. Figure 2.6 shows a
government policy toward that direction. Among others, Southern Agricultural Growth Corridor
of Tanzania (SAGCOT) is a major project (See Figure 2.9). It is a long-term project to convert
vast unused cultivable lands into farmlands and plantations, produce and process agricultural
and livestock products for consumption in major cities, including Dar es Salaam, food deficit
areas in the country as well as for export. The project will cover areas along Dar es Salaam
2-20

Chapter 2
Corridor between Dar es Salaam and Mbeya, particularly the highlands of the Mbeya region.
The highlands are not only suitable for producing food and other various crops, but also easily
accessible to Dar es Salaam and the overseas market through the Dar es Salaam Corridor and to
surrounding countries, including DRC, Malawi and Zambia. SAGCOT is being initiated and
promoted through a public and private partnership, involving major international agro-business
enterprises.
Source: SAGCOT Secretariat, Field Trip Summary and Outline Cluster Proposal: Discussion Draft. September 2020
Figure 2.9: Initial Proposed Cluster Sites

under Southern Agriculture Growth Corridor of Tanzania (SAGCOT)
The third factor to affect the national spatial structure is intensive investments in energy and
mineral resources, the natural gas production in Mtwara in particular. It will encourage Mtwara
to become an energy logistics base and to be linked closely with the Dar es Salaam metropolitan
region as the consumption center of the gas, provider of equipment, materials and spare parts for
the gas production in Mtwara, and the center for possible downstream activities. Liquid natural
gas production might be a possibility at Mtwara. However, this would require a considerable
gestation period under the foreseeable circumstances regarding physical and technical
conditions on the Tanzanian part and the fast changing world market for natural gas and other
fuels.
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2-22
Chapter 2

Chapter 3
Chapter 3
Port Sector
Port Sector
3.1
Seaports and Maritime Transport (including Port Related ICDs)
3.1.1
General
Tanzania has a population of about 40 million and is located on the east coast of Africa
bordered by Kenya and Uganda to the north, Rwanda, Burundi, and the Democratic Republic of
Congo (DRC) to the west, and Zambia, Malawi, and Mozambique to the south. It serves as a
gateway to landlocked countries including Burundi, the DRC, Malawi, Rwanda, Uganda, and
Zambia.
Tanzania has three major seaports: Dar es Salaam, Tanga, and Mtwara. There are also several
minor ports along the Tanzanian coast. All such seaports are operated by the Tanzania Ports
Authority (TPA).
TPA was established by the Ports Act No. 17 of 2004 as a landlord port authority. It operates a
system of ports, serving the Tanzanian hinterland and the neighbouring landlocked countries. It
currently performs the role of both a landlord and operator with its main functions including
promoting the use of the ports, improving and developing the ports and their hinterlands, and
entering into contracts for the purpose of delegating powers (e.g., through licensing and
concessioning port services).
3.1.2
Maritime Transport
The maritime transport network in Africa can be divided into three regions: Eastern Africa,
Western Africa, and Southern Africa.
In Eastern Africa, there are a few suitable sites for great ports. There is no big river and
connecting alluvial, and the mountains near the sea are steep. Along the East African coast,
Mombasa in Kenya and Dar es Salaam in Tanzania have excellent sites for ports, protected from
the swell and the wind, with natural breakwaters. They function as valuable gateways toward
the Indian Ocean for many Central African countries.
Most of the liner service routes to these two ports are shuttle services from the Middle East, the
Mediterranean, and India/Asia except for a few lines calling at Maputo. Cargo for South Africa
accounts for more than half of all African cargo. Maputo is part of the Southern Africa traffic
network together with Durban as it is situated in the South African economic zone.
Mombasa and Dar es Salaam are the largest ports in East Africa in terms of container
throughput. However, the water depth in Dar es Salaam port is shallow for large ships such as
11.5 m vessels, and the maximum capacity of container ships that can enter the port is about
1,500 TEU. Some ships occasionally adjust their draft with cargo weight and/or water ballasting.
It is difficult to expand the Dar es Salaam port area to substantially increase cargo capacity since
it is surrounded by the commercial area in the capital of the country.
Table 3.1 presents container cargo throughput for major seaports on the East African coast from
2005 to 2008. The data on Dar es Salaam Port suggests that it is close to its capacity.
3-1

Chapter 3
Port Sector
Table 3.1: Container Throughput in Eastern and Southern African Ports

Unit: TEUs
Port
Durban
Cape Town
Port Elizabeth
Mombasa
Dar es Salaam
Country
South Africa
South Africa
South Africa
Kenya
Tanzania
2005
1,712,591
736,943
370,849
436,671
305,866
2006
2,334,999
764,753
407,278
479,355
301,569
2007
2,511,704
759,481
415,879
585,367
334,126
2008
2,560366
774,238
398,638
615,733
344,587
Source: Containerization International Yearbook, 2010
The reason why the difference in container throughput between Mombasa and Dar es Salaam is
becoming larger is that the cargo of the landlocked countries is passing through the Kenyan
corridor since cargo in Mombasa seems to be handled more efficiently. According to the 2010
edition of the Containerization Yearbook, a total of 13 container shipping lines have direct call
services to Mombasa, while 6 lines offer such services at Dar es Salaam. Thus, some lines call
at Mombasa only.
3.1.3
Management and Operation of Seaports
TPAs ports function is a mix between that of a public service port and a landlord port. While
most ports (terminals) are operated by TPA, some terminals are operated by private parties (e.g.,
Tanzania International Container Terminal Services, TICTS). However, investment in port
infrastructure by the private sector is very low. Under the Port Act of 2004, TPA was formed as
a landlord port authority, implying that port operations are to be handed over to private terminal
operators.
To achieve this objective, TPA would have to gradually step back its role as supervising
authority and let go of operational control. Physically, terminals should then have dedicated
facilities and should each be fenced and have its own access gates. All security should be in
place under the International Ship and Port Security (ISPS) Code, under the responsibility of the
private operator. Ownership of equipment and facilities and employment of operational staff for
terminals would need to be transferred from TPA to private terminal operators under a
concession agreement. A further shift is required for TPA to let go of (operational) control, in
the confidence that the market forces of free competition and return on investment will drive
efficiency improvements and cargo growth in the port.
TPA should therefore further focus on this shift towards the landlord port concept in order to
increase efficiency, attract private capital, and increase its market share. The first step would be
to give concessions to private operators for all newly developed terminals (such as planned
Berths 13/14 in Dar es Salaam). The next step would be to segregate operations in the existing
port areas and give terminal operation concessions to one or more private entities.
The organization of TPA is shown in Figure 3.1.
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Chapter 3
Port Sector
Tanzania Port Authority
Head Quarter
Dar Es Salaam
Dar Es Salaam
Main Port
Tanga
Mutwara
North of Tanzania
South of Tanzania
Sea Port
Kigoma
Mwanza
Kyela
Tanganyika
Victoria
Nyasa
Lake Port
Note: Zanzibar Port no under TPA

Source: Tanzania Ports Authority
Figure 3.1: Organization of the Tanzania Ports Authority

3.1.4
(1)
Dar es Salaam Port

General
Dar es Salaam Port, the largest seaport in Tanzania, is located at latitude 6.5 and longitude
39.17 east. Eleven berths and a number of jetties are operated by TPA. It functions as the
countrys principal port with an annual cargo throughput of about nine million tonnes,
corresponding to 89% of Tanzanias port traffic in 2010.
Dar es Salaam Port is strategically located to serve not only East and Central African countries
but also the Middle East, the Far East, Europe, Australia, and North America. The major
landlocked countries served by Dar es Salaam Port include Burundi, the DRC, Malawi, Rwanda,
and Uganda. These countries are connected to the port through two railway systems (Tanzania
Railway Limited or TRL 1.0 metre gauge and the Tanzania Zambia Railway or TAZARA
1.067 metres gauge), the road network, and the Tanzania Zambia Mafuta Pipeline (TAZAMA)
pipeline.
As shown in Figure 3.2, Dar es Salaam Port is well sheltered from ocean waves. Some waves
from the northeast may enter the port, but they do not hinder shipping or cargo handling
operations. The entrance to Dar es Salaam Port from the sea is through a 2.8 km long, 140 m
wide access channel, which was straightened, widened, and deepened in 1998. For larger
vessels (with a depth of more than 9.4 m or longer than 200 m), navigation is possible during
high tides. Pilotage is compulsory for all foreign flag vessels. The present depths of the access
channel are reported to be about 9.5 m channel depth (CD).
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Chapter 3
Port Sector
Source: Ports Master Plan
Figure 3.2: Dar es Salaam Port Layout

The entry to Dar es Salaam Port is restricted to vessels with a maximum length of 234 m. The
only exception is crude oil tankers calling at the Single Point Mooring (SPM) since they do not
use the access channel. All larger vessels require tug assistance for port entry and departure.
Two tugs are used for vessels longer than 175 m and for all Kurasini Oil Jetty (KOJ) product
tankers for safety reasons. The channel is a typical one-way channel for larger vessels.
(2)
Port Infrastructure and Operation
1) Berths 111
Dar es Salaam Port has a total of 11 berths as general cargo and container berths and two
dolphin type jetties and an SPM for handling crude oil. TPA uses Berths 17 for handling of
break-bulk, containers, RoRo, and dry bulk cargo, while TICTS, a subsidiary of Hutchison Ports
Holdings, uses Berths 811 for container handling. Berths 14 form a continuous quay with a
total length of 740 m. Berths 511 as well form a continuous quay with a total length of 1,275 m
(555 m TPA and 720 m TICTS). For the handling of liquid bulk products, KOJ 1 and KOJ 2 are
located south of Berth 11. There are some ferry terminals, used for passenger ferries to Zanzibar
and other destinations. The dimensions of each berth are summarised in Table 3.2.
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Chapter 3
Port Sector
Table 3.2: Berth Dimensions

No.
1
2
3
4
5
6
7
8
9
10
11
KOJ-1
KOJ-2
SPM
Lighter
Operation
TPA
TPA
TPA
TPA
TPA
TPA
TPA
TICTS
TICTS
TICTS
TICTS
TPA
TPA
TPA
TPA, Private
Length
185
185
185
185
185
185
185
170
183
183
183
200
170
Pipeline
Depth (m)
9
9
9
9
9
9
12
12
12
12
12
13
7
Offshore
3
Major Cargo
Break bulk, containers, Ro-Ro, dry bulk
Containers
Containers
Containers
Containers
Oil products
Oil products
Crude oil
Passengers, small coastal cargoes
Source: JICA Study Team based on information provided by the Tanzania Ports Authority
(a) Container Terminal (Berths 811)

The Container Terminal comprises four Berths (No. 8 to 11) with a total quay length of 719 m.
It has a paved area with modified railway tracks (TAZARA and TRL). Cargo handling
equipment includes ship-to-shore (STS) gantry cranes, rubber-tyred gantry cranes (RTGs),
rail-mounted gantry cranes servicing two railway lines, and mobile harbour cranes.
At the TICTS Terminal, container vessels are loaded/unloaded by three STS gantry cranes that
can operate at Berths 911 (total length some 550 m). In addition, TICTS has two modern
mobile harbour cranes (MHCs) to expand the quayside handling capacity for containers. TPA
started container operations in 2007, when it became obvious that additional container handling
capacity was needed. At that time container volumes drastically exceeded the forecasts on
which the TICTS lease agreement was based.
(b) General Cargo Terminal (Berths 17)
The repaved General Cargo Terminal has eight berths to cater for dry, break-bulk, and
containerised cargo. There are eight sheds behind the existing berths with a total floor area of
81,040 m2. The terminal has an annual capacity of 2.5 million tonnes, with handling equipment
of 28 portal cranes (57 tonne capacity), 27 yard cranes (35 tonne capacity), 119 forklift trucks
(2.53.5 tonne capacity), 44 tractors, and 86 trailers.
TPA now uses Berths 57 for mixed general cargo and container handling with new Gottwald
harbour cranes. Cars are imported by car carriers, which are generally handled at all quays since
they use their own stern ramp.
Photographs of Dar es Salaam port follow.
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Chapter 3
Port Sector
Photo 3.1:
Container Handling by TPA
Photo 3.2:
Mobile Harbour Cranes
Photo 3.3:
Dry Bulk Cargo Handling by TPA
Photo 3.4:
Car Carrier Ship
(c) Grain Terminal

The grain terminal was built in 1989 and commissioned in 1990 as an import and export facility
for grains such as maize, wheat, and sorghum. The grain terminal has the following facilities:
weighbridges of 40 metric tonnes;

2 dump pits with 2 intake lines of 125 tonnes/hr each;
storage bins with a 30,000 metric tonne capacity;
3 outtake lines to bagging stations with capacity of 125 tonnes/hr each;
2 recirculation lines with a capacity of 125 tonnes/hr;
16 direct truck loading spouts;
a bagging station with three bagging lines each with capacity of 30 tonnes/hr;
one truck loading spout at each bagging station; and
a bag warehouse with a capacity of 1,500 tonnes.
(d) Container Yard

TICTS has an 18.75 ha container stacking area paved with concrete block and designed to hold
11,500 TEUs stacked three high for an annual capacity of 400,000 TEUs. The blocks are served
by 14 RTGs. There are 92 reefer plug points for refrigerated containers.
3-6

Chapter 3
Port Sector
TPA has demolished some of the warehouses at its Cargo Terminal in order to secure a yard for
container stacking to cope with the increasing number of containers handled at Berths 18. In
the container yard, forklift trucks or reach stackers are used, which reduces the stacking capacity
significantly compared to the use of RTGs.
2) Kurasini Oil Jetty
The KOJ handles refined products and comprises a jetty for deep-sea vessels (KOJ-1) and other
coastal vessels (KOJ-2). KOJ-1 and KOJ-2 allow vessels of a maximum size of 45,000
deadweight tonnes (DWT) and 5,000 DWT, respectively. The jetties were constructed in 1958
and upgraded in 2000.
Products handled at KOJ-1 include motor gasoline (mogas), gasoil, kerosene, furnace oil,
vegetable oil, and molasses. A line for liquified petroleum gas (LPG) has been decommissioned
as LPG imports will move to KOJ-2. Two additional lines for vegetable oil were installed to
allow for simultaneous discharge of multiple grades.
KOJ-2 is located south of KOJ-1. The access trestle splits from KOJ-1 near the shoreline and
has a length of about 170 m. Water depth at the berth is 7.0 m CD. Products handled at KOJ-2
are gasoil, mogas, and industrial diesel oil (IDO).
The liquid bulk jetties (KOJ-1 and KOJ-2) are owned and operated by TPA up to the manifold.
Tanzania Italy Petroleum Refinery (TIPER), a private company, operates the manifold. After
the manifold various private tank farms own and maintain pipelines and tanks. The KOJ
supplies BP, Oil Com, Gapco, Total, Natoil, Camel Oil, Oryx, Engine, and TIPER.
3) Single Point Mooring
The SPM is located southeast of the port entrance, about 3 km offshore in Mjimwema Bay. The
SPM is an exclusive facility for unloading crude oil to Zambia through the TAZAMA pipeline
to a refinery in Zambia with a pumping rate of 5,000 m3 per hour, allowing ships with a
maximum size of 120,000 DWT.
The SPM has two 12 hoses connected to a 36 submarine pipeline. The pipeline connects the
SPM to the TAZAMA tank farm located near the TIPER tank farm. The contract for replacing
the SMP pipeline was signed in September 2010 and the expected replacement work will take
18 months to be completed.
(3)
Cargo Handling System
Dar es Salaam port, the entrance to Tanzania, handles about 90% of volume of export and
import cargo of the country. There are many kinds of facilities to serve many kinds of cargo
such as silos for dry bulk cargo, container terminals for containers, sheds for break-bulk cargo,
parking for used vehicles, and tanks for liquid cargo. The handling of many kinds of cargo in
the same port at the same time is a factor that results in heavy congestion. While total cargo
volume has increased exponentially recently, port functions including associated hard and soft
facilities cannot keep up with demand. Accordingly, considerable time is spent by ships waiting
offshore and for cargo handling inside the port.
Cargo handling at Dar es Salaam Port may be categorized as follows:
1) Container terminal in Berths 8 to 11;
2) Dry bulk cargo in Berths 5 to 7;
3) Break-bulk cargo (for general cargo) in Berths 1 to 7;
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Chapter 3
Port Sector
4) Motor vehicles in Berths 1 to 7;

5) KOJ; and
6) SPM.
Each is described below.
1) Containers
TICTS and TPA have a collective capacity of 5,059 TEUs, plus there is a capacity of 3,394
TEUs in six inland clearance/container depots (ICDs) situated surround Dar es Salaam Port, for
a total of 8,453 TEUs. The operation of the TICTS container terminal is modern and sufficient,
using STS cranes, RTGs, and special trailers in the main yard. However, there are some small
yards at which TICTS handles containers with forklifts because of insufficient space to operate
RTGs. Forklifts are not suitable for handling the delivery of containers to consignees and
congestion results.
There are four berths with a quay length of 720 m. However, only three berths are available
because Berth 8 is being rehabilitated at present, and only two container ships can berth at the
same time with three STS cranes. One solution to the port congestion problem is to add one
more shore crane on the quay.
The efficiency of container handling was 20.1 containers per hour in 2009 according to TPA
statistics.
2) Dry Bulk Cargo
Ships usually use Berths 5 to 7 for dry bulk cargo handling and dry bulk cargo is transferred to
the grain terminal using special trucks after unloading with shore cranes. After storing the dry
bulk cargo in silos in the grain terminal, grains and fertilizer are packed in bags and shipped to
consignees. Cement clinker is transported directly to the factories through Gate No. 4 using the
dump trucks of private companies.
Efficiency varies to some extent depending on the type of cargo, but the average cargo
efficiency for dry bulk cargo is 50 tonnes per shore crane per hour according to TPA statistics.
3) Break-Bulk Cargo
There are three portal cranes on the quay, but they are usually unusable because they are over 30
years old. Two large mobile cranes are used for handling instead.
Cargo handling is undertaken with the ships gear or the large mobile cranes. At Berths 1 to 7,
containers are transferred to the container yard by trailer after the containers are loaded on them
using reach stackers or forklifts. Cargo such as construction materials is stored outside near the
warehouses or in a warehouse with the use of forklifts. The space outside is always occupied
with containers because of the lack of a container storage yard. This lack of space for storing
general cargo exacerbates the poor cargo handling efficiency because the apron for storing
cargo is far from the shipside. The handling efficiency for general cargo is 40 tonnes per hour
per gang.
4) Motor Vehicles
Car carrier ships may call at Berths 1 to 7 and cars are transported to Shed 3 and then shifted to
the car park behind Berth 1. The handling efficiency is 40 cars per hour per gang.
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Chapter 3
Port Sector
5) KOJ
TPA operates the KOJ-1 berth for main tankers and KOJ-2 for small tankers for the import and
export of liquid cargo including refined products. The cargo handling efficiency at KOJ-1 and
KOJ-2 is 750 tonnes per hour and 350 tonnes per hour, respectively.
6) SPM
The SPM functions to transport crude oil to Zambia through TAZAMA pipeline. Its cargo
handling efficiency is 5,000 m3 per hour.
(4)
Shipping Traffic
The maximum draft of vessels calling at Dar es Salaam Port varies between 10.6 m and 13.2 m.
Liquid bulk vessels berthing outside of Dar es Salaam Port at the SPM have a maximum draft of
16.1 m, while container vessels and RoRo carriers have a maximum draft of 11.6 m and 10.6 m,
respectively.
As shown in Table 3.3, a total of 836 vessels including 410 container vessels called at Dar es
Salaam Port in 2010. The number of container vessels calling at the TICTS Terminal was 582 in
2006, but this decreased by 58% to 330 by 2010.
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Chapter 3
Port Sector
Table 3.3: Ship Traffic at Dar es Salaam Port

Unit: number of vessels
TYPE OF SHIP
2006
2007
2008
2009
2010
(1) DEEP SEA VESSELS

(a) Dry Cargo Vessels
(i) Break bulk vessels
(ii) Dry bulk vessels
(iii) RO-RO Vessels
- Container carrier
147
160
99
98
77
53
55
50
59
50
27
41
40
36
38
- Car carrier
96
93
136
157
136
Sub-total
123
134
176
193
174
TICTS
582
530
313
275
TPA
65
49
71
Sub-total
582
530
378
324
410
905
879
703
674
711
100
115
111
79
80
21
10
13
19
20
128
133
129
103
108
(iv) Container vessels
Sub-total
(b) Liquid Cargo Vessels:
(i) Crude oil (TAZAMA)
(ii) LPP (KOJ)
(iii) Edible oil (KOJ)
Sub-total
(c) Other Vessels(Int.passenger, Navy, Research, etc.)
339
27
127
31
17
1,060
1,013
959
808
836
(i) Break bulk
213
104
201
249
215
(ii) Passenger/Cargo
447
476
367
182
171
Sub-total
660
580
568
431
386
(b) Liquid Vessels (LPPC)
49
28
25
40
59
(c) Passenger ferry boats
1,630
2,087
2,041
2,114
2,322
Total (a + b + c)
(2) COASTAL VESSELS:
(a) Dry Cargo Vessels
(d) Other Vessels
(i) Schooners & Dhows
536
547
653
491
681
(ii) Fishing,Yatchs, Tugs, etc.
276
125
79
102
140
Sub-total
812
672
732
593
821
Total (a + b + c + d)
3,151
3,367
3,366
3,178
3,588
Grandtotal
4,211
4,380
4,325
3,986
4,424
(5)
Cargo Traffic
1) Cargo Throughput
As shown in Table 3.4, cargo handled at Dar es Salaam Port over the last five years
(20062010) has been growing despite a slight decrease in 2009. The increases have mainly
been in imported vehicles, bulk liquid, containerised cargo, and dry bulk fertilizer. Dar es
Salaam Port continued to maintain its lead over other Tanzanian ports by handling about 89% of
the countrys total seaborne cargo traffic in 2010.
In 2010, a total of 9.085 million tonnes were handled at Dar es Salaam Port, equivalent to 83%
of port capacity. This was an increase of 0.982 million tonnes or 12.1% over the 8.103 million
tonnes handled in 2009.
Imports in 2010 totalled 7.527 million tonnes or equivalent 83% of the total cargo. This was
0.897 million tonnes or 13% higher than the 6.630 million tonnes handled in 2009.
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Chapter 3
Port Sector
Exports in 2010 totalled 1.454 million tonnes, an increase of 0.195 million tonnes in 2009. On
the other hand, transhipment volume (0.103 million tonnes) in 2010 decreased over the last five
years due to congestion in the yard.
Imports were dominated by break-bulk cargo (3.223 million tonnes or 43% of the total) and
liquid bulk (2.941 million tonnes or 39% of the total).
Table 3.4: Cargo Traffic at Dar es Salaam Port
Unit: tonnes
2006
2007
2008
2009
2010
CARGO TRAFFIC (in Metric Tons)

1. Dry Cargo
1.1 Imports: Dry Bulk
978,071
1,129,423
904,341
1,270,115
1,120,327
Break bulk
2,186,701
2,472,681
2,760,503
2,713,908
3,222,717
Total imports
3,164,772
3,602,104
3,664,844
3,984,023
4,343,044
962,587
1,269,790
1,190,129
1,215,604
1,387,935
4,127,359
4,871,894
4,854,973
5,199,627
5,730,979
380,679
366,048
354,543
213,016
103,422
4,508,038
5,237,942
5,209,516
5,412,643
5,834,401
399,836
536,707
452,973
546,542
635,893
1,441,897
1,354,361
1,539,424
1,911,353
2,271,538
1,841,733
1,891,068
1,992,397
2,457,895
2,907,430
31,679
16,864
23,210
12,514
34,426
1,873,412
1,907,932
2,015,606
2,470,409
2,941,856
218,943
183,316
149,912
187,704
276,067
41,387
30,338
29,360
31,265
32,117
260,330
213,654
179,272
218,969
308,184
Total liquid imports
2,060,676
2,074,385
2,142,309
2,645,599
3,183,497
Total liquid exports
73,066
47,202
52,570
43,779
66,543
2,133,742
2,121,587
2,194,879
2,689,378
3,250,040
47,395
67,746
2,181,137
2,189,332
2,211,688
2,690,313
3,250,455
Overal imports
5,225,448
5,676,489
5,807,153
6,629,622
7,526,541
Overall exports
1,035,653
1,316,992
1,242,699
1,259,383
1,454,478
428,074
433,794
354,543
213,016
103,422
16,809
935
414
7,421,204
8,102,956
9,084,856
1.2 Exports
Total imports & exports
1.3 Transhipments: Deep Sea
Total dry cargo
2. Liquid Cargo
2.1 Crude & Refined petroleum products
2.1.1 Imports: TIPPER - Tanzania
TAZAMA - Zambia
Kurasini Oil Jetty
Sub-total
2.1.2 Exports (Transit)*
2.1.2 Exports (Local)
Total
2.2 Other Bulk Liquids
2.3.1 Imports
2.3.2 Exports (Local/Overseas)
Total
Total liquid imports & exports

2.3 Transshipment (IN)
2.4 Bunkers loaded
Grand total liquid cargo
414
Cargo Traffic summary:
Transhipment (Deep sea)

Bunkers Loaded
Grand Total
6,689,175
7,427,274
2) Transit Cargo
Table 3.5 shows transit cargo traffic by country from 2001 to 2010. Over the last five years
about 33%38% of the cargo handled at Dar es Salaam Port was transit cargo. Despite the
steady decline in the capacity of the TAZARA and TRL railway lines, transit cargo traffic
through Dar es Salaam Port has been increasing. From 2001 to 2010 period, transit cargo traffic
3-11

Chapter 3
Port Sector
handled at Dar es Salaam Port increased by almost 400%, from 778,000 tonnes in 2001 to
3,078.000 tonnes in 2010.
Table 3.5: Transit Cargo Traffic by Country
Unit: 1,000 metric tonnes
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Zambia
177
475
587
942
735
805
1,021
1,019
1,100
1,342
DRC
102
101
118
184
227
414
556
632
506
711
Burundi
89
65
74
97
155
112
156
193
275
341
Rwanda
71
48
51
64
84
87
88
177
230
272
Malawi
41
116
73
70
122
134
118
107
106
132
Uganda
112
40
90
139
88
54
38
67
30
33
Others
186
275
322
494
546
579
613
605
432
247
Total
778
1,120
1,315
1,990
1,957
2,185
2,590
2,800
2,679
3,078
Transit cargo to/from Zambia handled in 2010 totalled 1,342,000 tonnes, which represented
almost 44% of total transit cargo. Zambia and the DRC transit cargo showed a substantial
increase between 2001 and 2010, with an equivalent average annual average rate of increase of
about 25%.
3) Import/Export Commodities
Commodities imported/exported at Dar es Salaam Port during 20052010 are presented in
Table 3.6 and Table 3.7, respectively.
The main commodities categories were dry bulk were wheat, fertilizer, and cement/clinker/
gypsum. There were also smaller and less regular imports of maize, coal, and sulphur.
Wheat imports recovered from a sharp fall in 2008 that was due to high world wheat prices,
changes in stock levels, and the diversion of the remaining Ugandan wheat imports to Mombasa.
Wheat imports are now at roughly the same level as in 2007, but are expected to increase
sharply in 2011 with the opening of new flour mills in Rwanda and Burundi supplied through
Dar es Salaam.
Fertilizer imports have grown strongly in the last two years, and in 2010 were 35% above the
midpoint of the ports master plan forecasts. Most of the transit country governments, as well as
Tanzania, have made a strong commitment to increasing fertilizer use. The increase in imports
for Zambia has been particularly noticeable.
Clinker and gypsum imports for cement manufacturing, which were expected to decrease
substantially due to expansion of local production, have been partially replaced by imports of
manufactured cement following the suspension of the import duty in July 2008.
Other imports, mainly of coal and sulphur, increased sharply in 2008. Coal imports are sensitive
to the price of oil and supplies of locally produced gas, and have declined. Sulphur is now
shipped in containers, making it difficult to detect; sulphur volumes are believed to be growing
strongly even though this is no longer reflected in the data on bulk imports.
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Chapter 3
Port Sector
Break-bulk cargo may be divided into three categories bagged cargo, metals, and other.
Vehicles are sometimes included in TPAs statistics on break-bulk cargo.
Bagged imports have remained low, but bagged exports which were expected to decline
gradually have decreased faster than expected due to containerisation.
Table 3.6: Commodities Imported at Dar es Salaam Port
Unit: metric tonnes
IMPORTS
2005
2006
2007
2008
2009
2010
Dry Bulk
Clinkers
108,218
77,438
207,517
238,576
157,121
150,701
Maize
48,998
246,999
16,516
22,029
Wheat
635,443
612,298
690,570
377,861
484,765
652,351
Fertilizer
102,920
139,154
207,302
208,874
160,628
349,655
Gypsum
30,036
32,996
19,997
7,000
17,753
118,459
68,704
43,681
925,615
1,115,885
1,159,655
965,799
871,218
1,196,388
Others
Sub-Total
Bagged cargo
Rice
26,567
72,788
14,024
20,705
Maize
9,365
2,610
832
4,680
Peas/Beans
1,550
1,154
1,602
145,936
47,357
3,797
3,569
1,363
2,382
28,947
31,253
733
Fertilizer
Corn soya
Sugar
Cement
68,872
37,067
7,911
998
12,093
20,944
12,603
15,049
5,778
12,996
51,000
14,492
8,200
5,147
8,604
Wheat Flour
Empty Bags
Sub-Total
3,806
215,934
157,258
78,784
52,107
86,760
115,934
General cago
Vegetable oil
1,189
216
817
1,316
213,388
243,182
145,109
161,294
141,838
182,214
65,756
108,255
84,527
109,912
86,610
Rail & railway materials
5,538
845
4,126
Tractor and tractor parts
140
269
20
36
Trailers & Parts
1,845
954
1,581
725
464
Electrical equipments
364
12,643
1,481
210
605
Tin & Tin Plates
528
341
102
Pipes & fittings
1,193
3,661
5,931
203
272
Building materials
65
153
86
1,823
Chemical products
46
4,059
3,164
251
67
Wood products
127
4,857
87
Machinery & parts
2,468
6,464
11,105
14,557
8,693
67
Other general cargo
Iron,steel,metals
Motor vehicle and parts
1,765
11,826
59,963
20,882
20,305
8,221
3,981
Motor vehicles
135,319
Railway Vehicles
1,310
Explosives
2,294
Machinery
Sub-Total
Containerized cargo
Grand total
19,332
294,627
427,926
285,365
328,732
248,666
189,471
11,332
56,824
157,587
135,830
97,701
1,447,508
1,757,893
1,681,391
1,482,468
1,304,345
3-13
1,501,793

Chapter 3
Port Sector
Table 3.7: Commodities Exported at Dar es Salaam Port

Unit: metric tonnes
EXPORT
2005
2006
2007
2008
2009
2010
Bagged cargo
Fertilizer
12,427
2,289
34
1,938
Wheat flour
1,289
2,146
2,106
1,990
18
Wheat bran
29,918
52,590
39,337
8,349
2,032
4,626
Maize
7,494
49,534
18,337
Sugar
20,044
39,960
62,389
63,662
131,011
28,792
4,022
Sub-Total
6,582
General cago
Iron,steel & Metals
1,250
35,301
49
18
11,235
1,037
1,621
585
2,342
1,591
1,254
656
616
621
363
300
Copper
20,308
62
2,292
Other general cargo
12,536
19
13,639
250
42,773
68
Motor vehicles
Machinery
Trailers and Parts

Sub-Totals
Containerized cargo
Total export
Total imports & exports
46,583
37,075
18,217
1,456
45,478
1,986
4,323
34,152
133,571
64,528
50,072
772,908
113,295
134,889
282,799
94,776
99,572
781,476
1,560,803
1,892,782
1,964,190
1,577,244
1,403,917
2,283,269
4) Containers
Table 3.8 shows statistics on containerised cargo for 20062010. There was a slight decrease in
containerised traffic in 2009, followed by a recovery in 2010, which left throughput at about
410,000 TEUs.
As shown, transhipment traffic at Dar es Salaam Port in 2010 virtually collapsed as a result of
terminal congestion.
Since 2007, containers have also been handled at Berths 1 to 7 under the operation of TPA to
relieve congestion at the TICTS Terminal. TICTS handled a total of 307,986 TEUs in 2009
while the TPA Terminal handled 45,752 TEUs.
The number of TEUs per box for both import and export containers was in the range of
1.361.40 during 20062010.
3-14

Chapter 3
Port Sector
Table 3.8: Containerised Cargo Traffic by Country

Unit: as indicated
COUNTRY
IMPORTS
2006
Boxes
Tanzania
2007
TEUs
Tons
Boxes
2008
TEUs
Tons
Boxes
61,440
73,826
1,774,023
72,593
95,754
1,214,932
Zambia
6,696
10,395
113,955
11,170
17,930
D.R. Congo
7,445
9,999
123,797
10,162
14,191
Burundi
4,162
5,513
68,394
4,303
Rwanda
8,480
12,230
142,675
Malawi
1,728
2,223
Uganda
2,397
3,422
427
2009
TEUs
Tons
Boxes
2010
TEUs
Tons
Boxes
TEUs
Tons
85,202
114,718
1,435,563
89,540
118,293
1,500,534
105,636
138,849
1,785,196
192,237
9,222
14,838
160,068
7,021
11,133
120,303
10,786
17,017
184,886
168,837
12,696
18,285
216,719
8,949
12,432
150,402
14,735
22,197
257,281
5,977
72,157
5,087
7,398
87,475
5,786
8,006
95,265
11,981
16,837
207,401
11,502
16,791
194,306
12,741
18,862
217,441
8,851
13,196
152,375
7,469
11,044
126,760
28,158
1,754
2,513
29,376
1,221
2,005
21,478
952
1,391
16,340
1,998
2,599
34,203
65,959
1,773
2,543
29,645
1,460
2,126
24,899
905
1,282
15,312
1,187
1,758
20,148
606
7,095
332
479
5,616
198
336
3,556
116
183
1,926
88
151
1,473
2,591
3,257
7,680
3,120
3,922
8,608
1,537
2,086
4,500
1,393
1,662
3,583
769
1,203
2,533
Total imports
95,366
121,471
2,331,736
116,709
160,100
1,915,714
129,364
180,654
2,171,699
123,513
167,578
2,056,040
151,052
206,667
2,552,721
20'
69,261
73,318
78,074
79,448
40'
26,105
43,391
51,290
44,065
Transhipment
23,390
30,453
380,606
21,789
28,815
355,926
14,507
19,195
237,012
13,227
16,416
212,943
6,374
7,946
102,881
23,138
33,088
390,016
31,330
41,731
529,848
30,160
42,982
521,151
32,012
44,732
553,137
34,328
47,479
596,534
Zambia
8,963
9,282
142,529
10,432
10,639
168,767
12,239
12,323
197,421
10,562
10,578
177,310
15,383
15,546
271,509
D.R. Congo
2,484
2,693
38,856
3,488
3,840
55,108
3,562
3,849
55,687
2,487
2,771
39,358
13,010
13,479
234,523
Burundi
407
432
6,316
1,077
1,135
16,790
790
816
12,322
1,178
1,234
18,357
4,416
4,803
78,077
Rwanda
3,559
4,007
56,146
2,569
2,822
40,297
3,349
3,618
52,559
2,915
3,298
47,946
810
843
12,431
Malawi
128
241
2,300
312
497
5,342
144
231
2,473
65
78
1,043
38
68
678
Uganda
51
51
846
80
80
1,363
192
267
3,218
170
178
2,722
96
Others
305
398
4,967
85
33
680
865
10,601
64
Empties
51,913
70,584
144,237
57,254
84,313
169,775
73,994
109,610
223,265
74,427
106,010
216,918
82,312
119,701
245,354
Total exports
90,948
120,776
786,213
106,547
145,065
987,375
124,432
173,699
1,068,129
124,496
169,744
1,067,392
143,332
194,904
1,309,373
20'
61,120
401,571
3,862,094
Others
Empties
89,852
55,615
EXPORTS
Tanzania
40'
Total imports &
exports
Transhipment
Grand Total
68,029
29,828
186,314
75,165
38,518
242,247
3,117,949
223,256
79,248
49,267
305,165
2,903,089
253,796
91,760
45,248
354,353
3,239,828
248,009
51,572
337,322
3,123,432
294,384
23,390
30,453
380,606
21,789
28,815
355,926
14,507
19,195
237,012
13,227
16,416
212,943
6,374
7,946
102,881
209,704
272,700
3,498,555
245,045
333,980
3,259,015
268,303
373,548
3,476,840
261,236
353,738
3,336,375
300,758
409,517
3,964,975
20'
146,708
156,110
163,058
168,734
191,999
40'
62,996
88,935
105,245
92,502
108,759
(6)
Port Productivity
According to TPA, the time spent in the container yard by full import containers after being
discharged from ships and before delivery (container dwell time) was reduced to 10 days in
June 2011 from 13 days in June 2010. The effective operation system to be implemented by
2012 under the Port Community System project is expected to further reduce dwell time.
Operational improvements plus the removal of the exclusivity clause that gave TICTS a
monopoly resulted in no change in the time taken by deep sea ships between their arrival at
anchorage and their departure from the port (ship turnaround time) despite the increase in
shipping activities and cargo handled at the port. This indicator was 5.1 days in both June 2010
and June 2011.
Dar es Salaam Port now can handle five vessels at one time compared to three before removal
of the exclusivity clause. Also, critical container handling equipment was acquired and the use
3-15

Chapter 3
Port Sector
of private ICDs was increased. Completion of the SPM replacement and development of Berths
1314 will also help solve the problem of vessel queuing.
The vessel handling capacity at a berth is generally expressed by the berth occupancy factor
(BOF), which is calculated as the total time the berths are occupied divided by the annual
available time. High berth occupancy indicates that the quay is working at its limits and will
therefore result in long waiting times for the vessels and consequently in high demurrage costs.
Actual ship turnaround time, dwell time for import containers, container traffic, berth
occupancy factors, and transport mode split at Dar es Salaam Port are presented in Table 3.9.
Table 3.9: Performance in Terms of Key Indicators 2008/092010/2011
2
3
Indicator
Ship Turnaround Time
i) Container
ii) Tankers
iii) Conversional
Dwell Time, Import Container (full)
Total Containerised Traffic (000 TEUs)
i) General Cargo (TPA)
ii) TICTS Terminal
Berth Occupancy (%) at DSM Port
i) General Cargo Terminal
ii) Container Terminal
iii) KOJ (1)
Transport Model Split:
(% Containers (TEUs) delivered)
i) Road
ii) Rail
Actual
2008/2009
Actual
2009/2010
Actual
2010/2011
5.2
7
3.7
21.8
4.4
16
2.4
13
5.5
37.2
3.5
10
35
341
66
294
94
353
40.2
67.5
92
45
84
99
26.3
62.1
90.0
92.7
7.3
94.5
5.5
99.1
0.9
Abbreviations: DSM = Dar es Salaam, KOJ = Kurashini Oil Jetty, TEU = twenty-foot equivalent unit, TICTS =
Tanzania International Container Terminal Services, TPA = Tanzania Ports Authority
(7)
Inland Container Depots
1) Ubungo ICD
The Ubungo Inland Container Depot (UICD), which is located 16 km from the TICTS Terminal,
is operated by TICTS. UICD has a specialized container freight station with a warehouse, yard,
and handling equipment to provide reliable services for a range of less than container load
(LCL) cargo. The services rendered include stripping of import containers in the warehouse,
direct stripping of cargo onto trucks, and providing a storage area for long-staying containers
and executing auctions for over-staying containers. Photographs of the Ubungo ICD are
presented below.
3-16

Chapter 3
Port Sector
Photo 3.5: Ubungo ICD

2) Kurasini ICD
Kurasini Inland Container Depot (KICD), which is located 1.6 km from the TICTS Terminal,
has an area of 6.5 ha. It includes a specialised container freight station (CFS) with a warehouse,
yard, and handling equipment to provide reliable services for a range of LCL cargo. The
services rendered include stripping import containers in the warehouse, direct stripping onto
trucks, stuffing of export cargo into containers, transferring export containers to the terminal,
and stripping import containers onto rail wagons. Photographs of the Kurasini ICD are
presented below.
Photo 3.6: Kurasini ICD

(8)
Ports Master Plan
The Tanzania Ports Master Plan was prepared in February 2009 for all ports in Tanzania. It
included the following.
1) Cargo Forecasts
Cargo forecasts were prepared for the individual ports for each commodity. The cargo forecasts
per commodity over the 20-year master plan period (20082028) were carried out as a basis to
determine future port requirements.
2) Quay and Area Productivity
The present situation in the ports (facilities and port equipment) was evaluated based on site
visits, interviews, and a review of documents. Possibilities for improving productivity were
identified and assumptions regarding future productivity were made.
3-17

Chapter 3
Port Sector
3) Design Considerations
Design considerations were identified through analyses of the fleet mix, allowable berth
occupancy, and market developments. The present fleet mix and parcel sizes were determined
based on historic data. Assumptions on the development of vessels and parcel sizes were made
on basis of developments in trade (local and global) and shipping trends.
4) Port Requirements
Cargo forecasts, productivity projections, vessel sizes, and berth occupancy were combined to
determine port requirements. Requirements were determined for each commodity.
5) Port Development
The port requirements were translated into a physical development plan for the ports taking into
account available port facilities and expansion possibilities within the settings of the ports. The
development plan included a layout and an investment plan, resulting in recommended actions
for TPA.
Implementation of the Ports Master Plan commenced in 2010/11 and will be carried out in
alignment with other key government development programmes. The major projects initiated
include:
Replacement of the SPM Pipeline
The new SPM will handle crude and refined oil with a pumping capacity of 5,000 m3 and serve
oil vessels carrying not less than 150,000 tonnes. The contract for the SPM was signed on 28
September 2010 and the contractor is on site at Ras Mjimwema with completion in 18 months.
Offshore surveys and preparatory works have already been undertaken, pipes have been
received, and replacement works are progressing well.
Development of New Container Terminal Berths 13 and 14
The objective of this project is to increase the capacity of Dar es Salaam Port to handle
500,000650,000 TEUs per annum. This will cater for full length Panamax vessels with
capacities up to 4,800 TEUs. The project requires constructing a quay 750 m long, at a depth of
13 m draft, and with a yard area of about 10,000 m2 designed for operation using RTGs. The
detailed design and environmental impact assessment (EIA) have been completed. Construction
is planned to commence in 2011/2012 with completion in three years.
Up grading o Berths 17
The project entails strengthening and dredging to increase the water depth along Berths 17
from the current depth of less than 10 m to at least 12 m to accommodate 7th generation ships.
A feasibility study is planned for 2011/2012 to assess project viability, with the project expected
to commence in 2012/2013.
Modernization of General Cargo Operations
The aim of this project is to develop a specialized bulk cargo operation that can use the same
facility as is used for fertilizer, modernize the existing grain terminal, develop additional storage
area/distribution points, redesign the port entrance gates, and designate Bandari Road for port
users. The study is scheduled to commence in 2011/2012.
3-18

Chapter 3
Port Sector
Acquisition of critical cargo handling equipment

Critical cargo handling equipment was acquired in 2010/2011, including MGCs, RTG cranes,
reach stackers, and an empty container handler.
Capacity Optimization
The capacity of Dar es Salaam Container Terminal has been increased to 310,000 TEUs from its
originally designed capacity of 250,000 TEUs. The former Tanzania Electric Supply Company
(TANESCO) yard has been paved for cargo handling. Paving of the former copper yard and
rehabilitation of the container stacking area at the former National Shipping Agency Company
(NASACO) yard is ongoing.
ICT Enhancement
The major information and communications technology (ICT) projects that have been
implemented by TPA towards computerization of operational activities include: (i) installation
of cables and connecting network at Dar es Salaam Port and ICD; (ii) installation of fibre optic
backbone and local area network (LAN) at Tanga, Mtwara, Mwanza, Kigoma, and Kyela Ports;
(iii) installation of a wide area network (WAN) by the Tanzania Telecommunications Company
(TTCL) and WiA at Tanga, Mtwara, Mwanza, Kigoma, and Kyela Ports; and (iv) and
installation of a port community system (PCS), including integrated payroll/accounting/human
resources/stores systems, a billing/yard stacking system, acquisition of an access point for radio
data terminal operation, enterprise resource planning (ERP), and the TPA website.
Development of a New Mbegani Port at Bagamoyo
The project will provide the capacity to handle 7,0008,000 TEU vessels, construct a quay with
1314 m depth, and provide for container storage with a robust and flexible RTG stacking
system. A modern ICT system integrating the different functions and enabling efficient
management of different administrative routines will be constructed. Preliminary hydrographic
surveys of water depths along the shoreline, a feasibility study, and a preliminary design have
been completed and the construction of modern port facilities has been recommended. A total of
518 ha of land has been set aside, and 2,000 ha of additional land has been requested. A PPP
approach has been recommended for implementation of this project. TPA is seeking interested
investors that can develop and operate the port.
3.1.5
(1)
Tanga Port
General
Tanga is located on the northern coast of Tanzania at a distance of 354 km from Dar es Salaam.
Tanga Port functions as a traditional agricultural export handling port in the East African region.
The northwest rail network provides links to the industrial, commercial, and agricultural regions
of Kilimanjaro, Arusha, and Manyara although service is currently suspended. Tanga Port has
the potential to be developed for cruise tourism because of its proximity to the northern zone
tourism circuit of Mt. Kilimanjaro, Lake Manyara, Ngorongoro, Serengeti National Parks, and
the adjacent game reserves.
Tanga Port has the potential to promote growth in the northern region considering the potential
prospects of developing large-scale mining for exports. Further opportunities are offered by the
establishment of an export processing zone expected to require large quantities of inputs, to be
processed into finished goods for export. The projected traffic surge surpasses the capacity of
the present facility and has been the underlying driver in the development of a new deep water
berth port at Mwambani located south of the existing facility. The major export commodities
currently include sisal, timber, coffee, and tea.
3-19

Chapter 3
Port Sector
Photo 3.7 presents an overview of the port area inside the bay.
Source: Brochure of the Tanzania Ports Authority
Photo 3.7: Birds Eye View of Tanga Port

There are two anchorage areas, one outside the port/bay and one inside the bay. Each has
capacity for six vessels. Vessel sizes for the outside anchorage are limited to 180 m length, and
about 11.5 m draft. The draft is limited to 3.5 m the inside anchorage areas. Liquid bulk is
handled at four buoys (two inside and two outside the port) by means of a flexible hose
connected to a submarine pipeline.
Seagoing vessels can navigate to the anchorage areas without tug assistance, but a tug is used at
the liquid bulk buoys for mooring. A 350 m turning basin allows vessels to depart without tug
assistance. Pilotage is compulsory for all vessels over 200 gross register tonnage (GRT).
Regular visiting coasters may be exempted from this requirement upon a request to the port
authority.
The navigation of seagoing vessels is restricted to daytime (6 am to 6 pm), but lightering
operations continue round the clock if requested by the customer. Natural conditions inside the
bay are calm to moderate, with waves less than one metre and no noticeable currents.
(2)
Port Infrastructure
Tanga Port has two berths with a length of 220 m each. There is a small angle between both
berths. The quay is a sheet pile structure with a designed water depth of 2.5 m at low tide (4.5 m
during high tide). However, due to sedimentation the available depths are now estimated by
TPA to be 1.5 m during low tide. No maintenance dredging has been done since the completion
of the berths in 1914 (Berth 1)/1954 (Berth 2).
Rock is reported inside the port bay area below depths of 7 m and this seriously affects the
development of Tanga Port.
Photographs of Tanga Port are presented below.
3-20

Chapter 3
Port Sector
Photo 3.8:
Container Ship Anchoring Offshore
Photo 3.9:
Barge Used for Double Handling
Operation
Photo 3.10:
Clinker in the Warehouse
Photo 3.11:
Reach Stacker System Applied
Three sheds are in use at present. Some sheds have already been demolished to allow for
expansion of the container yard.
The master of an incoming ship must give the expected time of arrival to the signal station three
hours in advance. The station, which is located near the Raskazone North Beacon, operates
round the clock to monitor the safe manoeuvring of incoming/outgoing ships.
TPAs policy is to ensure that Tanga Port is well equipped to handle imports/exports, minimize
ship delays, and provide quick and efficient cargo delivery services. The port has a modern
workshop for equipment repair, port works, and maintenance. Table 3.10 lists the equipment
currently at Tanga port and more is in the pipeline.
Table 3.10: List of Equipment at Tanga Port
Shore Handling Equipment
2 towers/Gotwald cranes with capacities of 40 and 63 tonnes
1 mobile crane with capacity 40 tonnes
4 front loaders with capacity of 40 tonnes
4 portal cranes with capacity of 5 tonnes
5 forklifts with capacity of 7 tonnes
2 bale clamps with capacity of 7 tonnes
5 terminal tractors with capacity of 20 tonnes
23 terminal trailers with capacity of 20 tonnes
3-21
Marine Craft
3 towing tugs
1 labour boat
7 lighters
8 pontoons
1 patrol boat
1 mooring boat

(3)
Chapter 3
Port Sector
A noteworthy characteristic of the cargo handling system at Tanga Port is that mother ships
cannot come directly alongside the quay because of its shallow depth (3.04.5 m). Mother ships
have to operate offshore using the ships gear. The cargo handling system employed at Tanga
Port is summarised below.
(4)
As noted, cargo handling is undertaken using ships gear to unload cargo onto pontoons
in the case of containers or barges in the case of dry bulk cargo. After the pontoons or
barges are fully loaded, they are towed to the quay by a tugboat and the containers and
bulk cargo is unloaded onto the quay by shore cranes. Export cargo is handled in the
opposite way. This port cargo operation is a double handling system with handling both
offshore and on the quay.
The pontoons are square and flat barges for carrying containers. The pontoons are of
two capacities, 16 TEUs and 12 TEUs, but due to safety constraints, the pontoons are
limited to 10 TEUs and 8 TEUs, respectively, even though they have been reinforced.
Containers are transferred between the quay and the adjacent yard by trailers and the
lifting operation is undertaken with reach stackers at both ends.
Dry bulk cargo such as cement clinker is unloaded onto large barges using ships gear
offshore. After the barges are fully loaded with cargo, they are towed to the quay and
the cargo is unloaded to the truck on the quay by shore cranes with shell type buckets.
Cement clinker is delivered directly to a cement factory if it is in urgent, but it is usually
piled in the warehouse in the port before delivery.
The main export is sisal, which is the raw material for bags and rope. It is stocked in the
warehouse in the port for stuffing into containers and export.
Only in exceptional circumstances can two container ships berth directly alongside the
quay due to the shallow draft. Feeder vessels with capacities of 6194 TEUs are
operated by the Mediterranean Shipping Company (MSC).
The efficiency of container operation is 60 TEUs per gang per shift and the efficiency of
dry bulk cargo operations is 200 tonnes per gang per shift.
Cargo handling is operational 24 hours per day.
Handling charges are same as those at Dar es Salaam despite the double handling
operation.
Vessel Traffic
Tanga Port maintains regular shipping services to a diversity of destinations, providing services
to various shipping lines, including Maersk Line, MSC Line, Mitsui O.S.K. Lines, Delmas Line,
Global Container Line, and CMA-CGM. They have local agents/representatives that operate
under the umbrella of the Tanzania Shipping Agents Association (TASAA).
In 2010/2011, Tanga Port received a total of 77 calls of international going vessels (deep sea
ships). Calls made by coastal vessels totalled 121 in 2010/2011.
(5)
Cargo Traffic
Tanga Port had a capacity of 0.5 million tonnes per annum but its capacity increased to 0.7
million tonnes per annum due to investment in cargo handling equipment and the pavement of
the general cargo area for improvised container stacking.
3-22

Chapter 3
Port Sector
In 2010, Tanga Port handled a total of 0.509 million tonnes and attained 83% capacity
utilization, as shown in Table 3.11.
Table 3.11: Cargo Throughput at Tanga Port
Unit: tonnes
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Imports
Containerised Cargo
17,126
87,978
Convetional Cargo
58,332
18,945
10,151
22,982
21,419
38,120
107,324
96,767
224,017
105,659
Liquid Bulk Cargo
23,479
22,394
33,335
28,427
57,040
103,921
97,004
46,692
6,654
Sub Total
67,647
100,756
100,192
63,905
77,560
74,661
79,078
130,978
88,253
128,924
49,651
183,413
83,308
260,896
277,079
287,835
200,291
59,774
102035
255,131
1,435
358,601
Exports
Containerised Cargo
Convetional Cargo
66,860
Liquid Bulk Cargo
90,704
89,396
92,979
88,797
55,791
57,997
10,122
116,244
117,410
127,306
161,999
110,408
168,094
88,672
-
41,622
108,798
110.00
Sub Total
130,765
168,264
205,640
210,499
216,103
217,790
168,405
178,216
148,446
150,420
Grand Total
231,521
268,456
336,618
339,423
399,516
478,686
445,484
466,051
348,737
509,021
Table 3.12 presents the past containerised traffic (20012010) at Tanga Port categorized into
import/export and full/empty containers. Containerised traffic has been stagnant as container
vessels cannot berth at the current quay, but rather anchor offshore to load/unload containers
on/off a barge or pontoon, which requires a double handling operation.
Table 3.12: Containerised Traffic at Tanga Port
Unit: TEUs
Year
Imports
2001
2004
2005
2006
2007
2008
2009
2010
3,541
4,453
4,710
4,701
5,519
4,195
4,663
6,223
6,664
Empty
1,777
690
1,544
1,796
1,310
186
196
242
673
5,318
5,143
6,254
6,497
6,829
4,381
4,859
6,465
7,337
Full
3,296
3,966
4,240
4,446
4,456
2,849
2,178
2,645
3,738
3,623
Empty
1,822
1,878
1,916
1,731
2,397
1,395
2,688
3,168
3,721
2696
5,118
5,844
6,156
6,177
6,853
4,244
4,866
5,813
7,459
6,319
Full
6,837
8,419
8,950
9,147
9,975
7,044
6,841
8,868
10,402
8,897
Empty
3,599
2,568
3,460
3,527
3,707
1,581
2,884
3,410
4,394
3,228
10,436
10,987
12,410
12,674
13,682
8,625
9,725
12,278
14,796
12,125
Sub-Total
Total
2003
Full
Sub-Total
Exports
2002
Total
5,274
532
5,806
Table 3.13 shows commodity-based cargo volume for import/export over the last 10 years
(20012010).
3-23

Chapter 3
Port Sector
Table 3.13: Commodities Handled at Tanga Port

Unit: tonnes
IMPORTS
Petroleum Products
2001
2002
9,377
2003
2004
2005
2006
2007
2008
2009
2010
31,280
27,237
22,176
46,813
81,877
106,666
47,026
6,600
1,435
44,000
43,153
60,667
189,488
Clinker
Grains (wheat barly)
29,223
28,904
42,872
5,570
22,960
27,200
14,050
TCC Coal
12,080
25,215
13,038
36,939
38,721
79,133
20,000
62,127
504
4,140
4,356
2,724
5,178
8,965
468
252
Paper & Paper Bags

Tallow in drums
2,039
Sugar
Balles twills
1916
Essential Oils
Machinery & Parts/ Agriculture
2,189
2,221
2,484
360
1,764
1,026
12,682
72
108
7,524
3,999
5,460
17,099
25,599
23,777
31,356
24,119
17,224
29,885
35,483
40,123
Cotton piece goods
283
396
25,759
18,314
28,540
6,984
1,764
11,393
6,418
Motor Vehicles, Tractor & Trailers
227
2,852
1,906
1,542
3,965
11,637
13,179
28,870
27,823
Soda ash
9,156
1,419
1,651
2,145
5,087
1,002
1,080
180
252
Raw - Glycerine Powder
22,698
26,364
19,845
19,641
27,175
9,374
38,880
34,531
27,443
Raw - Sabuni Material
14637
15,937
14,697
15,647
24,487
4,481
17,084
15,319
2,760
Raw - Polythelene Polyform
20134
22,379
25,789
23,721
30,349
22,837
35,868
40,698
50,786
68,114
Tyres & Tubes
1327
1,954
1,296
1,224
900
180
252
36
Food Stuff
2003
2,403
3,312
12,647
972
756
252
648
576
Fertilizer/Sodium Sulphates
1920
1,944
5,292
6,702
4,752
15,984
5,724
7,370
3,452
288
108
Rice
288
Cashewnut-Shells
Personnel Effects
3,096
1338
1,526
2,851
3,464
4,320
2,232
6,128
3,248
1,410
15072
6,693
10,685
5,121
31,053
59,008
45,193
28,070
46,831
118,231
SUB TOTAL
111,993
159,387
196,383
211,627
266,327
338,856
391,758
398,550
329,613
472,060
EXPORTS
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Other General cargo
Beans & Peas
1,761
5,095
4,375
9,593
5,175
4,608
5,076
3,903
5,004
6,228
Coffee
17,438
10,910
11,310
8,393
13,405
12,692
16,596
21,384
23,616
15,296
Sisal bales
2,216
13,837
13,880
13,133
16,530
11,493
24,314
30,020
3,145
2,736
Fish fillets/ Octopus
1,635
721
557
900
2,088
2,484
612
Gold Ore
33,012
35,753
30,588
31,024
14,073
31,565
Copper concetrate
Sisal Ropes & Twine
25,248
25,905
68,509
76,329
37,873
33,651
48,286
855
4,248
1,296
180
262
244
288
7,776
61,965
40,392
13
216
648
144
72
263
252
1,908
3,132
5,950
360
1,070
314
36
5,602
839
112,657
148,343
68,047
68,326
174,987
180,704
334,374
377,087
5,100
6,600
11,900
11,884
36,694
71,816
61,694
1,248
1,103
Cotton & Products
541
Sunflower bird Seeds
Wheat flour
Cashew nut Shells
53,811
35,951
4,934
102,543
112,970
52,179
62,017
TOTAL EXPORTS TRAFFIC
154,722
GARND TOTAL
266,715
Tea
90
Timber & Flooring Blocks
Other General Cargo

SUB TOTAL
Dhow Exports Cargo
70
-
4,823
Hides & skins
31,595
2,238
8,454
108
3,165
Cement in Bags
18,340
18,289
10,326
71,045
16,067
30,880
135,060
176,553
156,269
202,117
174,921
169,633
1,716
2,853
9,214
14,211
15,405
23,456
216,669
136,776
179,406
165,483
216,328
190,326
193,089
428,296
403,103
518,262
557,241
614,878
519,939
665,149
3.1.6
(1)
Mtwara Port
General
Mtwara Port is in southern Tanzania near the border with Mozambique about 700 km south of
Dar es Salaam. Mtwara Port has a natural basin with water depths of more than 10 m (CD) in a
large part of the bay.
Mtwara Port was constructed in the 1950s and has a 385 m continuous quay. The present port
area is approximately 70 ha. An area of 2,650 ha has been acquired by TPA for port and
waterfront development. An overview of the Mtwara Port area is shown in Figure 3.3 (the pink
area is the envisaged expansion area).
3-24

Chapter 3
Port Sector
Source: Port Master Plan
Figure 3.3: Location Map of Mtwara Port

Access to Mtwara Port is by a natural one-way entrance channel, well marked by buoys and
leading lines. A shoal in the outer approach area is marked by a single buoy. The channel has
depths of more than 20 m with widths of 250270 m.
Tidal variation at Mtwara is about 4 m. Longitudinal currents are noticeable in the channel
during ebb and flood tide, but do not interfere much with navigation. There are no cross currents.
Waves are moderate.
Pilotage is compulsory to enter Mtwara Port and pilots board about two knots north of the
Shangani shoal. Vessels enter the access channel following the 154 leading line, then switch to
a 189 line. After buoy 1 a sharp curve must be made before the natural basin. Four buoys mark
the channel and shallows in the entrance.
At present, nighttime navigation is not possible because the buoys and leading lines do not have
lights. There are some plans to upgrade the navigational system to allow night-time navigation
by adding pairs of solar-powered lighted buoys to mark the channel and to reinstall lights in the
leading lines.
The maximum vessel length allowed to enter the port is normally 175 m due to a limited width
of the access channel. Larger vessels of up to 200 m can enter under good weather conditions,
and have to wait for the high tide. To increase the maximum allowable vessel size the entrance
channel must be widened accordingly.
3-25

Chapter 3
Port Sector
Mtwara Port is regarded as an important gateway to the Mtwara Development Corridor (MtDC).
The MtDC initiative was conceived in 1992 by the Southern African Development Community
(SADC). Its aim is to reduce poverty by stimulating broad-based economic growth through the
beneficiation1 of raw materials that will expand industrial production and boost exports.
(2)
Port Infrastructure
The existing quay structure is a 385 m long concrete gravity block wall on rubble. Depth at the
quay is 9.8 m (CD). At present, construction work to expand the yard is under way.
The stacking yard has an area of 30,000 m2. White and black oil products are imported using a
manifold on the eastern side of the berth. There are four warehouses, with areas of 1,390 m2,
3,120 m2 (2x), and 9,290 m2, respectively.
Mtwara Port has one 1,000 hp tugboat. The port has a plan to procure two additional tugboats
with 4,600 hp each.
Photographs of Mtwara Port are presented below.
Photo 3.12:
383 m Long Straight Berth
Photo 3.13:
Ships Gear Used for Handling
Photo 3.14:
A Concessionaire of Oil and Gas
Exploration Uses Part of the Berth
Photo 3.15:
Future Container Yard
under Construction
Beneficiation refers to a variety of processes whereby extracted ore from mining is separated into mineral and
gangue, the former suitable for further processing or direct use.
3-26

(3)
Chapter 3
Port Sector
There are two particularly noteworthy characteristics of Mtwara Port. One is that the main
exports are cashew nuts, a seasonal cargo, from September to March, and another it is leasing
outport facilities including the berth to a gas and oil boring company with considerable potential.
Characteristics of cargo handling at Mtwara Port include the following:
Containers are handled by ships gear since there is no shore crane on the quay.
Containers are transferred from shipside to/from the container yard on trailers and are
lifted by a mobile crane at both ends.
Construction materials and break-bulk cargo such as cement in bags are unloaded by
ships gear and carried by forklift into the shed or to the apron beside the shed.
The main export, cashew nuts, is seasonal, with cargo handling therefore limited from
September to March. During the season, empty containers are imported and placed in
the container yard for the stuffing of cashew nuts into a bag. After customs procedures
for exporting are completed, the containers are stored in the yard for loading onto the
containership for export to Asia and other destinations.
Container handling efficiency is 80100 containers per gang per shift for empty
containers and 4045 for full containers due to use of a wire sling for full containers
instead of a spreader for empty containers.
Liquid cargo imports such as oil are conveyed to the adjacent oil tank through a
connection pipe located at eastern end of the quay.
(4)
Cargo Traffic
Cargo traffic statistics for Mtwara Port for 20002010 are presented in Table 3.14.
Table 3.14: Cargo Handled at Mtwara Port
Unit: tonnes
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Imports
Containerised Cargo
6,651
12,591
10,519
5,821
9,340
9,771
9,266
6,642
7,249
11,334
14,522
Convetional Cargo
49,050
37,339
48,030
53,391
44,186
33,915
45,178
33,931
39,940
41,716
50,208
Liquid Bulk Cargo
23,138
21,388
20,185
10,745
12,235
11,604
8,154
5,600
6,513
Sub Total
78,839
71,318
78,734
69,957
65,761
55,290
62,598
46,173
53,702
53,050
8,020
72,750
Exports
Containerised Cargo
43,217
79,713
86,647
24,649
67,780
35,086
55,090
14,758
1,292
64,019
119,567
Convetional Cargo
51,298
30,803
14,080
46,728
21,362
19,821
37,236
28,798
57,945
36,166
42,261
Liquid Bulk Cargo
Sub Total
Grand Total
Container Traffic TEU's
Total Vessel Calls
94,515
110,516
100,727
71,377
89,142
54,907
92,326
43,556
59,237
100,185
161,828
173,354
181,834
179,461
141,334
154,903
110,197
154,924
89,729
112,939
153,235
234,578
5,242
10,077
9,693
3,703
7,615
6,900
7,140
4,835
6,445
6,782
10,648
216
195
209
153
168
160
138
97
54
63
113
There has been a significant decrease in liquid bulk imports since 2000 as gas has replaced oil
as the main fuel for power generation. Break-bulk imports are mainly cement, while exports are
mainly unprocessed cashew nuts. This traffic is extremely seasonal with most exports occurring
between October and February.
About half of the traffic has traditionally been coastal, using mixed passenger/freight ferries
from Dar es Salaam and Zanzibar. These have provided an important link to the outside world
during the rainy season, when the road to Mtwara becomes impassable.
3-27

Chapter 3
Port Sector
Cashew nuts exports through Mtwara decreased in 2008 and 2009 as a result of the increased
proportion processed in Tanzania, and the diversion of exports to Europe, the United States, and
South Africa to Dar es Salaam, where they can be shipped via scheduled container services. The
drop in containerised exports through Mtwara was particularly pronounced in 2007, after paving
of the road.
Since 2004 around 60% of cashew nut exports through Mtwara have been containerised. The
tonnage of containerised exports exceeds that of containerised imports by a large margin, but
inward and outward movements of full containers are surprisingly well balanced, in part
because of the difference in stowage factors.
3.1.7
Other Coastal Ports
Other coastal ports such (Pangani, Kikindoni, Kilwa, Lindi, and Mikindani) are shown in Figure
3.4. All of the small coastal ports serve a local hinterland in terms of cargo flows and to a lesser
extent tourism.
Figure 3.4: Location of Small Coastal Ports

3.1.8
(1)
Ports in Neighbouring Countries

Mombasa Port
General
Mombasa Port is one of the largest ports along the East African coast. It is strategically located
to serve the rich commercial, agricultural, and industrial hinterland of Kenya and the landlocked
countries of Uganda, Rwanda, Burundi, the DRC, and Southern Sudan.
3-28

Chapter 3
Port Sector
Mombasa Port is managed and operated by the Kenya Ports Authority (KPA) under supervision
of the Kenya Ministry of Transport. KPAs mission is to promote national and international
development through the provision of efficient and cost-effective port services.
There are a total of 18 berths at Mombasa Port as shown in Figure 3.5, and the berths are
numbered starting with No. 1 and No. 2 in the middle of the navigation channel. The cruise ship
wharf (Berth 1), an automobile berth, bulk cargo berths, general cargo berths, a container
terminal, and an oil jetty (Kipevu Oil Terminal) are located in the southern part of the channel.
Source: Kenya Ports Authority
Figure 3.5: Mombasa Port

A 5 km portion of the northern channel of the existing 10 km navigation channel is relatively
linear along the mooring facilities of Berths 1-18 from the south. The remaining 5 km portion of
the southern channel has two bending places of about 70 degrees where careful ship
manoeuvring is required. Since the tidal current is relatively fast in the channel, tugboat
assistance is required.
The construction of a new container terminal (three berths) in Phase 1 with a capacity of 1.2
million TEUs per annum has been funded by concessionary (soft) loans from the Japan
International Cooperation Agency (JICA). The detailed designs were completed in June 2010
and the construction work commenced in November 2011.
A Dutch dredging firm was appointed in October 2010 to carry out the first stage of the
dredging work. Dredging of the channel to the new container terminal to a depth of 15.0 m
(CD) is still underway making partial use of the dredged material for land reclamation.
Port Infrastructure
Mombasa Port is a deep-water port with a total of 18 berths, three of which are dedicated berths
at the Mombasa Container Terminal (MCT); these are Berths 1618 (1011.5 m depth) with
3-29

Chapter 3
Port Sector
four STS gantry cranes. These berths complement the MCT, which originally was developed to
handle 250,000 TEUs per annum, but has become saturated. In fact, a total of 695,600 TEUs
were handled at Mombasa Port in 2010. The existing berths are constructed along the
meandering shoreline of the water area with an incomplete segment (about 200 m in length) of
the quay-wall between the Westside quays (berths No. 1618) and the eastside quays (Berths
1114). Berths 1114 are also used for container handling by ships gear, together with general
cargo handling. In addition, there are two oil jetties with depths of 10 to 13 m. Illustrative
photographs follow.
Photo 3.16:
Container Terminal
Photo 3.17:
Oil Jetties
Most berths were planned to accommodate 5,000 DWT class general cargo vessels, and
constructed before the 1970s when containerised transport was introduced; most other wharves
and piers were designed with 8 m or 10 m depth. Currently two thirds of the 18 berths serve
as general cargo wharves. Transit sheds of cargo of about 80 m long stand in a row behind the
15 m wide apron. Some of the sheds are not fully utilized, demonstrating that non-containerised
general cargo is decreasing. Expedite containerisation is becoming increasingly urgent at
Mombasa Port.
Only berths No. 16 to No. 18 were constructed in 1985 and are relatively new dedicated
container berths used as the only container terminal, equipped with STS gantry cranes. In the
container yard, a transfer crane system is used. Illustrative photographs are presented below.
Photo 3.18:
Ship-to-Shore Gantry Crane (4 Nos.)
Photo 3.19:
Transfer Crane System Applied
3-30

Chapter 3
Port Sector
Most of the facilities at Mombasa Port were designed with a concrete deck-on-pile structure.
Revetments were constructed with stone or brick masonry. The base foundation is relatively
good with sand and soft rock.
Although the total area is about 15 ha, the terminal is very narrow with only 150 m in terminal
depth, and the container stacking yard has only 7.5 ha of effective area apart from roads,
buildings, and the wharf apron.
The container terminal is directly connected to the rail network. The Northern Corridor connects
Mombasa Port to its hinterland. The rail infrastructure of this corridor has metre-gauge,
single-line railway tracks. Since 2006 the Rift Valley Railways Consortium of South Africa has
operated the line under a concession agreement. The corridor is comprised of four main railway
sections:
1. MombasaNairobiTororo (1,076 km) with a branch line from Nakuru to Kisumu (217 km);
2. The Main Line in Uganda from Malaba to Kampala (251 km);
3. KampalaKasese Line (333 km); and
4. The Northern Loop Line in Uganda from Tororo to Pakwach (502 km)
Photographs of the railway inside Mombasa Port are presented below.
Photo 3.20: Railway inside Mombasa Port

Vessel Traffic
The regional and major shipping line services calling at Mombasa Port can be separated into
two main groups: (i) those connecting Mombasa to Asia and the Middle East and (ii) a number
of regional intra-African feeder connections, as well as some multi-purpose and Ro-Ro services
linking Kenya to Europe and the Mediterranean.
The most important trade route links Mombasa to container hubs in the Middle East. Some of
these services include calls in the Indian Subcontinent. MSC, Maersk, Delmas, CMA CGM,
Safmarine, United Africa Feeder Lines (UAFL), Gold Star Line (GSL), and H&H Lines are
deploying vessels along this trade route.
The services connecting Kenya to Asia either involve a call in the Indian Ocean or on the Indian
Subcontinent. Shipping lines that offer this service pattern include Mitsui OS.K. Lines, Pacific
International Lines (PIL), and Delmas. MSC, Maritime Carrier Shipping (MACS), and Zim
Integrated Shipping Services offer intra-African feeder connections among others.
3-31

Chapter 3
Port Sector
Cargo Traffic
In terms of throughput, Mombasa Port is about 1.7 times larger than Dar es Salaam Port.
Mombasa Port has a well-sheltered natural harbour with a throughput of 18.8 million tonnes in
2010, 86% of which was import cargo. Containerised cargo constitutes 36% of the total cargo
handled at Mombasa. About 30% of the import volumes are transit volumes to landlocked
countries and 16% are exports. In recent years (20062010) the share of transit cargo at
Mombasa has increased from 20% to about 27%.
On average, container volumes increased by 10% annually between 2006 and 2010. Container
throughput for imports is almost the same as that for exports although empty containers are
dominant for export. Transhipment volume has declined since 2008.
Table 3.15: Container Traffic at Mombasa Port (20062010)
(Unit: TEU)
Status
Full
Empty
Imports
Full
Empty
Exports
Full
Empty
Transhipment
Full
Empty
Total
2006
2007
2008
2009
2010
217,869
277,792
292,308
301,460
338,842
11,596
4,244
5,080
6,387
6,472
229,465
282,036
297,388
307,847
345,314
86,317
101,314
102,914
95,842
110,314
132,237
165,546
180,976
205,611
225,380
218,554
266,860
283,890
301,453
335,694
21,825
30,478
30,262
7,407
11,072
9,511
5,993
4,193
2,109
3,520
31,336
36,471
34,455
9,516
14,592
326,011
409,584
425,181
404,709
460,288
153,344
175,783
190,249
214,107
235,372
479,355
585,367
615,430
618,816
695,660
The most important transit country for Mombasa Port is Uganda, which accounts for 79% of the
transit volumes handled, followed by the DRC (8%), Rwanda (5%), Sudan (4%), and Tanzania
(3%) according to KPAs records for 2010 as shown in Table 3.16.
3-32

Chapter 3
Port Sector
Table 3.16: Transit Cargo Data (20062010)

(Unit: DWT)
Uganda
Imports
2006
2,572,335
2007
3,099,854
2008
3,374,169
2009
3,686,862
2010
3,942,242
Exports
249,796
298,721
327,086
293,532
290,492
Total
Tanzania
2,822,131
3,398,575
3,701,255
3,980,394
4,232,734
Imports
245,975
226,661
236,166
231,188
168,489
Exports
24,169
22,318
14,639
21,689
10,796
270,144
248,979
250,805
252,877
179,285
Imports
66,182
49,798
55,488
19,093
5,785
Exports
1,277
2,409
1,267
1,022
1,204
Total
67,459
52,207
56,755
20,115
6,989
Imports
225,412
262,502
276,617
236,087
275,559
Exports
27,701
24,153
16,884
14,472
12,564
253,113
286,655
293,501
250,559
288,123
Imports
130,022
144,781
220,105
155,691
190,468
Exports
7,822
700
3,176
11,662
32,999
137,844
145,481
223,281
167,353
223,467
Imports
202,832
225,014
264,248
263,110
401,703
Exports
23,634
32,096
40,153
25,586
28,714
226,466
257,110
304,401
288,696
430,417
Imports
29,960
32,862
43,157
16,446
5,219
Exports
19
342
29,960
32,862
43,176
16,788
5,219
Imports
482
480
605
3,970
14,811
Exports
232
753
499
29
708
Total
714
1,233
1,104
3,999
15,519
Imports
3,473,200
4,041,952
4,470,555
4,612,447
5,004,276
Exports
334,631
381,150
403,723
368,334
377,477
3,807,831
4,423,102
4,874,278
4,980,781
5,381,753
Total
Burundi
Rwanda
Total
Sudan
Total
D.R. Congo
Total
Somalia
Total
Others
Total
Total
Table 3.17 and Table 3.18 present commodities imported/exported at Mombasa Port,
respectively. The main commodities imported categorised as general cargo were iron and steel
while dry bulk cargo included wheat, clinker, fertilizer, and coal. Liquid cargo accounted for
about 38% of the total import cargo.
3-33

Chapter 3
Port Sector
Table 3.17: Import Cargo by Commodity (20062010)

Unit: ('000' DWT)
Commodities
2006
Iron & Steel

Rice
Sugar
Chemicals & Insecticides
Plastic
M/Vehicles & Inspecticides
Paper & Paper Products
Cereal Flour
Fertilizer
Clothing
Ceramic
Edible Vegitables
Vehicle Tyres & Spares
Tallow & Oil in Cases & Drums
Malt
Maize in Bags
Wheat in Bags
Agric. & Other Machinery
Other Cereals in Bags
Others
Total General Cargo
Wheat in Bulk
Clinker
Fertilizer in Bulk
Coal
Other Cereals in Bulk
Maize in Bulk
Others
Total Dry Bulk
P.O.L.
Other Liquid Bulk
Total Liquid Bulk
Grand Total
593
311
289
267
266
202
209
101
160
105
90
70
37
35
26
25
13
2
1,561
4,362
948
520
337
167
204
83
85
2,344
4,734
669
5,403
12,109
2007
621
328
372
299
308
287
244
149
103
115
162
88
48
29
26
9
3
1,883
5,074
858
1,080
280
176
135
193
2,722
4,798
676
5,474
13,270
2008
595
275
320
237
313
334
208
143
71
105
143
42
48
27
30
15
1
4
6
2,508
5,425
737
1,013
236
174
257
171
304
2,892
4,889
552
5,441
13,758
2009
780
387
281
218
402
296
296
177
71
35
145
45
30
33
33
42
6
18
4
2,873
6,172
1,074
1,135
388
162
103
1,561
218
4,641
5,671
760
6,431
17,244
2010
826
285
279
244
454
283
336
153
59
105
251
22
39
17
22
18
6
4
5
3,105
6,513
1,287
1,428
366
236
30
196
284
3,827
5,553
833
6,386
16,726
The major commodities exported were tea, soda ash, and coffee. The volume of dry bulk cargo
has been stagnant in recent years. In general, cargo export volumes have been inactive.
3-34

Chapter 3
Port Sector
Table 3.18: Export Cargo by Commodity (20062010)

(Unit: '000' DWT)
Commodities
2006
2007
2008
2009
2010
Tea
402
464
421
371
468
Soda Ash
200
309
549
121
391
Coffee
195
235
272
234
199
Maize
17
35
18
17
26
Fish & Crustacean
42
38
28
21
22
Tabacco & Cigarettes
43
42
34
33
38
Beans, Peas, Pulses
12
33
15
17
36
Iron & Steel
42
32
24
15
15
Cloths
22
24
23
18
18
Oil Seeds
27
22
32
59
20
Cotton
22
19
14
Hides & Skins
32
18
20
18
29
Sesal
22
14
Cement in Bags
Cashew Nuts
18
58
43
83
Rice
Tinned Fruits, Vegetables & Juice
Others
261
278
426
446
422
1,369
1,576
1,944
1,443
1,777
Soda Ash in Bulk
112
77
74
56
Cement in Bulk
113
54
10
87
71
101
31
Total General Cargo
Flourspar
Other Dry Bulk
15
39
Total Dry Bulk
314
205
200
62
70
Bulk Oils
64
85
122
99
44
Bunkers
68
82
68
68
51
132
167
190
167
95
1,815
1,948
2,334
1,672
1,942
Total Liquid Bulk

Grand Total
Operational Problems and Expansion Plans

The existing container terminal is almost saturated and the berth occupancy rate is approaching
90%, resulting in long waiting times for container vessels. At the same time, container volumes
are increasing and as an intermediate solution Berths 1114 are being used for container
handling as well as for handling general cargo.
Containerised traffic at Mombasa Port was 696,000 TEU in 2010 and is expected to reach 1.0
million TEUs in 2014 assuming an annual growth rate of 10%. KPAs plans to accommodate
the expected growth at Mombasa Port include:
Equipment modernisation;
24/7 port operations;
Introduction of a computerised port management system;
Dredging of the channel to 15.5 m depth; and
Capacity expansion.
For capacity expansion, conversion of Berths 1114 with a total yard area of 120,000 m2 to a
modern container terminal is expected to increase total capacity to about 1.2 million TEUs and
reduce dwell times. Also, construction of a second container terminal in the western part (three
berths, water depth of 15.5 m, new access road) with JICA financial assistance will increase
container handling capacity.
3-35

(2)
Chapter 3
Port Sector
Nacala Port
General
Nacala Port served as the main port for Malawi, handling about 95% of its trade before civil war
broke out in the mid-1970s. It was also an important outlet for Zambian trade in the early 1970s
when fighting in Angola and the declaration of independence in Zimbabwe cut it off from its
more southerly supply routes.
To promote economic development in northern Mozambique and increase transit trade, the
Governments of Mozambique, Malawi, and Zambia have set up the Nacala Development
Corridor Group. This in turn has formed a public private partnership, the Companhia de
Desenvolvimento do Norte (CDN), with a private consortium called the Sociedade de
Desenvolvimento do Corredor de Nacala (SDCN), which has leased Nacala Port and the rail
system in the northern province of Nampula for 20 years.
Port Infrastructure
Nacala Port is situated in the northern part of Mozambique about 900 km south of Dar es
Salaam, and has a natural deep water harbour at the southern end of the Baia de Bengo. It has
two container berths (372 m) with a water depth of 1214 m but no specialised container
handling equipment (e.g., STS gantry cranes). Also, the port has four general cargo berths, one
of which can be used for liquid bulk cargo. The maximum storage capacity of the terminal is
about 6,700 TEUs, including 24 connection points for reefer containers. Photographs of Nacala
Port follow.
Photo 3.21:
Container Handling by Ships Gear
Photo 3.22:
Rail Mounted Gantry Crane
Photo 3.23:
General Cargo Berths
Photo 3.24:
Container Yard
3-36

Chapter 3
Port Sector
Nacala Port is the starting point of the Nacala Corridor, which links the rail systems of
Mozambique to Central and Southern Malawi (1,014 km to Lilongwe) and Eastern Zambia as
illustrated in Figure 3.6.
Source: Feasibility Study of the Proposed Port at MbeganiBagamoyo
Figure 3.6: Nacala Development Corridor

The hinterland of Nacala Portconsists mainly consists of northern Mozambique and the central
and southern parts of Malawi, which are well connected by railway. The private consortium
Corredor de Desenvolvimento do Norte (CDN) operates and manages both Nacala Port and the
railway system in the northern province of Nampula. There is only very limited transit to
Eastern Zambia and Southern Tanzania.
The travel time for a train between Nacala and Malawi is 12 hours. The Malawi railway system
consists of 797 km of main line track. It extends from Mchinji in the northwest to the southern
border of the country.
Vessel Traffic
As presented in Table 3.19, a total of 274 ships called at Nacala Port in 2010 according to CDN,
including 249 ships for import/export cargo. The number of ships calling at Nacala Port
gradually increased from 2006 to 2010, except for 2008 and 2009. The number of container
ships substantially increased after 2006, at an annual average growth rate of 14% between 2006
and 2010. The total number of container ships in 2010 (145) accounted for 53% of total vessel
traffic. The number of tankers also increased significantly over the period with a mean annual
growth rate of 18%.
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Chapter 3
Port Sector
Table 3.19: Number of Ship Calls at Nacala Port

Unit: ships
Year
2006
230
2007
242
2008
236
2009
236
1.DOMESTIC
1.1 General Cargo Ships
1.2 Container Ships
1.3 Others
1.4 Tanker
52
1
28
0
23
55
0
30
0
25
51
0
30
0
21
25
0
2
0
23
25
1
0
0
24
2. OVERSEAS
2.1 General Cargo Ships
2.2 Dry Bulkers
2.3 Others
2.4 Fishery
2.5 Container Ships
2.6 Tanker
178
42
10
9
5
85
27
187
57
8
6
2
84
30
185
28
24
0
4
98
31
211
37
9
8
3
109
45
249
24
15
8
5
145
52
No. of Ships
2010
274
Source: Corredor de Desenvolvimento do Norte
Cargo Traffic
As shown inTable 3.20, a total of 1,155,418 tonnes were handled at Nacala in 2010, which
represents an increase of about 10% compared to 2009. Containerised cargo accounted for 66%
or 765,582 tonnes.
Table 3.20: Cargo Handled at Nacala Port
Unit: tonnes
2006
809,432
2007
951,594
2008
875,935
2009
1,049,980
2010
1,155,418
57,989
18,588
39,401
54,082
18,480
35,602
39,249
9,114
30,135
27,327
8,331
18,996
29,981
7,319
22,662
2. International
2.1 Mozambique
2.1.1 Export
2.1.2 Import
2.2 Transit
2.2.1 Export
2.2.2 Import
728,875
618,064
202,413
415,651
110,811
36,243
74,568
856,638
642,409
218,202
424,207
214,229
67,448
146,781
801,529
574,421
217,720
356,701
227,108
75,583
151,525
981,768
720,882
234,036
486,846
260,887
65,496
195,390
1,025,673
804,956
332,743
472,212
220,718
48,079
172,639
3. Transshipment
22,568
40,874
35,157
40,885
99,764
CARGO
1.Domestic
1.1 Loading
1.2 Landing
As shown in Table 3.21, container handling volume increased to over 70,000 TEUs in 2010, a
34% increase compared to the volume of 53,215 TEUs in 2009.
3-38

Chapter 3
Port Sector
Table 3.21: Containerised Cargo Handled at Nacala Port

Unit: TEUs
Mozambique Export
Mozambique Import
Transit Export
Transit Import
Domestic
Transhipment
Total
2006
10,831
12,048
1,836
2,073
5,344
996
33,128
2007
13,411
18,104
3,647
2,396
4,793
2,336
44,687
2008
18,758
18,138
3,246
2,962
3,787
2,791
49,682
2009
17,455
21,205
3,381
2,791
4,356
4,027
53,215
2010
26,485
25,748
2,515
2,373
5,877
8,114
71,112
Other projects in the Nacala Corridor that could boost future port throughput include the
Mulange bauxite mine, the Tundulu phosphates development, the Angoche mineral sands, the
Manhamba coal mines, and development of the Chikwawa coal reserves.
Since May 2010 Nacala has been connected to southern Tanzania by the Unity Bridge across
the Ruvuma River, allowing it to compete for Tanzanian traffic for the first time. However, the
road distance from Nacala to the Tanzanian border is about 700 km and most sections of the
road are still unpaved.
(3)
Beira Port
Beira Port, about 870 km southwest of Nacala, has 11 quays, which are located 17 km from the
mouth of the Pungue Estuary and stretch over a length of 1,994 m, including a container
terminal (645 m) equipped with two STS gantry cranes, but excluding Berth 1, which is
reserved as a fishing harbour. The terminal design capacity is 100,000 TEUs per year. The
design depth alongside the quays is about 12 m, but the depth alongside these quays varies from
8 m to 12 m. A major problem of Beira Port is its entrance channel, which has suffered from
siltation. Consequently, continuous maintenance dredging of the channel is required.
Photographs of cargo handling equipment at Beira Port follow.
Photo 3.25:
Quayside Gantry Crane
Photo 3.26:
Reachstacker System Applied
The dry cargo facilities are operated by a joint venture between Cornelder Holding (67%) based
in Rotterdam and the Mozambique Ports & Railways Company (CFM) (33%).
Dry cargo throughput is about 1.52.0 million tonnes per annum including about 55,000 TEUs
of containers. Half of the containers are transit traffic, with imports and exports evenly balanced.
Exports from Mozambique are mainly agricultural products (tobacco, timber, prawns, cotton,
3-39

Chapter 3
Port Sector
and sugar), whereas exports from Zimbabwe, the most important of the landlocked countries in
terms of transit traffic, are mainly granite and other minerals. Zimbabwean traffic has increased
rapidly over the last few years, resulting in significant levels of congestion in 2010.
Container storage and stacking facilities at Beira Port include a 20 ha container yard, which can
accommodate 3,117 TEUs, including 144 electrical reefer points. There is one bonded transit
warehouse of 8,400 m for stuffing and stripping of containers and a 3,650 m covered storage
area.
Construction of new bulk terminals for coal (Vale/Riversdale), fertilizer (Yara), minerals, and
sugar is underway. However, because of draft limitations in the access channel, coal handling
will require offshore transhipment from smaller bulk carriers.
The Machipanda rail link connects Beira to Zimbabwe, from where there is a link into the
Zambian rail network. The Sena rail link connects Beira to northwestern Mozambique (Tete)
and Malawi. However, road haulage is the dominant mode of freight transport to/from Malawi.
The shortest road link from Beira to Malawi is via GondolaBandulaMwanza (Malawi); the
road is paved and follows broadly the same route as the rail link. Photographs of transport along
these rail links follow.
Photo 3.27:
Container Transport by Railway
Photo 3.28:
Coal Transport by Railway
3.2
Lake Ports and Lake Transport
3.2.1
General
Tanzania has three lakes on its borders with the neighbouring countries: (i) Lake Victoria with
Kenya and Uganda; (ii) Lake Tanganyika with Burundi, the DRC, and Zambia; and (iii) Lake
Nyasa with Malawi and Mozambique. Lake Victoria and Lake Tanganyika have played an
important role in the trading system of the landlocked countries bordering on the lakes.
Marine transport on Lake Victoria has been important for the trade of Uganda, which benefits
from having a secure option to the Indian Ocean through Tanzania. With a rail linkspan2 to
TRL, Mwanza Port has been providing a railway connection between Uganda and Tanzania via
Motor Vessel (MV) Umoja, a railway wagon ferry operated by Marine Services Co., Ltd.
(MSCL) to Port Bell Port. Table 3.22 shows international traffic at Mwanza Port (20002010)
(import and export cargo of Uganda and Kenya).
A linkspan is a type of drawbridge used mainly in the operation of moving vehicles on and off RoRo vessels or
ferries.
3-40

Chapter 3
Port Sector
Table 3.22: International Traffic at Mwanza Port (20002010)

Unit: tonnes
INTERNATIONAL TRAFFIC
UGANDA
2000
2002
2003
2004
2005 2006/ 07 2007/ 08 2008/ 09 2009/ 10
Imports
Exports
181,869 201,400 176,832 194,214 243,640 279,820

36,394 52,500 75,733 43,251 65,862 68,928
SUB TOTAL
218, 263 253, 900 252, 565 237, 465 309, 502 348, 748 117, 316 112, 059 73, 207 35, 470
Imports
Exports
KENYA
2001
TOTAL
43,566 28,345 13,403

68,493 44,862 22,067
20,033
975
24,812
1,036
18,218
186
26,569
90
28,415
0
26,073
6
28,806
541
14,720 18,240 16,300

1,242
928 1,218
21, 008
25, 848
18, 404
26, 659
28, 415
26, 079
29, 347
15, 962 19, 168 17, 518
201,902 226,212 195,050 220,783 272,055 305,893

37,369 53,536 75,919 43,341 65,862 68,934
76,737
69,926
58,286 46,585 29,703

69,735 45,790 23,285
SUB TOTAL
Imports
Uganda & Keny a Exports
47,931
69,385
239, 271 279, 748 270, 969 264, 124 337, 917 374, 827 146, 663 128, 021 92, 375 52, 988
Similarly for Burundi and the DRC, marine transport on Lake Tanganyika has served as an
important transport route for their trade. A large volume of cargo to/from the TRL railway used
to be loaded and unloaded at Kigoma Port. The cargo was transported by ship from/to lake ports.
However, in parallel with the decline in railway transport, the volume of cargo handled at both
Mwanza and Kigoma Ports has been declining. Table 3.23 presents data on international traffic
at Kigoma Port (20042010) (import and export cargo of Burundi and the DRC).
Table 3.23: International Traffic at Kigoma Port (20042010)
Unit: tonnes
Import
Export
2004
69,529
11,107
2005
86,259
10,610
2006/7
52,861
11,117
2007/8
51,388
4,176
2008/9
67,575
10,441
2009/10
30,073
14,904
Sub t ot al
80, 636
96, 869
63, 978
55, 564
78, 016
44, 977
17,382
2,221
21,564
2,652
20,751
0
14,868
0
32,272
0
13,745
504
INTERNATIONAL TRAFFIC
DRC
Import
BURUNDI Export
DRC &
Burundi
Sub t ot al
19, 603
86,911
13,328
107,823
13,262
24, 216
20, 751
14, 868
32, 272
14, 249
Sub t ot al
100, 239
121, 085
84, 729
70, 432
110, 288
59, 226
Import
Export
73,612
11,117
66,256
4,176
99,847
10,441
43,818
15,408
In 2010, Mwanza Port handled minimal cargo of Uganda and Kigoma Port had no cargo of
Burundi and only a small volume of DRC cargo. The revitalization of TRL railway transport is
vital if Mwanza and Kigoma Ports are to capture the freight traffic of Uganda, Burundi and
DRC.
Marine transport on Lake Nyasa mainly hauls consumables for persons living on the lakes
eastern shore within Tanzanian territory, as surface access is difficult because of the steep
escarpment of the Livingstone Mountains.
Regarding domestic lake marine transport in Tanzania, MSCL monopolizes services on Lake
Tanganyika and Lake Nyasa. This is due to the relatively small demand for cargo and passenger
transport along these lakes, which prevents the private sector from competing with MSCL. In
2011, three ships rendered services on Lake Tanganyika: MV Liemba, MV Mwongozo, and
Motor Tanker (MT) Sangara. MV Mwongozo, a cargo-passenger ship capable of carrying 80
tonnes of cargos and 500 passengers, ceased operating because of a breakdown in 2009. The
vessel is currently under repair at the slipway at Kigoma Port. As MT Sangara is an oil tanker,
only MV Liemba, a cargo-passenger ship capable of carrying 200 tonnes of cargo and 600
passengers, built in 1913, is currently operated, serving as a lifeline for persons living on the
eastern shore of the lake. On Lake Nyasa, two cargo-passenger ships have been operated in
2011, MV Songea and MV Iringa. They operate between Mbamba Bay Port in Tanzania and
Nkhata Bay Port in Malawi, serving small-scale trade. MV Songea is capable of carrying 40
3-41

Chapter 3
Port Sector
tonnes of cargo and 212 passengers, but due to hull leakage its operation was stopped in 2011;
after repair at a floating dock at Monkey Bay in Malawi, it will be operated again in 2012.
Currently, only a small cargo-passenger boat (MV Iringa) capable of carrying 5 tonnes of cargo
and 139 passengers is operated on the lake.
Unlike Lake Tanganyika and Lake Nyasa, the private sector is active on Lake Victoria
competing with MSCL to transport cargo and passengers. This is due to the relatively large
traffic demand on Lake Victoria; there is no escarpment along the lakeshore but rather relatively
flat land that can sustain agriculture and relatively high population densities. Traffic demand has
been increasing in parallel with the economic growth in the areas near the lake. As almost all the
ships owned by MSCL are outdated cargo-passenger vessels, MSCL has been losing market
share to the private sector, which is deploying RoRo ships that allow for speedy cargo
loading/unloading. TPA needs to rehabilitate its berthing facilities as lake marine transport is
increasingly operated with RoRo ships. A policy decision is required for MSCL to compete with
the private sector in RoRo services or concentrate on long-haul services such as between
Mwanza and Bukoba, Kemondo Bay on the western shore of the lake, and Port Bell in Uganda.
In the latter two cases, the rehabilitation of the TRL will support MSCLs operation, and in the
former case, MSCLs outdated cargo-passenger ships will have to be replaced with RoRo ships.
TPA has started Kibirizi Porject in 2011 to upgrade several ports on Lake Tanganyika and
Lake Nyasa. They are Kagunga, Kibirizi, Lagosa, Kalya, Karema and Kipili on Lakt
Tanganyika and Kiwira on Lake Nyasa. TPA intends to construct same types of facilities for
each port consisting of the following:
Jetty: of a 19.2 m length, 10 m width and 5 m depth

Flat cargo shed of 20 m and 10 m floor area with 3 office rooms
Approach road, fence, toilet, generator house, gate house, gate, water tower
The budget of Kibirizi Project for each port is 1.2 billion TZS.
The progress of the construction works for the project is as follows:
Kagunga: To start in February 2012

Lagosa: To complete in February 2012
Kalya: To complete in February 2012
Karema: To complete in December 2012
Kibilizi: To complete in December 2012
Kiwira: Not yet programmed
Table 3.24 summarises the present situation of the lake ports in the territory of Tanzania.
3-42

Chapter 3
Port Sector
Table 3.24: Summary of Lake Ports of Tanzania

Lake
Category
Major Ports
(7 in total)
Cluster
ports
(51 in total)
Major ports
Cluster
ports
(19 in total)
Major ports
Nyasa
3.2.2
Bukoba
Kemondo Bay
Musoma
Nansio
(Ukewere)
Mwaloni
(Mwanza)
Victoria
Tanganyika
Port
Mwanza North
Mwanza South
Cluster
ports
(11 in total)
Chato
Busisi
Kamanga
Bukondo
Nkome
Nyakaliro
Nyamanzugo
Kisorya
Others
Kigoma
Kasanga
Kibirizi
Ujiji
Mtanga
Mwamgongo
Kagunga
Karema
Sigunga
Kabwe
Kirando
Kipili
Ohthers
Kiwira/Itungi
Mbamba Bay
Matema
Manda
Others
Remarks
Paved road, MSCL serviced
Paved road, rail & a link span, MSCL
serviced
Paved road, MSCL serviced
serviced
serviced
Paved
road/ferry&
boat,
MSCL
serviced
Paved road/ferry& boat, operated by
municipality
Paved road/ferry& boat
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Road & boat (42 in total)
Rail & unpaved road, MSCL serviced
Unpaved road, MSCL serviced
Proposed jetty to be built by TPA, Oil
terminal, Dhow port
Unpaved road
No road, MSCL serviced
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
No road, MSCL serviced
To Itungi: paved road
To Kiwira: 6.5 km unpaved road
Road currently rehabilitated
Ditto
No road due to sharp escarpment
Management and Operation of Lake Ports
Lake transport depends on a limited fleet of vessels from different countries. Marine Service
Company Limited (MSCL), a government-owned enterprise, monopolizes domestic marine
transport services on Lake Tanganyika and Lake Nyasa. However, the private sector is
competing actively to transport cargo and passengers on Lake Victoria on which traffic demand
has increased. MSCL is exempt from paying port dues under the Ports Act of 2004. TPA
collects embarkation fees from passengers and wharfage charges.
As noted in the previous subsection, TPA needs to rehabilitate the berthing facilities at lake
ports since lake marine transport is increasingly operated by RoRo ships. A policy decision is
required for MSCL to compete with the private sector in RoRo services or concentrate on
long-haul services. MSCLs outdated cargo-passenger ships must be replaced with RoRo ships
as the vessels currently being operated are outdated, which restricts operational flexibility.
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Chapter 3
Port Sector
TPA has a Directorate of Lake Ports and lake port offices at Mwanza, Kigoma, and Kyela its
current organization, as highlighted in the Figure 3.7.
DIRECTOR GENERAL
COORPORATE COMMUNICATION MANAGER
DIRECTORATE OF LEGAL SERVICES
CHIEF OF SECURITY
DIRECTORATE OF INTERNAL AUDIT
PORT MANAGER
DAR ES SALAAM
DEPUTY DIRECTOR
GENERAL
PORT MASTAER
TANGA
PORT MASTAER
MTWARA
Directorate of
Human
Resources
Development
Directorate of
Procurement
& Supply
Directorate of
Engineering
Directorate of
Management
Services
Directorate of
Operation
Directorate of
Finance
Directorate of
Lake Port
Directorate of
Corporate
Planning
Directorate of
Marketing
PORT MASTAER
MWANZA
PORT MASTAER
KIGOMA
PORT MASTAER
KYELA PORT
ASSISTANT PORT
MANAGER
OPERATIONS
ASSISTANT PORT
MANAGER
FINANCE & ADMN.
Chief Fire &

Safety Office
Chief Medical
Office
Principal Bandari
College
Figure 3.7: Organization of the Tanzania Ports Authority

3.2.3
(1)
Ports on Lake Victoria

Mwanza Port
Mwanza is the second largest city in Tanzania and is located on the southern shore of Lake
Victoria. The port consists of a South Port and a North Port. In addition to international cargo,
Mwanza Port handles local cargo, the statistics of which are shown in Table 3.25. Since
2006/2007 the port has been handling more than 250,000 tonnes per year of local cargo and the
volumes have been gradually increasing.
Table 3.25: Local Cargo Handled at Mwanza Port
Unit: tonnes
Outward
Inward
Local Cargo Total
2000
2001
2002
2003
2004
2005
27,679
31,635
24,584
28,414
28,614
31,600
28,201
31,000
46,918
51,899
48,767
52,425
59, 314
52, 998
60, 214
59, 201
98, 817
101, 192
2006/07
2007/08
2008/09
2009/10
108,143 122,268
150,710 143,543
143,069
136,992
164,246
129,060
258, 853
280, 061
293, 306
265, 811
North Port
The North Port is utilized mainly for passengers, vehicles, and local cargo. Passenger-cargo
ships load international cargo at the South Port, and then call at the North Port for passengers.
Until 2100 ships are permitted to enter the port here, after which they are compelled to anchor in
the outer harbour.
South Port
The South Port handles the transport of railway wagons to/from Uganda and Kenya, and
Bukoba, Tanzania, and international cargo. Ships can enter the port until 1800. Two units of
floating docks, a general cargo wharf, a liquid cargo wharf, and a rail linkspan for the wagon
ferry are linked from the north to the south. The passenger-cargo RoRo ship MV Serengeti,
several other ships, and a tugboat are moored south of the dock.
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Chapter 3
Port Sector
The general cargo wharf is 255 m long and composed in two stages. A railed jib crane is settled
on waterside, which is 40 cm lower than landside. The crane collapsed and is not workable at
present. A manifold for oil products is adjacent to this crane at the northern side of the railway
link span.
Two 1,600 m2 warehouses are situated along the quay line although there has been no cargo
since the suspension of TRLs service. MV Umoja, a wagon ferry owned by MSCL, is moored
on the rail linkspan, and rails have been laid to the port rail yard, but there has been no operation
and there is only a grass field now. The Mwanza railway line connecting with Tabora comes
here, but has not been operated in recent years.
MSCL has nine types of ships here, but most including the oil tanker MT Nyangumi and a
tugboat are not operating. The largest wagon ferry, MV Umoja, can load 1,200 tonnes of cargo
on a maximum of 19 wagons (38 TEUs). It has an additional cargo hold under the car deck with
two small hatches on the car deck between the rails, but it is impossible to load or discharge
cargo without manual handling.
The South Port has a powerful truck crane, but it is rusted and has been left for scrap in the
corner of the port. Since there is no container handling equipment available here now, cargo is
handled manually. Stevedores carry 80 kg of gunny bags of cottonseed cakes on their shoulders
from a barge to vans. TPA may continue this handling system in the future since there is a
surplus of labourers in this area. The photograph below shows manual unloading of cargo at
Mwanza South Port.
Photo 3.29: Manual Unloading at Mwanza South Port

Since abandoned rail sidelines (spurs) are located on the other side of the warehouses from the
quay line, it is apparent that a system for smooth and rapid cargo flow was in place many years
ago.
Port Perspectives
In conclusion, Mwanza South Port is inactive without railway service. Export and import cargo
from/to Rwanda and Uganda seems to have shifted to another route through Kenya via railway
and/or truck. After TRL service was substantially reduced, the cargo throughput at Mwanza
South Port substantially declined. However, inward/outward cargo volume to/from the two
landlocked countries is not decreasing. Road and rail transport along Lake Victoria is more
economical than carriage by lake ship and then relaying the cargo to TRL. A large number of
3-45

Chapter 3
Port Sector
passengers and vehicles utilize RoRo ferries at ports on Lake Victoria. Most are operated by the
private sector and are based in the North Port.
After TRL suspended its operations, Mwanza has served as a regional port for local area
residents and production activities, and handles daily consumption goods such as cottonseed,
fish, and coffee. In the prior time of full operation, TRL freight rates between Mwanza and Dar
es Salaam were USD 6070 per tonne for Ugandan cargo, which was about three times higher
than for Kampala/Mombasa (USD 2030). Truck transport rates were more than twice as high
for the same route, and additional lake transport freight charges were applicable because of the
double handling for the lake/rail route.
(2)
Bukoba Port
Bukoba, the capital of Kagera Region, is situated on the western shore of Lake Victoria. The
port serves as the gateway to the region and is the second largest port on Lake Victoria after
Mwanza. Bukoba Port is located south of the city. It is served by a regular connection on MV
Victoria, MSCLs largest cargo-passenger ship capable of carrying 200 tonnes of cargo and
1,200 passengers, via Kemondo Bay to Mwanza, on Mondays, Wednesdays, and Fridays. The
city is also served by ground transport to Kampala every day. Because of the well-developed
road network on the western shore of Lake Victoria, bus transport operated by the private sector
is competitive between Bukoba and Mwanza.
Table 3.26 presents the cargo handling performance of Bukoba Port in 2007/2008 and
2008/2009. The port handled about 80,000 tonnes per year, with the ratio of outbound to
inbound cargo 52:48 in 2007/2008 and 58:42 in 2008/2009. The main cargo items included
foodstuffs (e.g., beer, wheat flour) and cement.
Table 3.26: Cargo at Bukoba Port
Unit: tonnes
2007/08 2008/09
LOCA L
DWT TONS
Outward
Inward
Bulk Oil
42,204
38,824
0
45,824
33,100
0
TOTA L DWT TONS
81, 028
78, 924
Sugar
Bulk Oil
Edible Oil
Cement
Wheat flour
Rice
Coffee
Beer
Soft drinks
Tobbaco
Others
8,020
592
6,272
13,520
14,282
5,526
0
18,464
9,516
0
4,836
9,040
0
5,928
8,400
12,860
5,480
3,600
17,828
9,860
0
5,028
TOTA L
81, 028
78, 024
COMMODITY
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Chapter 3
Port Sector
As shown in Table 3.27, the volume of freight carried by MSCL ships through Bukoba Port
decreased from 2006 to 2009. However, the volume rebounded in 2010 by about 50% from the
previous year. This increase reflected economic growth in the region, with inbound cargo
consisting of general goods and vehicles from Mwanza Port rapidly rebounding. However, the
volume of coffee transported by ship has been decreasing, due to the development of the road
network and the poor performance of TRL between Mwanza and Tabora.
Table 3.27: Freight Carried by MSCL through Bukoba Pier
Unit: tonnes
Freight
2006
2007
2008
2009
2010
Beans
2,671
2,200
2,050
1,950
1,760
General Goods
3,222
2,700
2,380
2,100
3,120
Empty Bottles
3,672
2,033
1,100
800
600
Vehicles
2,574
2,534
2,200
1,900
4,900
104
153
170
80
54
12,243
9,620
7,900
6,830
10,380
Coffee
TOTAL
Source: Marine Services Company Limited
As shown in Table 3.28, the number of passengers carried by MSCL ships through Bukoba Port
peaked in 2007 at 95,000 and has been decreasing gradually since then, to 75,531 in 2010. This
decrease was due to the development of bus transport between Mwanza and Bukoba.
Table 3.28: Number of Passengers Handled by MSCL at Bukoba Port
PORT
Bukoba
2006
2007
79,738
2008
95,000
92,000
2009
2010
80,014
75,351
Bukoba Port has three berths built in 1945 that are still in use. The main one is Berth No. 1,
where the MV Victoria is accommodated. Berths No. 2 and No. 3, in a U-shaped basin, serve
smaller ships. The port has three cargo sheds and one passenger shed. The photograph below
shows the MV Victoria unloading cargo at Berth No. 1.
Photo 3.30: MV Victoria Unloading Cargo at Bukoba Port
3-47

(3)
Chapter 3
Port Sector
Kemondo Bay Port
Kemondo Bay is situated on the western shore of Lake Victoria about 20 km south of Bukoba
City. Kemondo Bay Port has a rail linkspan that is used to transport railway wagons loaded with
coffee beans produced in its hilly hinterland. However, the coffee beans are currently stuffed in
containers and transported by truck to Dar es Salaam Port or transported as break-bulk cargo by
the MV Victoria to Mwanza, and then to Dar es Salaam by truck. Rail is not used due to the
poor performance of TRL.
If the TRL railway were rehabilitated, Kemondo Bay Port could be developed as an
international transport link between Lake Victoria and Uganda, since it is located close to the
paved road (National Road B8) that extends to southern Uganda.
As shown in Table 3.29, major cargo items handled at Kemondo Bay Port include cement and
foodstuffs. Compared to 2007/2008, the loading of coffee beans increased substantially in
2008/2009, when it became the major cargo handled at the port.
Table 3.29: Cargo at Kemondo Bay Port
Unit: tonnes
LOCA L
DWT TONS
Outward
Inward
Bulk Oil
TOTA L DWT TONS
2007/08
2008/09
6,038
7,434
-
13,061
2,920
-
13, 472
15, 981
1,340
870
4,188
1,960
1,724
160
1,006
2,224
812
644
1,897
760
960
9,240
892
776
13, 472
15, 981
COMMODITY
Sugar
Bulk Oil
Edible Oil
Cement
Wheat flour
Rice
Coffee
Beer
Soft drinks
Tobbaco
Others
TOTA L
A photograph of Kemondo Bay Port is presented below.
Photo 3.31: Kemondo Bay Port
3-48

(4)
Chapter 3
Port Sector
Nansio Port
Nansio Port is situated on the southern shore of Ukerewe Island of Lake Victoria, about 50 km
north of Mwanza. Nansio Port is served by an MSCL cargo-passenger ship and RoRo ships
operated by the private sector. According to TPA statistics, the port handled about 12,000 to
14,000 tonnes of cargo annually in 2007/2008 and 2008/2009 (see Table 3.30). The major
commodity transported to the port was beer followed by other foodstuffs.
Table 3.30: Cargo Handled at Nansio Port
Unit: tonnes
2007/08 2008/09
LOCA L
DWT TONS
Outward
Inward
Bulk Oil
TOTA L DWT TONS
5,618
8,112
0
9,656
2,420
0
13, 730
12, 076
865
0
808
1,280
1,240
950
0
6,857
940
0
790
680
0
1,028
756
940
640
0
5,960
1,280
0
792
13, 730
12, 076
COMMODITY
Sugar
Bulk Oil
Edible Oil
Cement
Wheat flour
Rice
Coffee
Beer
Soft drinks
Tobbaco
Others
TOTA L
The port is served by MV Clarias, a cargo-passenger ship capable of carrying 10 tonnes of

cargos and 293 passengers, operated by MSCL and several RoRo ships operated by the private
sector. Since the pier operated by TPA cannot accommodate RoRo ships, private operators have
built their own jetties where their RoRo ships are berthed. Since RoRo vessels are more
efficient than conventional cargo-passenger ships at the distance between Mwanza and Nansio,
the private sector is successfully competing with MSCL on this route. Table 3.31 shows the
number of passengers handled by MSCL at Nansio Port from 2006 to 2010.
Table 3.31: Number of Passengers Handled by MSCL at Nansio Port
PORT
Nansio
2006
2007
99,452
2008
95,760
90,000
2009
112,055
2010
18,176
As the jetty operated by TPA cannot accommodate RoRo ships but only conventional
cargo-passenger ships, and since MV Clarias is under repair, all passengers and cargo are
transported by RoRo ships to the privately operated jetties, which seem to have been
temporarily constructed and have no paved access to the island road network. TPA should build
a jetty to accommodate RoRo ships to improve safety. The photographs below show: (i) the
jetties of both TPA and the private sector and (ii) a RoRo ship at the jetty operated by the
private sector.
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Chapter 3
Port Sector
Photo 3.32: TPA Jetty and Private Jetty at Nansio
Photo 3.33: Private Jetty and RoRo Ship at Nansio

(5)
Other Ports on Lake Victoria
There are 7 major ports and 51 cluster ports on Lake Victoria within Tanzanian territory. In
addition to five ports previously described (Mwanza North, Mwanza South, Bukoba, Kemondo
Bay, and Nansio), there are other two major ports, Musoma Port and Port Mwaloni, each of
which is described below.
Musoma Port
Musoma, the capital of Mara Region, is situated on the eastern edge of Lake Victoria not far
from the Kenyan border. The port handled relatively large cargo volumes before the road from
Mwanza was completed. After completion of the road, almost all cargo handled by Musoma
shifted to road transport and MSCL stopped serving the port. The port is currently handling
liquid bulk and cotton seed, which are more efficiently transported by ship than truck. The port
does not have an important role in the nationwide transport network. Table 3.32 shows cargo
handled at Musoma Port in 2007/2008 and 2008/2009.
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Chapter 3
Port Sector
Table 3.32: Cargo at Musoma Port

Unit: tonnes
2007/08
2008/09
DWT TONS
Outward
Inward
Bulk Oil
4,472
4,396
13,440
6,824
0
12,016
TOTA L DWT TONS
22, 308
18, 840
Sugar
Bulk Oil
Edible Oil
Cement
Wheat flour
Rice
Coffee
Beer
Soft drinks
Tobbaco
Cotton seed cake
0
13,440
36
0
0
0
0
4,360
0
0
4,472
0
12,016
0
0
0
0
0
0
0
0
6,824
TOTA L
22, 308
18, 840
LOCA L
COMMODITY
Musoma Port is situated on the Tanga Corridor, which according to Transport Sector
Investment Programme (TSIP) I is to serve the Lake Victoria regions as well as Uganda,
Burundi, and Rwanda using Tanga Port. In order to operationalize this corridor, two large-scale
projects have to be implemented: (i) Mwambani Port at Tanga and (ii) the TangaArusha
Musoma Railway. To this end, the Governments of Tanzania and Uganda agreed on joint
bilateral cooperation to undertake the construction of a railway line between Tanga
(Mwambani) and Kampala via Arusha and Musoma. However, at this stage the limited
availability of funds to finance studies to assess the socio-economic and environmental viability
of these projects is a constraint on project implementation.
Port Mwaloni
Port Mwaloni is situated on the shore about 2 km north of Mwanza North Port adjacent to the
municipal market. The port is managed and operated by the Mwanza municipal government.
The port provides services for relatively small ships plying between Mwanza and small islands
or villages that are not served by larger ships. Almost all of the ships served here are not
properly registered. The photograph below shows Port Mwaloni.
Photo 3.34: Port Mwaloni, Mwanza
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Chapter 3
Port Sector
Cluster Ports
On Lake Victoria, there are 51 cluster ports served by the private sector but not by MSCL.
These ports do not play an important role in the nationwide transport network although they do
provide vital service for the communities on the lakeshore.
(6)
Ports in Other Countries
Port Bell in Uganda

Port Bell is a small industrial centre about 11 km by road southeast of the central business
district of Kampala, Uganda. Port Bell has a rail link branched from the Kampala-Jinja main
line and a rail/road ferry wharf used for international traffic across Lake Victoria to/from
Tanzania and Kenya. The port is located at the end of a narrow inlet of Lake Victoria.
The Corridor Diagnostic Study of the Northern and Central Corridors of East Africa, Action
Plan, Volume 2: Technical Papers, F. Lake Transport, reported the following:
Port Bell is comprised of one finger pier, 100 m long and 4550 m wide, fitted with a
standard rail link for the wagon ferry service. The depth alongside the pier is 8 m at the
wagon carrier link. One of the deepest ports on the lake, it is owned and operated by the
Rift Valley Railways (RVR).
The port was designed to handle wagon ferries and the interlink system is still in good
condition. The yard will hold 130 rail wagons, which is equivalent to 260 TEUs.
The port received calls from the Tanzanian wagon ferry 46 times per month until TRL
had to stop service to repair a washout. The operation handled 19 wagons, both covered
and container on flat car per trip. These wagons were stripped at the RVR ICD 9 km
from the port.
When it was operated by the Uganda Railways Corporation, the port handled
360,000400,000 tonnes annually.
It is currently handling an average of 60,000 tonnes annually. Ginger accounts for 45%
of this total, with remaining items including wheat, cottonseed, cooking oil, rice, and
break-bulk consumer goods.
Two wagon ferries are in bad condition and consequently out of service. The
Government of Uganda is considering letting a contract to rehabilitate these wagon
ferries.
The ports main problem is a lack of operating space. A shallow overgrown marsh area
adjacent to the rail yard could be reclaimed to create a yard area of about 1 ha. Such
reclamation would allow for the construction of a 100 m marginal wharf, which would
substantially improve operations.
Most cargo is handled manually except for heavier general cargo.
There have been reports that the Government of Uganda will buy a new train ferry, recondition
the ships and return them to service, or improve the port facilities for private operators to
operate railway ferries. It has also been reported that a private company will bring a fleet of fast
ferries to connect the ports on Lake Victoria. Although to date none of these proposals have
materialized, they seem worthy measures to establish efficient transport networks between and
among countries of the East African Community (EAC) and to thereby promote long-term
regional development.
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Chapter 3
Port Sector
Kisumu Port in Kenya

Kisumu is a port city in western Kenya and is the third largest city in the country. Thriving with
rich sugar and rice irrigation industries, Kisumu has become one of the fastest growing cities in
Kenya. Kisumus contribution to the Kenyan economy is large owing to its natural resources
and role as an important business centre in East Africa.
The port was developed in 1901 as the main inland terminal of the Uganda Railway. After a
period of stagnation in the 1980s and 1990s, the port has been serving increasing traffic,
particularly oil exports. A transformation of international business and trade, as well as the
shipments of goods destined for Uganda, Tanzania, Burundi, Rwanda, and the DRC, has
stimulated the growth of the port.
The Corridor Diagnostic Study of the Northern and Central Corridors of East Africa, Action
Plan, Volume 2: Technical Papers, F. Lake Transport, reported the following:
The port is owned and operated by the Kenya Rail Road (KRR). It functions strictly as a
landlord and maintains the facilities. It also leases out storage space in a transit shed.
The jetty is 900 m long of which about 500 m is operable.
The port includes a docking facility for the operable wagon ferry Uhuru (a sister ship of
MV Umoja of MSCL of Tanzania).
There are two tracks entering the port rail yard but they have not been used for a long
time except for local petroleum movements.
The port does not have any cargo handling equipment. All operations are carried out
with day labourers hired directly by the vessel owner.
The most valuable asset of the port is the small shipbuilding and repair yard adjacent to
the rail yard. It has been leased to a private operator for the repair of small lake vessels.
It includes a working dry dock of 100 m 30 m with a working draft of 6 m. The
facility includes two slipways, one of which is unusable. The other is gradually being
renovated by KRR for future use. It can accommodate vessels of up to 800 tonnes.
According to the report, cargo throughput in a recent year (unspecified) is limited strictly to
local lake trade, as follows:
28,000 tonnes of exports, of which 21,000 tonnes were petroleum products to Mwanza,
Tanzania, and 7,000 tonnes were break-bulk cargo including sweets, soap, salt, cooking
oil, and stationary and general merchandise; and
8,000 tonnes of imports consisting mainly of cottonseed cake from Tanzania used for
animal feed.
Kisumu no longer handles containers. The Corridor Diagnostic Study concluded that even if the
Government of Uganda renovates its two wagon ferries and all four are operable, there still
would be little economic incentive for RVR to reactivate the service through Kisumu due to the
high cost of operating the ferries. Potentially the most economically justifiable routes for the
wagon ferry service would be Mwanza to both Kisumu and Port Bell since Reli Assets Holding
Company (RAHCO) and RVR are not currently interconnected.
(7)
Lakeborne Transport
In view of traffic demand on Lake Victoria, shipping companies could productively provide
passenger and vehicle services on the lake. While there is a good road network around Lake
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Chapter 3
Port Sector
Victoria, ferries are indispensable for local residents. The mode is relatively efficient for long
trips beyond the lake; road transport is indirect due to creeks or rivers and night bus travel is
uncomfortable for passengers.
In serving passengers, it is important for shipping companies to adhere to their timetables.
When passenger-cargo ships operate, only relatively small volumes of cargo should be carried
and loading/unloading should be completed before the scheduled departure time to minimize
delays for passengers. In any case, there is generally less demand for cargo traffic on Lake
Victoria compared to other international lakes (although for Rwanda and Uganda, Tanzania
provides an alternative route to the sea). Accordingly, it is preferable that cargo space be small
in passenger ships.
Wagon ferries have been deployed on Lake Victoria for their quick turn-around at the start,
because of the short time for pushing/pulling wagons by locomotive on/off a wagon ferry.
However, a RoRo ferry system seems better here because long-distance trucks take the ferry
over the lake to/from countries beyond and around Lake Victoria. The drivers can rest aboard
the ship.
Loading railway wagons on ferries is not a viable option because of: (i) the limited availability
of usable wagons, (ii) the difficulties associated with the interoperability of wagons between
countries, (iii) the heavy weight of wagons (20 tonnes, about one third of gross weight), and (iv)
the associated requirement of maintaining the rail linkspan and shunting yard locomotives.
The existing wagon ferry can be used as a RoRo ferry to carry trucks, cars, containers on chassis,
and containers handled by a forklift with a spreader on the railway wagon deck during the
remaining service life. In the future, new RoRo ferries can be productively deployed to serve
lake traffic. The ferries should have a ramp in the bow or stern, with 7 m high space for cargo,
so that two tiers of containers or containers on chassis can be loaded. Fast operations may be
expected because all vehicles are self-propelled. Other palletized general cargo can be carried
and stored on their cargo decks by forklift. The rail linkspan may be used for this wagon ferry
during its service period.
It will be necessary to improve or rebuild the wharf edge if the new type of RoRo ferries are put
into service. The railway shunting yard can be used as a car parking yard for ferries. New jib
cranes should be installed on the wharf to handle unpacked general cargo.
(8)
Cargo Handling
There are five main ports on Lake Victoria in Tanzania: Mwanza South Port, Mwanza North
Port, Bukoba Port, Nansio Port, and Musoma Port. Cargo handling at each of these five ports is
described below.
Mwanza South Port
There are two shore cranes on the quay (with a capacity of 5 tonnes each) at Mwanza South Port,
but they are out of service because of the difficulty of procuring spare parts as they were
installed in 1920. Cargo is loaded/unloaded on/off a vessel at the quay by ships gear. If a ship
has no gear for the loading/unloading operation, the cargo is handled manually. Also, cargo is
manually carried on/off trucks on the quay. When cargo was handled by railway wagon ferries
(e.g., MV Umoja, MV Uhuru), it reportedly took about 23 hours to shunt 19 wagons (2004). 3
There is no handling equipment for containers in the port. Operations at this port are undertaken
by MSCL.
3
Tanzania Ports Master Plan, Final Report, 2009.
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Chapter 3
Port Sector
Mwanza North Port

Mwanza North Port is mainly used as a hub port for cargo-passenger ships for passengers and
domestic cargo. Cargo is loaded/unloaded on/off the ship at the quay by ships gear. Cargo is
manually carried on/off trucks on the quay. The trucks are kept alongside the ship when cargo is
loaded/unloaded on/off a vessel. Operations at Mwanza North Port are also undertaken by
MSCL.
The private sector has built jetties at Mwanza North Port for their RoRo ships. Most cargo is
transported by truck, but some break-bulk cargo is loaded onto RoRo ships on pallets using a
forklift.
Bukoba Port
There is no handling equipment (e.g., shore cranes) at Bukoba Port. Cargo is loaded/unloaded
on/off the ship at the quay by ships gear. If a ship has no gear for the loading/unloading
operation, the cargo is handled manually. Trucks are kept alongside the ship when cargo is
loaded/unloaded on/off a vessel. Also, cargo is manually carried on/off trucks on the quay.
Operations at this port are also undertaken by MSCL.
Nansio Port
There is no cargo handling equipment at the TPA pier at Nansio Port. Cargo is loaded/unloaded
on/off the ship (MV Clarias) at the quay by ships gear. Also, cargo is manually carried on/off
trucks on the quay.
The private sector has built jetties at Nansio Port for their RoRo ships. Most cargo is transported
by truck, but some break-bulk cargo is loaded onto RoRo ships on pallets using a forklift.
Musoma Port
There is no handling equipment on the quay at Musoma Port. Cargo is loaded/unloaded on/off
the ship at the quay by ships gear. If a ship has no gear for the loading/unloading operation, the
cargo is handled manually. Cargo is manually carried on/off trucks on the quay.
(9)
Ships and Shipbuilding
Ships
Tanzania is a member of International Maritime Organization (IMO) and all international
regulations for ships are applied.
Domestic regulations require that all vessels have annual inspections including an underwater
survey by the government, which issues seaworthiness certificates. There is no classification
society4 establishing and maintaining standards for vessels engaged in lakeborne transport.
Table 3.33 lists the nine Tanzanian-flag-registered ships for Lake Victoria owned and operated
by MSCL (The Marine Services Company limited) with its headquarters at Mwanza.
A classification society is a non-governmental organization that establishes and maintains technical standards for
the construction and operation of ships (and offshore structures).
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Chapter 3
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Table 3.33: MSCLs Lake Victoria Fleet

Loa
Load
Draft
(m)
(m)
(m)
1980
76.6
12.5
Pass/Cargo
1988
55.6
MV Butiama
Pass/Cargo
1980
MV Clarias
Pass/Cargo
1961
MV Umoja
Cargo
MV Maindi
MV Wimbi
Name
Ship kind
Built
MV Victoria
Pass/Cargo
MV Serengeti
MT Nyangumi
MV Ukerwe
Pax
Cargo(t)
3.96
1200
200
11.7
2.76
593
29.8
7.0
1.8
30.0
7.9
3.0
1964
91.7
16.5
Cargo
1938
34.2
Cargo
1928
Tanker
Tug
Gross
Engine(ps)
Speed(kt)
1599
2x1100
14
350
912
2x510
9.8
200
100
300
1x80
12.5
293
10
180
2x275
10.5
3.96
1200
1599
2x1405
11.5
7.2
1.0
120
100
1x200
8.0
34.2
7.2
1.0
120
100
1x200
8.0
1958
55.0
9.0
3.5
350
300
1x460
9.0
1983
28.5
7.4
2.3
720
125
1x1125
7.0
Ton
MV Serengeti was built on the No. 1 floating dock in Mwanza, but other MSCL vessels were
built in a Kenyan shipyard. The crew of ships are all Tanzanian nationals. A selection of
photographs of the ships follows.
Photo 3.35:
MT Nyangumi
Photo 3.36:
MV Serengeti (Built in 1988)
Photo 3.37:
MV Wimbi (Built in 1928)
Photo 3.38:
Wagon Ferry MV Umoja
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Chapter 3
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In addition to the nine MSCL vessels, there are more than 20 ships operated by private
companies, including the ships listed in Table 3.34.
Table 3.34: Private Sector Fleet on Lake Victoria
NAME OF
KIND OF
VESSEL
VESSEL
OWNER
ENGINE TYPE
Kamanga Ferry
DAF
TAFIRI (Tanzania)
DAF HP 220 x 1
TAFIRI (Tanzania)
DAF HP 220 x 1
M.V Luxury
Hoseah Mashimba
DEWOO HP 180 x 2
M.V Matara
Mkombozi Fishing and Marine
DAF HP 250 x 2
M.V Orion I
M.V TAFIRI I
Lake research
350.x 350
boat
M.V Explorer
Lake research
boat
Transport Co.
M.V Munanka
450 X 2
Transport Co.
M.V Malkia
Major Songoro;
CATERPILLAR HP 250
Former owner Joseph Mush
X1
M.V Juliana
Mrs. Kasandiko
DAF HP 200 x 250
F.B Mugendi
SCANIA
Transport Co.
M.V Samar II
Salum Ally; former owner Joseph
(Ex-M.V Vero)
Mush
M.V Samar I
Salum Ally
HP 350 x 2
M.V Nyehunge
Said Mohamed and Brothers
DEWOO HP 360 x 2
M.V Nyigu
Major Songoro
HP 98 x 1
Lake research
Lake Victoria Fisheries
CAT HP 276 x 2
boat
Organization - Uganda
R.V
Lake research
Lake Victoria Fisheries
Hammerkop
boat
Organization Uganda.
R.V Uvumbuzi
ISUZU 350 x 2
CAT HP 276 x 2
A photograph of one private sector vessel and the RoRo jetty at Mwanza North Port follow.
Photo 3.39:
M.V Orion I
Photo 3.40:
RoRo Jetty at Mwanza North Port
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Chapter 3
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Domestic regulations require that all ships undergo annual inspections including an underwater
survey, on which basis a seaworthiness certificate is issued.
Repair/Shipbuilding Facilities
TPA Mwanza has two floating docks moored on the north side of the cargo quay in Mwanza
South Port. Table 3.35 lists the dimensions of the docks. Photographs of the floating docks
follow.
Table 3.35: Dimensions of Floating Docks in Mwanza
No.1 Dock
No.2 Dock (new)
Length (m)
60
110
Breadth (m)
14
19
Lifting Capacity (tons)
860
2,100
Built
1989
Photo 3.41:
No.1 Floating Dock (Old)
3.2.4
(1)
Photo 3.42:
No.2 Floating Dock (New)
Lake Tanganyika
Kigoma Port
Kigoma is the largest Tanzanian port on Lake Tanganyika. It has a TRL railway terminal hub
connecting with Dar es Salaam, the gateway port on the Indian Ocean. TRL serves as the
transport artery for the three countries on the lake: Burundi, Zambia, and the DRC. Kigoma has
the potential of functioning as a reliable terminal on the Central Corridor for these countries,
although the condition of the railway is critical. The capacity of TRL between Kigoma and Dar
es Salaam is low at present. Only one freight train with 20 wagons and two passenger trains run
per week, and they take almost three days to arrive at the destination. This service has
deteriorated to such an extent because of a need for new locomotives, wagons, and coaches, and
a requirement for track maintenance (which has not been undertaken for several years).
Table 3.36 presents data on local cargo handled at Kigoma Port in recent years. Total local
cargo decreased from a peak of 10,676 tonnes in 2006/7 to 6,568 tonnes in 2009/10.
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Chapter 3
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Table 3.36: Local Cargo at Kigoma Port
Inward
Outward
2004
5,789
1,769
2005
6,385
1,897
2006/7
6,536
4,140
2007/8
6,366
2,233
2008/9
4,613
1,849
Unit: tonnes
2009/10
5,461
1,107
Loc al Cargo Tot al
7, 558
8, 282
10, 676
8, 599
6, 462
6, 568
The general cargo wharf at Kigoma Port is 301 m long, and the depth along the quayside is 2.85
m due to siltation (it was originally 6 m). As shown in the photograph below, part of the seaside
of the wharf is 85 cm lower than the landside. The landside was filled with soil to avoid being
covered by lake water at times of high water level.
Two portal cranes with a capacity of 5 tonnes each are on the lower side and handle break-bulk
cargo between ships/railway wagons and ships/trucks put on the higher stage of the wharf. The
forklift cannot be moved down to the lower stage.
A warehouse and a 10,000 m2 general cargo yard are at the higher side of the quay, where trucks
and containers on the wagons are kept, and the portal cranes carry break-bulk cargo.
Photo 3.43: General Cargo Wharf at Kigoma

(the Seaside is 85 cm Lower than the Landside)
The container wharf is 96 m long with a 3,745 m2 yard at the end of the general cargo berth.
There is a rail-mounted gantry crane of 35 tonnes with a cantilever for container handling, but it
has not been in workable condition for several years due to a shortage of parts and a lack of
maintenance. Since it has been used for only 20 years, rehabilitation to restore its full
functionality may be possible. At present, it is impossible to load/discharge containers at
Kigoma because no handling equipment is available.
Passenger ships go alongside the 100 m long finger-type pier. A small passenger terminal with
an immigration office inside is located close to the pier. Similar to the case of the general cargo
wharf, the water depth by the pier is shallow due to siltation. Cargo-passenger ships are
therefore moored away from the pier with a dead ship placed between the ship and the pier.
Embarking and disembarking passengers must walk on a catwalk across to a barge.
Cargo-passenger ships then proceed to the general cargo wharf for the unloading/loading of
cargo. A photograph of the passenger jetty and MV Liemba is presented below.
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Photo 3.44: MV Liemba on Passenger Jetty

with a Boat in the Centre
MV Liemba is a large passenger-cargo ferry that departs for Mpulungu, Zambia, on
Wednesdays twice a month and calls at Tanzanian ports toward the south to load dried fish and
a small quantity of agricultural produce (Kasanga is the port of call). The vessel discharges
dried fish and agricultural produce at Mpulungu and returns to Kigoma the following Sunday
according to the general schedule. One round trip takes 45 days; the vessel is chartered out
during the idle time. Another ship, MV Mwongozo, was moored for two years, due to a stability
problem, and is now on the slipway at Kigoma for repair.
An oil jetty with several oil stowage tanks is 1 km from the centre of the port. A 400-tonne oil
tanker, MT Sangara, owned by MSCL carries refined oil of GBP Tanzania Ltd to Uvira, DRC,
for a lump sum freight charge of USD 8,500. The oil is carried and poured into the tanks by tank
wagons and tank containers on the railway wagons from Dar es Salaam, after which the oil is
transferred to the tanker at this jetty. MSCL has offered the same freight rate from Kigoma to
Bujumbura as from Kigoma to Uvira, but a contract has not been concluded.
The quantity of export/import cargo at Kigoma has decreased significantly since 2006. Zambia,
the DRC, and Burundi cargo has moved away from Kigoma Port as TRLs carrying capacity
has decreased.
.
Kigoma is in a key location in Central Africa that was once was relatively prosperous with good
railway service, but which is now in decline. Kigoma Port cannot survive without a reliable
railway connection.
Kigoma Port is expected to be a key node for central/southern DRC and northern Zambia along
a valuable corridor to Dar es Salaam and onward to the Indian Ocean. The route across Lake
Tanganyika is shorter for these two countries than going around the lake.
To attract DRC cargo to this corridor toward Dar es Salaam, improved railway operation and a
reconsideration of freight rates are essential. Otherwise, the DRC may choose to use a route
toward the Atlantic Ocean, featuring a gateway port in Angola.
The beach called Kibirizi located to the north of the oil jetty at Kigoma is used by local
wooden boats (Dhows) that are propelled with outboard engines. At the beach, there is small
scale of the trade with DRC, Zambia and Burundi. Cargo mainly going to DRC with smaller
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Chapter 3
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amounts for Mpulungu and Bujumbura are loaded to the wooden boats. They are transporting
mainly salt, general cargo and rice as outbound cargo and a small amount of Burundian coffee
as inbound cargo. Many of the loaded cargo are locally repurchased goods imported from
overseas. There are about 80 cargo boats per month handled at Kibirizi. TPA has an
immigration office to facilitate the trade. 5
(2)
Kasanga Port
Kasanga Port is on the southern tip of Lake Tanganyika and is connected by a gravel road to
Sumbawanga, where the unpaved road connects the TanzaniaZambia (TANZAM) Highway
and the TAZARA border station at Tunduma. Upgrading of the 223 km road from Tunduma to
Sumbawanga, the capital of the Rukuwa Region, is underway with financing from the
Millennium Challenge Corporation of the United States. The road is to be paved in a few years
although the work seems behind schedule (completion was scheduled for January 2013).
Upgrading of the 112 km road from Sumbawanga to Kasanga Port is also underway, with
financing by the Government of Tanzania and completion also scheduled in January 2013. Once
these road projects are completed, Kasanga Port will be connected with Dar es Salaam Port by a
paved trunk road. Transit cargo to/from DRC is likely then to pass through Kasanga Port since
this road provides about a 1,000 km shortcut between the western shore of Lake Tanganyika of
the DRC and Dar es Salaam.
The TPA Master Plan (2009) proposed a railway link with TAZARA at Tunduma to Kigoma
with a junction leading to Kasanga Port. If implemented, this railway link will provide
intermodal services to the DRC ports of Kalemie, Moba, and Muliro as well as to Bujumbura
Port in the north. Another proposal is for a link connecting the TRL endpoint at Mpanda to a
cluster port at Karema on Lake Tanganyika, to facilitate intermodal linkages with the DRC. The
upgrading of the road between Tunduma and Kasanga Port will substantially decrease the
significance of the rail extension from TAZARA to the port.
There is no import cargo at Kasanga Port as shown in Table 3.37, which shows the export (and
import) cargo from 2004 to 2009/2010. The export cargo mainly consists of cement, maize, and
maize flour. Cement is produced at the cement factory in Mbeya.
Table 3.37: Export and Import Cargo at Kasanga Port
Import
Export
2004
0
11,450
2005
0
14,541
2006/7
0
10,671
2007/8
0
12,647
Unit: tonnes
2008/9 2009/10
0
0
12,541
10,826
TOTAL
11, 450
14, 541
10, 671
12, 647
12, 541
10, 826
Kasanga Port has one berth of 20 m length supported with concrete pedestals on the tip of an
unpaved rectangular reclamation about 30 m long. Since it is located on a small hilly peninsula,
the water is deep and the hinterland is high. Therefore, siltation is not a problem and expansion
of the quay wall will not be costly. However, considerable cut and fill works may be necessary
to create a wide flat cargo/container stacking area adjacent to the port. Anticipating completion
of the road upgrading project, TPA has formulated a development plan to construct a container
stacking yard on the hill behind the warehouses.
Currently, MV Liemba provides a scheduled service to the port. However, the service has been
reduced to twice a month from the previous weekly service, before MV. Mwongozo (2006) was
5
Excerpt from LAKE TANGANYIKA PORTS DEVELOPEMENT PROGRAM, October 2011, at Page 22.
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Chapter 3
Port Sector
grounded for safety and technical reasons by Sumatra. Further, the poor railway services has
tremendously affected the volume of traffic movement at the major Kigoma Terminal, which
similarly has influence on passenger transiting through Port Kigoma, subsequent Cluster Ports
to/or from Kasanga Port.
Likewise, Cement produced in Mbeya and maize or maize flour are also exported to Burundi
through the Kasanga Port. Import/inbound cargo is not unloaded at Kasanga Port since the
population of Rukwa Region is not large and the general consumer merchandise imported to
this region is transported by road through Tunduma.
A photograph of Kasanga Port is presented below.
Photo 3.45: Kasanga Port
Photo 3.46: MV Liemba Moored at Kasanga Port

(3)
Other Cluster Ports
There are 19 cluster ports on the shore of Lake Tanganyika within the territory of Tanzania.
Among them, 7 ports are connected to the hinterland with unpaved roads. The villages where
the remaining cluster ports are situated have access from the lake only. None of the cluster ports
have port facilities to accommodate a ship. Therefore, MV Liemba, a cargo-passenger ship built
in 1913 and currently operated by MSCL, needs a lighter to load and unload cargo and a small
boat for passengers to embark and disembark the ship. To facilitate lake transport for local
residents and improve their standard of living, it is necessary to introduce RoRo ships as well as
construct simple jetties to accommodate them.
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(4)
Chapter 3
Port Sector
Bujumbura Port
There are three wharves in the Port of Bujumbura: a general cargo wharf, a container wharf, and
an oil wharf.
The general cargo wharf is 400 m long with four units of rail-mounted jib cranes with capacities
of five tonnes each. These are standard port cranes of 7.5 m/25 ft rail span and appear to be well
maintained.
The main cargo items handled at Bujumbura Port are cement in ply bags, coffee beans in gunny
bags, and steel bars in bundles for construction. Cranes lift this bagged cargo that stevedores put
on skids in the ships holds, and carry them onto the wharf with a sling. Forklifts take them into
the warehouse for storage. This handling method is the most advanced among the lake ports in
the region at present. However, dense cement dust rises from broken bags due to rough handling
by workers.
There are four warehouses of about 2,000 m2 each along the quay line, with each warehouse
accommodating classified lot cargo; sugar in No. 2, coffee beans in No. 4, and other general
cargo in No. 1 and 3. The immigration office, which processes passengers on international
long-distance buses in and out of Burundi, is in a part of the No. 2 warehouse.
There is triangle-shaped paved backyard behind the No. 1 and 2 warehouses, which is now used
as parking space for external trucks. Three old and small warehouses are in the corner. This will
provide good space for cargo handling when a new layout is prepared.
There is no containerised cargo in Bujumbura because of the poor container handling equipment,
but there is a 50-tonne crane at the wharf on the opposite side wharf. All cargo in containers is
packed/unpacked on the apron and loaded/discharged onto/from ships as break-bulk cargo.
Cargo is transported to and from points outside of Bujumbura all the way through to the
destination by truck.
A 50-tonne revolving crane is fixed on the 100 m container wharf opposite of the general cargo
wharf, where the containers are handled. However, this crane was not originally designed for
container handling but rather for lifting boats from the sea for repair. It has been used for more
than 50 years and therefore operates at a slow speed. It can handle only 23 containers per hour.
Much time is used for hook lifting sling wire on the container corner fittings since the spreader
cannot be attached, and to stop spinning and swinging wire ropes on containers during handling.
The ship should be rope-shifted to keep the indicated loading/discharging position for the ship
on the wharf. After the container crane in Kigoma broke down, no container has arrived at
Bujumbura.
Ship owners in Bujumbura have two container loadable ships with container fittings welded on
board. One is the full container ship Teza owned by Batralac, which can load 40 TEUs (26
TEUs in the hold and 14 TEUs on deck), while the other is the convertible ship Ruremesha
owned by Arnolac, which can load 14 units of 20 FT on deck only. Neither has loaded
containers over the last several years. A photograph of container fittings on the hatch cover of
M/S Teza is presented below.
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Chapter 3
Port Sector
Photo 3.47: Container Fittings on the Hatch Cover of M/S Teza

The 150 m petroleum wharf is adjacent to the container wharf with several oil tanks nearby.
Arnolac has two tank barges, MT Cohohe of 336 DWT and MT Rweru of 115 DWT, but they
have not been used to carry oil to this wharf in recent years. Tank trucks directly transport
refined oil from Dar es Salaam to the storage tanks here. Special haulage may be contracted for
oil carriage along this route.
Kalemie Port in the DRC
Kalemie is a town on the northwestern shore of Lake Tanganyika in Katanga Province, DRC.
Kalemie Port was constructed by Belgium from 1930 to 1931. The port is owned and operated
by Socit Nationale des Chemins de Fer du Congo (SNCC), which is the former Socit
Nationale des Chemins de Fer Zarois (SNCZ). SNCC is a state-owned enterprise that is also
operating the national railway of the DRC except for the Matadi - Kinshasa line.
The wharf has a total length of 380 m with a width of 10-15 m. It has two different elevations;
the lower part is the quayside where rail-mounted wharf cranes are placed and the higher part is
the apron. There is no space on the apron for trucks or other vehicles to reach the wharf cranes
for loading/offloading cargo, which makes rail wagons the only accessible means of transport
for entering the port. Otherwise, cargo is handled manually. The navigational channel is not
clearly located. The seabed depth along the berth line is about 3 m.
The port infrastructure and facilities have deteriorated significantly. There are four rail-mounted
wharf cranes each with a 5-tonne lifting capacity and one derrick crane with a 50-tonne lifting
capacity; these cranes were manufactured in the 1950s. Two wharf cranes are no longer
operational and cannot be repaired. There is also one old rail wagon crane with a 5-tonne lifting
capacity.
The main cargo items handled at the port are coal and general cargo. Gantry cranes are equipped
with a clamshell bucket for coal exports. General cargo is offloaded manually from the ships
and loaded onto the trucks for transport to Lubumbashi. Usually passengers are transported
together with this cargo. Vessels of private companies also carry cargo. The cargo throughput of
SNCC at the port has been increasing in recent years as shown in Table 3.38.
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Chapter 3
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Table 3.38: Cargo Throughput of SNCC at Kalemie Port

Type of
Year
2006
2007
2008
2009
2010
2011
cargo
Unit
Export Coal
ton
14,487 16,479 17,484 14,389 32,114 18,541
General
Import
ton
791
8,904
9,461
11,724 15,281 36,202
cargo
Total
ton
15,278 25,383 26,945 26,113 47,395 54,743
Note: The figures for 2011 are the total volume from 1 January to 7 September.
Source: Prepared by the JICA Study Team based on the data obtained from Socit Nationale des
Chemins de Fer du Congo
Road and railway conditions in the DRC around Lake Tanganyika are very poor. The distance
between Lubumbashi and Kalemie is about 1,120 km. However, it takes more than three weeks
by rail to transport cargo over this distance. The road from Uvira to Kalemie and from
Lubumbashi to Kalemie is very bad; it becomes inaccessible during the rainy season. There is
no plan for rehabilitation or development of the port.
The layout plan (Figure 3.8) and photographs of Kalemie Port are shown below.
Source: JICA Study Team
Figure 3.8: Layout Plan of Kalemie Port
3-65

Photo 3.48:
Dual Elevation Wharf (Kalemie)
Chapter 3
Port Sector
Photo 3.49:
Damaged Concrete Deck and Piles
(Kalemie)
Mpulungu Port in Zambia

Mpulungu Port is Zambias only port. Mpulungu town is situated at the southern tip of Lake
Tanganyika, between mountains, along the shore. The port is the gateway to the neighbouring
countries on Lake Tanganyika. Zambia is currently exporting sugar, cement, reinforcing bars
(rebars), and other cargo through this port to Burundi, Rwanda, and the DRC. With the
completion of the construction boom associated with South Africas hosting of the World Cup
in 2010, construction has started booming in Burundi, and the export of construction materials
including cement and rebars, from Zambia to Burundi, has sharply increased. Table 3.39 shows
the cargo volumes at Bujumbura Port from Mpulungu Port over the past 10 years. Cement,
construction materials, and sugar exported to Bujumbura through Mpulungu Port peaked in
2010.
Cement exports are transported from the cement factory at Lusaka to Mpulungu Port by road, a
distance of about 1,180 km. Sugar exports are also transported by road from Mazanbuka, west
of Lusaka. Imported cargo includes food products such as dried fish. If the transport route to
South Africa is improved, coffee beans may be transported from Burundi through this port.
Table 3.39: Cargo Throughput of SNCC at Kalemie Port
Unit: tonnes
Note: Yellow cells show the peak over the last 10 years.
Source: Socit Concessionnaire de l'Exploitation du Port de Bujumbura (EPB)
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Chapter 3
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MV Liemba, a cargo-passenger ship operated by MSCL, used to provide weekly services but
currently its services are provided twice a month (fortnightly) due a decrease in cargo demand.
The ship brings traders from Bujumbura in Burundi and Kigoma in Tanzania to sell their
merchandise in Zambia. On its outward journey, it takes goods from Zambia to markets farther
north.
The port has a 20 m long berth and three warehouses. Cement and sugar to export are stored in
the warehouses and transported by four flat bed chassis to the berth, where a crawler crane is
located to load them onto the ship. The cargo handling operation is carried out by a
semi-governmental entity, Agro-Fuel Investments Ltd.
Photographs of Mpulungu Port and MV Liemba moored at the port follow.
Photo 3.50: Mpulungu Port
Photo 3.51: MV Liemba Moored at Mpulungu Port

The African Development Bank (AfDB) is assisting the Government of Zambia in rehabilitating
Mpulungu Port to provide a gateway for Zambias exports and imports to the Great Lakes
Region. Also, AfDB is proposing a railway from Mpulungu to Nseluka on the TAZARA line. A
rail link between Mpika and Mchinji is also under consideration. If the link is built, the rail
distance from Mpulungu to Nacala Port in Mozambique will be substantially shortened. With
the completion of this railway link, the trade route between the east coast of Africa and the
landlocked countries of Burundi, Rwanda, and the DRC (the western shore of Lake Tanganyika)
may change, as may also the route to the eastern shore of the lake in Tanzanian territory.
The Southern Africa Transport Network: Comparative Transit Transport Cost Analysis in 2001,
assisted by the United States Agency for International Development (USAID), assessed
development of the Mpulungu Corridor combining road, railway, and lake transport. The two
routes assessed were:
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Chapter 3
Port Sector
LusakaKigali (via Mpulungu)

LusakaMpulungu (Zambia):
MpulunguBujumbura (Lake Tanganyika):
BujumburaKayanza (Burundi):
KayanzaKigali (Rwanda):
Total:
1,041 km
650 km
119 km
230 km
2,040 km
LilongweBujumbura (via Mpulungu)

LilongweKarongaChitipa (Malawi):
ChipitaMpulungu (Zambia):
MpulunguBujumbura (Lake Tanganyika):
Total:
693 km (road)
328 km (road)
650 km (water)
1,671 km
(5)
(road)
(water)
(road)
(road)
Lake Transport
For lake traffic, it is recommended to adopt a barge transport system for short courses of less
than about 10 hours. Barge networks along arterial rivers in Europe (e.g., the Rhine, the
Danube) are well developed. A typical fleet may include 32 TEU and 108 TEU double
connection (48 TEU and 60 TEU barges connected) vessels. The following 32 TEU type of
motor barge may be suitable for this improvement project:
32 TEU 2-person crew and fitted anti-heeling system:
Length overall (LOA) 67 m, beam 7 m, draft 2.75 m
800 tonnes
Speed of 2430 kph in calm water
32 TEUs loadable in 2 rows 8 bays 2 tiers
Since this motor barge is shallow in draft and easy for container operation with a reach
stacker/jib crane, it is good for general cargo transport in still lake water. Even if barges without
engines are used, a towing or pushing system may be adopted for this lake traffic, which would
still be better than the existing situation. These barges may carry cargo for 10 hours between
Kigoma and Bujumbura, a distance 160 km. In the barge shuttle operation system, a tugboat can
tow another barge when one barge stays on the wharf for cargo operation. Thus, 23 tugboats
can take care of several barges.
Such a barge transport system can be used for general cargo. It is especially useful in shallow
ports and ports with heavy siltation. There are two kinds of navigation routes on Lake
Tanganyika (which is of a long, narrow shape), the long course of Bujumbura/
Kigoma/Mupulungu and the short courses of Kigoma/Bujumbura and Kigoma/Kalemie/Uvira.
Barge transport is especially economical along the route across the lake.
The advantages of barge transport include the following:
The shape and the size of a barge may be designed to meet requirements and need not
be regulated.
The number of crew members onboard is smaller and their qualifications are lower than
for ships.
A tugboat can tow/push two or more barges.
Barges can easily enter shallow berths. They may access sandy beaches.
The disadvantages of barge transport are as follows:
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(6)
Chapter 3
Port Sector
Their speed is slow, about 78 knots at a maximum.

It is difficult for barges to swing right/left when towed.
No handling equipment can be equipped on a barge.
The air draft of barges is small. Barges are easily pushed by swells.
Cargo Handling
There are two main ports on Lake Tanganyika in Tanzania, Kigoma and Kasanga. Cargo
handling in each is discussed below.
Kigoma Port
Kigoma Port has three shore cranes at quay to handle break-bulk cargo. However, these cranes
date back to 1960 and one is currently out of order. Their lifting capacities have decreased from
5 tonnes to 3 tonnes. Cargo is handled between the ship and the quay by shore crane and
manually carried on/off trucks and wagons. Cargo is moved between the quay and the
warehouse with forklifts.
Kigoma Port has a gantry crane for use with containers up to 35 tonnes. It can cover the yard for
rail wagons and ships alongside the quay. However, the gantry crane is currently out of order
and the required spare parts have not been procured. Since there is no other handling equipment
for containers, containerised cargo is devanned and transferred onto trucks.
Other than shore cranes and gantry cranes, the equipment for container handling includes the
following:
4 forklifts (3-tonne capacity 3, and 5-tonne capacity 1);

10 trailers (40 foot trailer 6 and 20 foot trailer 4); and
2 terminal tractors.
Cargo handling is carried out by a private company but not by TPA.

Liquid products are transferred by tank truck or tank container to store in the tank in Kibirizi
located 1.5 km north of Kigoma Port. They are transported to the DRC by MT Sangara owned
by MSCL.
Kasanga Port
The quay of Kasanga Port is about 20 m long and provides working space for one gang. There
are two warehouses at the backyard of the quay, one for clean cargo such as maize, maize
flour, and rice, and the other for dirty cargo such as cement. Cargo handling is operated by a
private company (Agro-Track Investments Ltd). During the loading operation, the cargo is taken
from the warehouse, transferred to the quay by truck, and temporarily stacked on the quay
before loading. The cargo is loaded by the ships gear or manually to the ships hold with a
shoot. TPA owns a forklift and the trucks are owned by the private company. Since the quay is
short, a cargo ship of the size of MV Teza has to be shifted during cargo loading.
(7)
Ships
Table 3.40 lists ships owned by TPA and operated and managed by MSCLs Kigoma branch.
Shipbuilding usually is done on the beach and the newly built MV Malagarasi, which has been
just registered under Tanzanian flag, is moored at the wharf. Photographs of two of the vessels
follow the table, along with some note on MV Liemba.
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Table 3.40: MSCL Fleet on Lake Tanganyika

Name
Ship kind
Built
Loa
Load
Draft
(m)
(m)
(m)
Pax
Cargo(t)
Gross
Ton
Speed
Engine(ps)
(kt)
MV Liemba
Pass/Cargo
1913
71.4
9.9
3.0
600
200
755
2x1100
11.0
MV Mwongozo
Pass/Cargo
1982
59.5
9.6
2.5
800
80
800
1x1125
11.5
Tanker
1981
38.8
5.8
2.0
410
200
2x190
8.0
Cargo
2011
MT Sangara
MV Malagarasi
Photo 3.52:
MV Liemba (Built in 1913)
Photo 3.53:
MV Mwongozo (Built in 1982)
According to the Technical Status of MV Liemba issued by MSCL in 2010, it is the oldest
merchant vessel in the world, built in 1913 at a German shipyard, and transferred to Lake
Tanganyika, before being divided into several blocks and reassembled on a slipway in Kigoma
in 1915. Steel plates in the outside shell were constructed by rivet, and are all in good condition
without corrosion because the vessel has been used in fresh water. However, the machines,
equipment, and other fittings inside the vessel have been replaced or renewed many times. The
main engines were replaced in 1977 and 1993, from the original steam engines to diesel engines
at present. Other auxiliary machines in the engine room and deck machinery (e.g., winch,
steering gear, electrical equipment) is generally in good condition, but accommodation
including passenger rooms needs repair and renewal. It was recently reported that the ship will
be renovated from a cargopassenger ship to a passenger ship. Illustrative photographs follow.
Photo 3.54:
MT Sangara (Built 1981)
Photo 3.55:
MV Malagarasi (New Building)
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Repair/Shipbuilding Facilities
TPAs Kigoma office constructed a transversely launching type of slipway in 1912 for ship
repair. It is able to accommodate ships of a maximum length of 70 m. The slipway is fitted with
11 horizontal cradles and an electro-hydraulic winch. Horizontal cradles were installed after
1925. For small vessels, the main shaft can be divided into two shafts in the centre position,
removing the claw clutch. Vessels from other countries can also use the slipway, but Tanzanian
vessels have priority when the slipway is busy. Illustrative photographs follow.
Photo 3.56:
11 Horizontal Cradles
Photo 3.57:
MV Mwongozo on the Slipway
Photo 3.58:
Electro-hydraulic Winch
Photo 3.59:
Claw Clutch
Photo 3.60: Lathe
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Chapter 3
Port Sector
The workshop for engines, auxiliaries, equipment, and fittings repair is located near the slipway;
lathes and other machine tools are installed in the workshop.
3.2.5
(1)
Ports on Lake Nyasa

Itungi Port and Kiwira Port
Itungi Port is located in the extreme north of the Lake Nyasa (also known as Lake Malawi). The
port was once used as passenger terminal with a floating pontoon by the side, but now ships are
not able to enter the estuary to Itungi because of sand banks created by southerly winds. The
Kiwira river stream pushed this sand to the lake. The sand drifted along the shore to the north
with the littoral drift generated by the southerly waves and reached the estuary where the
pontoon is moored, and decreased river water volumes have caused significant siltation at the
mouth of the estuary leading to Itungi Port.
Passengers go onboard ships at a new floating pontoon in Kiwira, 6 km from Itungi. There is a
small passenger waiting area in Kiwira. The road to Kiwira is rough and is inundated in the wet
season from February to April. During floods, Itungi Port is used to transport passengers to and
from the ship with a small boat.
In Itungi, pontoons are pushed onto land in the dry/low water season. There is a big
maintenance shop and steel slipway owned by MSCL to lift ships up for repair, but these have
long been unused.
MSCL has two passenger-cargo ships: MV Songea and MV Iringa. MV Songea can
accommodate 212 passengers and 40 tonnes of cargo, but has been moored at Kiwira for more
than one year due to cracking on the bottom. MSCL has no docking plan for MV Songea until
July 2012 because of full booking of the floating dock at Monkey Bay in Malawi. MV Iringa is
smaller than MV Songea; it can accommodate 139 passengers and 5 tonnes of cargo. MV Iringa
provides a daily means of transport for local residents. A photograph of MC Songea follows.
Photo 3.61: MV Songea Moored on the Beach

Other cargo to Kiwira includes Mchuchuma coal for a cement factory brought on a square
lighter towed from Amella Bay several times a year.
(2)
Mbamba Bay Port
Mbamba Bay Port is one of the two ports with port facilities on Lake Nyasa within Tanzanian
territory. The other is Kiwira Port at Keyla. Mbamba Bay Port is the homeport of MV Songea
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Chapter 3
Port Sector
and MV Iringa, which make their last call within the territory of Tanzania when they travel the
southwards from Itungi/Kiwira Port. From available photographic information, it appears that
the port has one T-type pier with a wooden platform on the piles.
(3)
Other Cluster Ports
There are 11 cluster ports between Itungi/Kiwira Port and Mbamba Bay Port along the eastern
shore of Lake Tanganyika within Tanzanian territory. As the escarpment steeply falls into the
lake, there is virtually no access from the landside to the villages situated on the shore. The
services by MV Songea and MV Iringa provide an indispensable lifeline for the villagers.
However, none of these cluster ports have port facilities such as piers. All passengers have to go
on board and get off the ship using a small boat. Cargo has to be loaded from and unloaded to a
small lighter by use of ships gear. In addition, the services of these ships are halted by
occasional breakdowns or strong southerly trade winds blowing from the south to the north
along the longitudinal direction of Lake Nyasa. The villagers are likely to use a small boat for
their travel. This is dangerous and is one reason why passenger volumes on MSCL ships have
been decreasing. Therefore, it is necessary to introduce RoRo ships of appropriate dimensions
so that cargo can be transported quickly and travel on the lake can be made safer.
(4)
Nkhata Bay Port in Malawi

Nkhata Bay Port in Malawi is on the shore of Lake Nyasa across from its counterpart port at
Mbamba Bay in Tanzania. Nkhata Bay Port is one of the main ports on the lake. From the
Google Earth image, it was determined that the port has one floating pier connected to the land
with a trestle and there are two warehouses.
Currently, MV Songea or MV Iringa of MSCL of Tanzania calls at the port as a returning point
on their service route. A small scale of trade between Tanzania and Malawi is being carried out
with MSCLs ships and motorized dhows; for example, when excess sugar is produced in
Malawi, it is exported to Tanzania. Reportedly, the Government of Malawi has a plan to
introduce ferry service between Nkhata Bay and Mbamba Bay. The port is called on by the MV
Ilala steamship travelling up Lake Malawi from Monkey Bay in southern Malawi, to Chilumba
in the north, via Likoma Island and Chizumulu.
Monkey Bay Port in Malawi
Monkey Bay Port is one of the main ports on Lake Nyasa situated on the shore at almost the
southern end of the lake. Although it is more than 500 km from Itungi/Kiwira Port in Tanzania
and it is a small port, Monkey Bay Port is indispensable for lake transport within Tanzanian
territory because it is the only port on Lake Nyasa that has ship repair facilities. MV Songea, the
larger of the two cargo-passenger ships that MSCL operates on Lake Nyasa, has been waiting
for the availability of the floating dock moored at Monkey Bay Port for repair of its hull. On
Google Earth, a floating dock with dimensions of about 50 m by 20 m is visible.
Two passenger ferries make weekly sailings along Lake Malawi between Monkey Bay and
Chilumba. One is the MV Ilala, a 350-passenger steamship that has served the route since 1951.
The road connection to Monkey Bay has been developed with assistance of the European Union.
A total of 420 km of road were rehabilitated/maintained during 20022007, including:
MangochiMonkey Bay (8 million) and MasasaGolomotiMonkey Bay (17 million). There
is the Marine Training College at Monkey Bay, the training facilities of which have been
provided by projects funded by JICA and the Icelandic International Development Agency
(ICEIDA).
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(5)
Chapter 3
Port Sector
Lake Transport
The frequency of passenger ship service should be increased on Lake Nyasa to better serve local
residents, especially considering that lake passenger ships are their only means of transport.
There is no suitable road along the lake because of consecutive steep cliffs rising directly from
the lake. Motor vehicles must make a long behind the mountains. Therefore, ship traffic is
essential for daily life. The passenger ships are fully occupied every voyage. The intervals
between passenger services have lengthened since MV Songea was damaged. There is demand
for a larger passenger ship to maintain regular service even in times of strong winds and swells.
The cost of the dredging to remove the sandbar will be a burden in case the existing Itungi Port
is utilized. Accordingly, the passenger terminal should be moved to Kiwira. A new port road
should be constructed at Kiwira so that buses may come to the pier even during floods. The
cement manufacturer could join this new road construction venture.
Cargo demand is low at present as stated above. This small cargo volume can be loaded
manually on board passenger ships for the foreseeable future.
(6)
Cargo Handling
Itungi is the only main port on Lake Nyasa. Because the sandbank has made the port entrance
shallow and narrow for navigation, a new landing site has been located at Kiwira 5 km from
Itungi.
At Kiwira, there is a steel pontoon on the sandy shore on which the ships are berthing. Cargo
handling between the ship and the pontoon is by ships gear in the case of MV Songea, while
cargo is transferred manually between the pontoon and the sandy shore. Cargo handling
between MV Iringa and the quay is done manually, as the ship has no gear. Bulk cargo such as
coal, which is used for the cement factory at Mbeya, is unloaded by temporarily building a
rubble mound jetty and steel slab on the shore.
(7)
Ships
Table 3.41 lists ships owned and operated by MSCL at the Itungi branch.
Table 3.41: MSCL Fleet on Lake Nyasa
B
Draft
(m)
(m)
(m)
1974
31.5
5.9
1974
31.5
5.8
Name
Ship kind
Built
Load
Loa
(m)
MV Songea
Pass/Cargo
MV Iringa
Pass/Cargo
Pax
Cargo(t)
1.9
213
50
1.9
125
Gross
Engine(ps)
Speed(kt)
199
2x226
8.0
199
2x226
8.0
Ton
Repair/Shipbuilding Facility
There used to be a slipway with dimensions of 50 m 10 m with 50-tonne winch capacity in
Itungi Port, but it can no longer be used. A photograph preseinting a trace of the slipway is
presented below.
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Chapter 3
Port Sector
Photo 3.62: Trace of Slipway

MSCL has a workshop in Itungi Port for minor ship repair. However, if the ship hull has to be
repaired in dry conditions, the floating dock in Monkey Bay in Malawi is the only facility that
can be used for this purpose. All vessels go there when periodical surveys, inspections, and
repairs are necessary. The floating dock can be used for shipbuilding.
3-75

3-76
Chapter 3
Port Sector

Chapter 4
Road Sector
4.1
Road Network
4.1.1
Overall Conditions
(1)
Chapter 4
Road Sector
Road Network among EAC Corridors
The ability to move goods and passengers safely, quickly, efficiently and cost effectively from
one place to another is important for international trade, national distribution, and economic
development of the countries or regions. The rapid increase in global trade within EAC
countries need and thus depend on smooth, fast, and less costly mode of transportation.
The road network for the transportation of goods and passengers among other transportation
modes contributes to the social and economic development of the country. The EAC Roads
Sector Development Program1 has identified road network corridors that play an important role
within the EAC as a whole and forms the foundation to support and sustain social and economic
development within the EAC and all its Member States.
The EAC Road network corridors are summarized below followed by a detailed description
table.
Table 4.1: Major Road Corridors in the EAC Countries
EAC Road Corridor
Name
Northern Corridor
Central Corridor
Dar es Salaam
(TAZARA) Corridor
Namanga Corridor
EAC Road Corridor Description

MombasaVoiEldoretBugiriKampalaMasaka Kigali
KibuyeKayanzaBujumbura
Dar es SalaamMorogoroDodomaSingidaNzega
NyakanaziBurundiKigaliGisenyi
MorogoroIringaMbeyaTunduma
IringaDodomaKalemaArushaNairobiThika
MurangaEmbuNyeriNanyukiIsioloMarsabitMoyale
Sumbawanga Corridor
TundumaSumbawangaKasuluMakambaNyanza-Lac
RumongeBujumbura
Sirari Corridor
LokichokioLodwarKitaleBungomaKisumuKisii
MwanzaBiharamulo
Coastal Corridor
MingoyoDar es Salaam; Chalinze
VangaMombasaMalindiLamu
Mtwara Corridor
MtwaraMingoyoMasasiTunduruSongeaMbamba Bay
Arusha Corridor
ArushaMoshiHimoLushotoA1
Gulu Corridor
NimuleBibiaGuluLiraSorotiMbaleTororo
Total EAC Road Corridor Network Length
Length
(rounded)
1,800 km
3,100 km
1,100 km
1,800 km
1,300 km
1,500 km
1,500 km
800 km
500 km
600 km
14,100 km
Source: Africon, 2010

Note: All lengths are approximate. Lengths may differ from those used by other agencies (e.g. corridor agencies,
EAC amongst others) because of overlapping sections, or the resolution of the GIS.
Source: East African Transport Strategy and Regional Road Sector Development Program, Final Report, Part III
Roads Development Program, July 2011
4-1

Chapter 4
Road Sector
Figure 4.1: Major Road Corridors in the EAC Countries
4-2

(2)
Chapter 4
Road Sector
EAC Corridors in Tanzania
As can be seen from the figure, Tanzanias position is very important for international trade
from the Indian Sea to inland countries such as Uganda, Burundi, Rwanda, DRC and even
Zambia and Malawi. Among EAC road corridors there are four major east-west corridors that
contribute to transport from coastal areas to inland Tanzania and inland countries. They are:
Arusha (Tanga) Corridor (ArushaMoshiHimoLushotoTanga)

Central Corridor (Dar es Salaam Morogoro Dodoma Singida Nzega Nyakanazi
Rusumo)
Dar es Salaam (TAZARA) Corridor (MorogoroIringa-MbeyaTunduma)
Mtwara Corridor (MtwaraMingoyoMasasiTunduruSongeaMbamba Bay)
Same importance will be given to the three corridors that contribute to north-south transport and
connect north and south regions along the corridors within the territory of Tanzania. In addition,
there are other highway links that will enhance and supplement each major corridor. They are:
(3)
Coastal Corridor (MtwaraMingoyoDar es Salaam; ChalinzeVanga)

Namanga Corridor (IringaDodomaKalemaArusha)
Sumbawanga Corridor (TundumaSumbawangaKasulu)
Additional corridors and links
Road Network in Tanzania
The geography of Tanzania, its size, scattered settlement pattern, diversity and dispersion give
roads a special role in the integration of the national economy. Many people well understand the
importance of better roads in improving the economy of Tanzania, especially due to the
currently poor railway service that is supposed to contribute to long-distance transport of goods
and passengers. Therefore, road transport is the major mode of transportation carrying over 90%
of the passengers and over 75% of the freight traffic in Tanzania. In particular, roads serve not
only major transport demand from sea port to inland on trunk roads but also provide door-todoor services more effectively than any other modes of transport in rural areas where the people
need freedom to move.
Presently, there are five categories for roads in Tanzania, namely:
(i)
(ii)
(iii)
(iv)
(v)
Trunk Roads;
Regional Roads;
District Roads;
Feeder Roads; and
Urban Roads.
The Trunk Roads and the Regional Roads are under the responsibility of the Tanzania National
Roads Authority (TANROADS). TANROADS is an Executive Agency under the Ministry of
Works, established under section 3 (1) of the Executive Agencies Act and came into operation
in July, 2000. The local authorities under the Ministry of Regional Administration and Local
Government (PMO-RALG) are responsible for the district, urban and feeder roads (the local
roads network), for opening up existing and potential rural productive areas for agriculture,
small-scale mining and rural tourism.
The classification of the roads in Tanzania has been based on the hierarchical functions, given
as follows:
4-3

Chapter 4
Road Sector
Trunk Roads: The primary national and international through routes that link several
regions and provide access to important border posts and ports
Regional Roads: The secondary routes connecting district centres in a region or
connecting important centres to a trunk road
District Roads: The tertiary route linking: (i) district headquarters with ward centres; (ii)
important centres within the district; and (iii) important centres to a higher class road
Feeder Roads: The village access roads linking important centres within a ward to the
rest of the network
Urban Roads Within the urban centres: (i) Arterial Roads; (ii) Collector Roads; (iii)
Local Collector Roads; and (iv) Access Roads
The total classified road network in Tanzania Mainland is estimated to be 91,5322 km based on
the TANROADS and PMO-RALG reports in 2011. The Ministry of Works through
TANROADS is managing the national road network of about 33,495 km comprising 12,197 km
of Trunk and 21,298 km of Regional roads as of June 2011. The remaining network of about
58,0373 km of Urban (5,995 km), District (29,338 km) and Feeder (22,709 km) roads is under
the responsibility of the Prime Ministers Office Regional Administration and Local
Government (PMO-RALG).
Table 4.2: Ordinance Summary as of June 2011
Region
Trunk Roads (km)

paved
unpaved
total
Arusha
328
213
540
Coast
396
106
502
DSM
120
0
120
Dodoma
201
354
555
Iringa
479
385
864
Kagera
446
460
906
Kigoma
95
563
658
Kilimanjaro
295
0
295
Lindi
334
14
348
Manyara
71
140
211
Mara
171
242
412
Mbeya
367
443
810
Morogoro
443
403
846
Mtwara
171
113
284
Mwanza
376
34
409
Rukuwa
14
873
887
Ruvuma
191
734
925
Shinyanga
330
326
656
Singida
286
388
674
Tabora
152
815
967
Tanga
272
55
328
Total
5,537
6,660
12,197
Source: TANROADS
Regional Roads (km)

paved unpaved total
28
690
718
17
867
884
136
304
440
14
1,127
1,141
31
1,220
1,251
178
1,045
1,224
0
467
467
133
545
678
34
911
945
8
1,393
1,401
30
775
805
25
1,426
1,451
43
1,006
1,049
48
724
772
17
1,107
1,124
6
1,280
1,285
13
977
990
11
1,183
1,194
21
994
1,015
6
992
999
50
1,416
1,466
847
20,451
21,298
Total Network (km)

paved
unpaved total
355
902
1,258
412
973
1,385
256
304
1,695
214
1,481
1,695
510
1,605
2,115
624
1,505
2,129
95
1,030
1,125
428
545
973
368
926
1,293
79
1,533
1,612
200
1,017
1,217
393
1,869
2,262
486
1,409
1,895
219
837
1,056
393
1,140
1,533
20
2,153
2,172
204
1,711
1,915
341
1,509
1,850
308
1,382
1,689
158
1,807
1,965
322
1,472
1,794
6,384
27,111
33,495
The National Trunk and Regional Road Network consist of:
Trunk roads 12,197 km out of which 5,537 km are paved and 6,660 km are unpaved
Regional roads: 20,451 km out of which 847 km are paved and 21,298 km are unpaved
Paved ratio of the trunk road and regional road is 45% and 4% respectively.
2
3
Estimates of TANROADS (33,495 km) and PMO-RALG Report (58,037 km) road lengths in 2011.
5th Joint Infrastructure Sector Review Meeting, Roads under Local Government Authorities, October 2011
4-4

Chapter 4
Road Sector
Figure 4.2: Trunk and Regional Road Network

4.1.2
Network by Corridors
As can be seen from Figure 4.1 Major Road Corridors in the EAC Countries, and 4.1.1 (2)
EAC Corridors in Tanzania as previously mentioned, major corridors and important links in
Tanzania are described in detail in the following sub-sections.
4-5

(1)
Chapter 4
Road Sector
Tanga Corridor
Tanga Corridor is equivalent to the Arusha Corridor in the EAC report. The section starts from
Segero (junction to T13 toward Tanga) and passes major cities and towns such as Mombo,
Same, Moshi, and Arusha and finally reaches Namanga, border to Kenya. The section from
Segero to Tanga (T1) of which the distance is 71km, is a part of the corridor. The total distance
from Arusha to Tanga is 540 km. All the stretches of the corridors are paved.
Overall traffic volume is moderate of one to two thousands vehicles/day in 2004 or 2008 except
Arusha area where the volume reaches about 16,000 vehicles/day in 2008. The carriageway
width ranges between 6 and 7 m with a shoulder width of on the average 1.0 m. The narrow
carriageway width of 5.0 m was recorded near Longido and Namanga, which was recently
upgraded to a normal paved section.
Photo 4.1:
Newly Paved ArushaNamanga
(2)
Photo 4.2:
Paved Road in Tanga
Central Corridor
This corridor has the overlapping section with the Dar es Salaam Corridor (T1) between the
start in Dar es Salaam and Morogoro of about 190 km. The main route of the corridor starts
from Dar es Salaam, passes major cities and towns such as Chalinze, Morogoro, Dodoma,
Manyoni, Singida, Nzega, Kahama, Nyakanazi and reaches Rusumo, border to Rwanda. The
total length of the main route is about 1,190 km, 95% of which is paved. However, the majority
of the paved sections are surface treatment (ST), which is subject to wearing by the tyres of
heavy trucks within a relatively short time period.
The traffic volume (AADT) at the east end in Dar es Salaam area is the highest of about 47,000
vehicles/day and 35,000 vehicles/day near Ubungo bus terminal and tapers out to around 27,000
in the four lane section of about 15 km. The traffic volume even in the two-lane, two-way
section exceeds the capacity. Fortunately the traffic volumes of other sections in the rural region
such as the sections west of Dodoma are low except near the centre towns of the region. The
traffic volume varies between 1,000 vehicles/day and several hundred on the surface treatment
sections.
There are branch sections of the Corridor connecting between Nzega, Shinyanga and Mwanza
(T8 & T4), of which the distance is 238 km. The paved ratio of this section is 93%. The
majority of the section is asphalt pavement (AM). The pavement conditions are good to fair.
4-6

Chapter 4
Road Sector
Photo 4.3:
Morogoro Rd. 4-lane Near DSM
(3)
Photo 4.4:
Morogoro Rd. 2-lane
Dar es Salaam Corridor (TAZARA Corridor)
This corridor starts from the centre of Dar es Salaam and ends at the border to Zambia
(Tunduma). The section between Dar es Salaam and Morogoro (T1) is the same as the Central
Corridor route. Major cities and towns that this corridor passes are Dar es Salaam, Chalinze,
Morogoro, Mikumi, Iringa, Makombako, Mbeya and finally reaching Tunduma, which is the
border to Zambia.
The total length is about 925 km and all sections are paved. The surface conditions are between
good and fair on the asphaltic pavement (AM) and there are some sections on the surface
treatment (ST) that would need regular maintenance and rehabilitation. The traffic volume
(AADT) near the Dar es Salaam urban area is the highest of about 47,000 vehicles/day and
35,000 vehicles/day near Ubungo bus terminal and tapers out to around 27,000 within the four
lane section of about 15 km. The traffic volume even in the two-lane two-way section (from
17,000 vehicles/day to 12,000 vehicles/day) up to the border of Dar es Salaam and Coastal
Region exceeds the capacity of the road thus creating daily traffic congestion on this road.
In addition, traffic congestion in the Dar es Salaam area has worsened near the intersection of
major roads because the total traffic volumes of intersecting legs are far more than the
intersection capacity. Unless grade separate structure is constructed it will be difficult to relieve
the traffic jam. Comprehensive traffic management suggested by the Dar es Salaam
Transportation Master Plan should be implemented.
Although the paved ratio is high on this corridor, rehabilitation is necessary especially the
surface treated pavement section such as Ivovi to Mafinga, where rehabilitation work is ongoing. There are some stretches that have deteriorated due to heavy loading and along the steep
slope where heavy trucks move slowly resulting in undulations of the pavement surface.
4-7

Chapter 4
Road Sector
Photo 4.5:
T1 Road near Mbeya
(4)
Photo 4.6:
Newly Rehabilitated Section of T1
Mtwara Corridor
The Mtwara Corridor starts from the port of Mtwara and passes several major cities such as
Mingoyo, Masasi, Tunduru, and Songea and reaches Mbamba Bay, which is facing Lake Nyasa.
The total length of the corridor is 825 km. The length of the paved section and unpaved section
are 231 km and 594 km respectively. The paved ratio of this corridor is 28%, making it one of
the lowest among major east-west corridors. The traffic volume on this road is relatively low,
several hundred to less than one hundred vehicles/day depending on the location. The roadway
is a two-way two-lane road and carriageway width is, as a result, about 6m and utmost 7 m with
a very narrow shoulder of around 1.0m that is less than the standard of 1.5 m. The narrow
carriageway may cause failure of the pavement edges when heavy trucks pass each other.
Photo 4.7:
MtwarLindi Section
(5)
Photo 4.8:
Paved Road Section
Coastal Corridor
Coastal Corridor (T7 and T2) starts from Mtwara and passes Mingoyo, Lindi and Dar es Salaam.
It starts again from Chalinze and reaches Segero, which is the junction to Tanga. The distance
from Mingoyo to Dar es Salaam is 479 km, of which 422 km is paved and the remaining 57 km
is not paved. The section from Chalinze to Segero is about 174 km and is paved. The road is
two-way, two-lane road of the carriage width is around 67 m. Most of the corridor is paved
except the section from Somanga to Nyamwage of 60 km, where upgrading to bitumen standard
is currently going on.
4-8

Chapter 4
Road Sector
Photo 4.9:
Newly Paved T7
(6)
Photo 4.10:
T7 Under Construction
Namanga Corridor
This corridor handles the north-south traffic starting from Arusha, Babati, Karema, and Dodoma
and reaches Iringa, which is the city on the TAZARA Corridor. This is an important north-south
connection in the middle of the country between Tanga Corridor and TAZARA Corridor via
Dodoma, which is the political capital.
The total length of the corridor (T5) is 689 km. The paved section is 196 km and unpaved
section is 493 km. The paved ratio is about 28%. In order to improve the situation ADB/JICA/
GOT allocated funds for the upgrading of the section from Dodoma to Iringa
(7)
Sumbawanga Corridor
This corridor (T9) starts from Tunduma, connection to the TAZARA Corridor, and passes
Sumbawanga, Mpanda and Kasulu. The road T9 continues to Kalebezo via Kibondo, Nyakanazi,
which is the junction to the Central Corridor, and reaches Kibondo. The Sumbawanga Corridor
branches off at Kasulu, which is about 80 km from Kigoma port via T19, toward the border of
Burundi, enters Burundi, passes Mabando, Nyanza-Lac and finally reaches Bujunbura.
Photo 4.11:
KigomaMugina Rd. Paved
Photo 4.12:
MabenaMunia Rd. Unpaved
The whole section of the corridor within Tanzania is about 720 km. The total stretch of T9 from
Tunduma to Nyakanazi is 997 km. The paved ratio of the corridor is very low at 2.3%, and the
same ratio of all of T9 is also very low of 1.9%. Traffic volume along this stretch is low with
only several hundred (2007 and 2008 data) due to unpaved conditions of the roads. However,
the road passes many towns and villages along the highland area, where the future potential
would be very high for agriculture production especially between Tunduma and Sumbawanga.
4-9

Photo 4.13:
TundumaIkana under Const.
(8)
Chapter 4
Road Sector
Photo 4.14:
LaelaSumbawanga under Const.
Additional Links
Singida-Babati road (T14) section is currently unpaved and is a connection between the Tanga
Corridor and the Central Corridor. Currently the extended stretch SingidaBabatiMinjingu
Road is under upgrading works. The project involves upgrading of the 223.5 km road to
bituminous standard. The project is jointly financed by African Development Bank (AfDB) and
Government of Tanzania (GOT).
The section from Singida to Babati goes through a mountainous area and is not paved. The
section from Babati to Minjingu is partly paved but paved sections are short. The paved ratio of
this stretch is about 7%. The carriageway width varies between 5.0 m near Babati, and 7.4 m
near Nanguwa. Most of the section has 6.0 m or more in carriageway width.
Kasulu- Nyakanazi road is a part of the T9 road. This stretch is a part of the connection from
Kigoma port to the Central Corridor of Nyakananzi. The total distance from Kigoma port to
Nyakananzi (T19 and T9) is about 350 km. The paved ratio of the KasuluNakananzi is
extremely low of 1%. The average paved ratio from Kigoma to Nakkananzi is 3.2%. The road
passes through a low land area especially in the middle of the section. Therefore, the road is
impassable during rainy season.
Mbeya-Ngeza road is a part of T8 and connects TAZARA Corridor and Central Corridor. T8
road section from Ngeza to Mwanza is a branch of the Central Corridor and is paved. The
section starts from Mbeya and passes Chunya, Rungwa, Ipole, Tabora and reaches Ngeza.
Ngeza to Tabora section of T8, about 115 km and Mbeya to Chunya section of T8, about 72 km
are under construction by Tanzania Government fund. The section length from Mbeya to Tabora
is about 568 km and the paved ratio is 1.5%. The part of the road south of Tabora is impassable
during rainy season due to it being a low land area. Therefore the current traffic volume on this
road is very low.
4-10

Photo 4.15:
Gravel Road, T8
Chapter 4
Road Sector
Photo 4.16:
Typical Earth Road, T8
New Bagamoyo Port Access road is an important connection to Dar es Salaam, to Arusha via
Msata and to Morogoro via Chalinze. Currently there are three access roads from Bagamoyo
where a new port has been planned according to the Master Plan financed by WB. The
frequently used and heavily trafficked connection is the Bagamoyo Road (between DSM and
Bagamoyo) which is paved and construction to widen it from a two-lane to four-lane road is ongoing. The shortest connection that is about 38km to Morogoro Road is an unpaved local road
and is in very poor condition.
Photo 4.17:
Widening Work of Bagamoyo Road
Photo 4.18:
Unpaved Local Roads
Another connection from Bagamoyo toward west used to be an earth/gravel road and is
currently undergoing upgrading construction to bitumen standard. The upgrading work started
from the west, Msata that branches off from the road toward Tanga.
Photo 4.19:
Newly Paved MsataBagamoyo
Photo 4.20:
Pavement Work
4-11

Chapter 4
Road Sector
The construction progress on the east section is still at its earthwork stage as of October 2011.
This connection still has an earth road section with narrow bridges in the low land area. The
maintenance work of the earth road section has been implemented using a grader and a roller.
Photo 4.21:
East End of Construction Site
Photo 4.22:
Narrow Bridge near Bagamoyo
Figure 4.3 shows major corridors and important links. As can be seen from the map, even
among major corridors and important links, all of which are trunk roads, the paved ratio hardly
reaches 50%. The paved ratio of all the trunk roads combined from Table 4.2 is 45%.
4-12

Chapter 4
Road Sector
Figure 4.3: Major Corridors and Links in Tanzania

4.1.3
Road Conditions
The network condition: The road conditions of trunk and regional roads have steadily
improved due to the various maintenance/rehabilitation and development activities which are
carried out on the road network. The overall road condition assessment of trunk roads at the end
of December 2010 indicated that 53% were good, 35% were fair and 12% were poor compared
to 47% good, 34% fair and 19% poor in 2008, when actual implementation of projects started.
Of the paved trunk roads, 77% have been rated good, whereas only 27% of unpaved trunk roads
have been rated good.
The pavement conditions of regional roads still remain unsatisfactory. Only 31% of the roads
are rated good, 51% fair and 17% poor in comparison to 39% good, 38% fair, and 23% poor
conditions in 2008 shown in Tables 4.3. and 4.4. It can be said that although the road surface is
paved, the rating of the majority of the regional roads fall under the fair or poor categories.
4-13

Chapter 4
Road Sector
Table 4.3: Pavement Conditions (in 2010)

Unit: km
Type
Trunk
Pavement
Paved
Good
4,111
(2,739)
1,333
(1,927)
5,444
(4,666)
336
(278)
5,537
(7,029)
5,873
(7,357)
Unpaved
Sub total
Regional
Paved
Unpaved
Sub total
Fair
827
(900)
2,746
(2,493)
3,573
(3,393)
205
(41)
9,450
(7,191)
9,655
(7,232)
Poor
409
(274)
839
(1,589)
1,249
(1,863)
203
(7)
3,086
(4,285)
3,289
(4,292)
Total
5,347
(3,913)
4,918
(6,009)
10,266
(9,922)
744
(326)
18,073
(18,555)
18,817
(18,881)
Source: TANROADS RMMS

Note: Numbers in the parenthesis are in 2008 conditions.
Table 4.4: Proportion of Pavement Rating

Type
Trunk
Pavement
Paved
Unpaved
Sub total
Regional
Paved
Unpaved
Sub total
Good
77%
(70%)
27%
(32%)
53%
(47%)
45%
(85%)
31%
(38%)
31%
(39%)
Fair
15%
(23%)
56%
(42%)
35%
(34%)
28%
(13%)
52%
(39%)
51%
(38%)
Poor
8%
(7%)
17%
(26%)
12%
(19%)
27%
(2%)
17%
(23%)
17%
(23%)
Source: TANROADS RMMS (2010)

Note: Numbers in the parenthesis are in 2008 conditions.
(1)
Pavement Evaluation
Pavement evaluations have been conducted by TANROADS RMMS to determine functional

and structural conditions of a road section either for the purposes of routine maintenance or
improvement planning. Functional condition is primarily concerned with the riding quality or
surface texture of a road section. Structural condition is concerned with the structural capacity
of the pavement as measured by deflection, layer thickness, and material properties. Structure
condition also determines drive ability of unpaved roads by trucks and automobiles for
transportation of goods and passengers.
At the network level, routine evaluations can be used to prioritize maintenance or rehabilitation
works and funding. At the project level, evaluations are more focused on establishing the root
causes of existing distress in order to determine the best rehabilitation strategies and precise
locations and sections.
Visual condition surveys cover aspects of both functional and structural pavement conditions,
but generally serve as a qualitative indicator of the overall condition. Specialized equipment can
be used to quantify both functional and structural properties of the pavement structure. Ideally,
for any given section of highway, two or more evaluators would arrive at the same assessment
of the sections current condition. However, there still remain many aspects of subjective
4-14

Chapter 4
Road Sector
pavement evaluation. For example, in visual condition surveys, the percent of surface area
affected by alligator cracking is highly dependent upon the visual judgments of the evaluator.
(2)
Testing Methods
Generally there are two types of testing: non-destructive testing and destructive testing. Nondestructive data collected in the field are generally objective in nature, but often subjectivity
appears in the data analysis and interpretation. Non-destructive testing is the collective term for
evaluations of an existing pavement structure that do not require subsequent maintenance work
to return the pavement to its pre-testing state. This is generally desirable to minimize
disturbance to traffic, and is essential as a screening tool to determine locations for further
material sampling and testing for material properties in the laboratory. Non-destructive testing
methods can assess either functional or structural condition.
Destructive testing provides more detailed data about the pavement condition that would not
possible to obtain through non-destructive testing. Such detailed data include:
(3)
laboratory mechanical, physical, and chemical properties (obtained through coring,

Shelby tubes, and trenching), and
visual inspection of pavement layers through coring and trenching.
TANROADS Evaluation Criteria 4
The assessment of paved road conditions is conducted by a specially prepared condition data
collection vehicle. The collection vehicle is operated by a driver and two specially trained
observers/recorders. One observer is responsible for the automatic measurement of roughness
and the recording of assessed defect using the keypad connected to the specially prepared
computer system. The driver of the vehicle is responsible for driving the vehicle at a fixed speed
of 30 km/h in the lane wheel path.
TANROADS sets ratings of overall pavement conditions by,
1)
2)
3)
4)
5)
Very good: Shape and condition of the surface is in the as built condition. IRI is less than
4m/km.
Good: Positive camber of crossfall with no stagnant of water with low frequency of
defects of low severity. The camber of crossfall will be greater than 4%. IRI is 46 m/km.
Fair: Camber or crossfall is at its minimum required to shed water. Insignificant stagnant
of water with low frequency of defects with medium severity. Medium frequency of
defects with low severity. (Light grading capable of restoring surface condition unless
extensive pot holes and concave shape exist, otherwise heavy grading required for
restoring surface conditions). IRI is 69 m/km.
Poor: Camber or crossfall is insufficient to shed water and water stagnant in ruts or areas
of concave shaping up to 150 mm deep. Medium frequency of defects with high severity,
or high frequency of defects with medium severity. (Reprocessing suitable under most
conditions, otherwise light or heavy reshaping required). IRI is 915 m/km.
Very poor: Substantial loss of camber or crossfall and water stagnant in ruts or areas of
concave shape in excess of 150300 mm. High frequency of defects with high severity.
(Light or heavy reshaping essential to restore shape). IRI is greater than 15 m/km.
TANROADS RMMS
4-15

Chapter 4
Road Sector
The following table shows the basic concept of pavement evaluation done by TANROADS,
although they use a different file system. As can be seen from the concept table the evaluation is
performed for each subsection all along the trunk and regional roads. For example, the section
from Dar es Salaam to Akiba, which has 5.0 m carriageway width paved road of the Morogoro
Rd. falls in the category fair because the overall condition is 3) above.
1
1
1
1
1
0
1
Date of measure
To: Akiba
1
0
1
Urgent work
Raveling
Wide cracks
2
1
1
Drainage
From: Dar es Salaam

5.32
0
3
2
1
2
5.12
0
3
1
1
2
5.55
0
3
2
1
1
0.91 km Ordinance length
Road:T001
From Akiba
AM
3.07
0
2
2
0
0
AM
3.34
0
2
1
0
0
AM
3.57
0
1
1
0
0
AM
2.68
0
0.39 km Ordinance length
1
1
1
Bleed of strips
Road: T001
AM
AM
AM
Patch
Pot holes
Ruts
Overall Condition
Loss of Surface
EIRI
Shoulder
Surface
Link
Length
Table 4.5: Basic Concept of Pavement Evaluation
1
0
1
3
2
2
No
No
No
11
09
08
To: Tanzania Legion

1
1
3
No
0
0
1
No
1
1
1
No
No
11
09
08
06
Surface Type:
AM: Asphalt concrete (mix)
(4)
Unpaved Road Application
Network level condition data for unpaved roads are collected during a drive over survey data
recording for each one kilometre of sub-link. The frequency of survey is not yet fixed but is
likely to be between one and three years. Between 60 km and 90 km of survey can be performed
in a day, depending on survey routes and severity of defects. The techniques used are all
observational. No measurements are required and require scores to be entered from a menu of
options for each particular item. The contents of surveys comprise key performance factors in
the provision and maintenance of unpaved roads.
Surface Type
The definition of surface types of unpaved road:
Engineered gravel (EG) roads have a controlled horizontal and vertical alignment, and
also have a consistent cross section with appropriate camber and side ditches. The
surface materials will normally be imported gravel. The road is expected to be passable
in all seasons.
Engineered earth (EE) roads have a controlled horizontal and vertical alignment, and
also have a consistent cross section with appropriate camber and side ditches. The
surface materials will be the in-situ soil. The road would be impassable for some
periods especially during the rainy season.
Non-engineered earth or gravel (NE) roads do not have a controlled horizontal and
vertical alignment, nor have a consistent cross section with appropriate camber and side
ditches. Typically the camber would be flat, rutted or concave and retain surface water
in places. The side ditches may be non-existent or inadequate. The road width may vary
4-16

Chapter 4
Road Sector
in most of cases. The surface materials would be in-situ soil or gravel. The road would
be impassable for some periods in the rainy season.
Overall condition ratings applied to unpaved roads are the following:
1)
Very good; Shape and condition of the surface in the as built condition. IRI is less than
4m/km.
2)
Good; Positive camber of crossfall with no stagnant of water with low frequency of
defects of low severity. The camber of crossfall will be greater than 4%. IRI is 46 m/km.
3)
Fair; Camber or crossfall at minimum required to shed water. Insignificant stagnant of

water with low frequency of defects with medium severity. Medium frequency of defects
with low severity. (light grading capable of restoring surface condition unless extensive
pot holes and concave shape exist, otherwise heavy grading required to restore surface
conditions). IRI is 69 m/km.
4)
Poor; Camber or crossfall insufficient to shed water and water stagnant in ruts or areas of
concave shaping up to 150 mm deep. Medium frequency of defects with high severity, or
high frequency of defects with medium severity. (Reprocessing suitable under most
conditions, otherwise light or heavy reshaping required). IRI is 915 m/km.
5)
Very poor; Substantial loss of camber or crossfall and water stagnant in ruts or areas of
concave shape in excess of 150300 mm. High frequency of defects with high severity.
(Light or heavy reshaping essential to restore shape). IRI is greater than 15 m/km.
Each evaluation item in the table has different criteria such as:
Drainage: Overall conditions and effectiveness of the drainage system is assessed

based on two elements, one of which is overall condition and another is length of
section requiring a new drain or reconstruction;
Slopes: No damage (0), Moderate damage (1) and Badly damaged (2);
Shoulder: Good or no damage (0), Moderate damage (1) and Severe damage (2);
Shape: Classified by Very good, Good, Average, Poor, Very poor and Failed;
Surface: Classified by Very good, Good, Average, poor, very poor;
Urgent: Urgent action required (Y), or No urgent action required (N);
Gravel thickness: Existing thickness adequate and no punching through to sub-grade
observed (Y), Thickness inadequate (N), and Surface is natural earth thus there are no
imported gravels;
Culverts: The number of silted, defective or damaged existing culverts to be noted and
the number of new culverts required should be noted;
Bridges: The number of damaged existing bridges should be noted as well as damages
that require a detail inspection.
Note: The numbers and Y or N in parentheses are written in the pavement evaluation table.
As a result, overall road conditions of nationwide trunk roads are shown in the following figure.
4-17

Chapter 4
Road Sector
Legend:
AM: Asphaltic Concrete
ST: Surface Treatment
EG, EE, NE: Unpaved
Rating:
1: Very good
2: Good
3: Fair
4: Poor
5: Very poor
Figure 4.4: Overall Paved and Unpaved Trunk Road Conditions

4.1.4
(1)
Progress in Road Network Development

General
TANROADS have no sources of funds of its own for development projects such as upgrading
of a road, widening, improvements in geometric design and rehabilitation of trunk and regional
roads. However, TANROADS is normally fully funded by the Government of Tanzania (GOT)
and/or by multilateral and bilateral Development Partners. TANROADS manages development
projects through three stages:
Planning stage;
Procurement stage; and
Constructing stage.
It uses consulting firms to carry our feasibility studies, EIA, detailed engineering designs,
preparation of tendering documents and supervision of works contracts. The actual process of
4-18

Chapter 4
Road Sector
consultancy services procurement and works procurement is however normally done by

TANROADS own staff.
The Development Program is managed by the Directorate of Projects. The Directorate manages
projects through three Project Managers namely; the Manager for Government Funded Projects,
the Manager for the Multilaterally Funded Projects (i.e. by World Bank, ADB, EU, OPEC,
BADEA etc) and the Manager for Bilaterally Funded Projects (DANIDA, JICA, NORAD etc).
The projects funded by the Millennium Challenge Compact (MCC) of USA are managed by a
special unit at the Ministry of Finance and Economic Affairs (MOFEA) and coordinated by a
special unit on the TANROADS side.
(2)
Annual Financial Plan5
In this FY 2010/11 the approved budget for the development programme is Tsh 694,360.26
million out of which Tsh 266,396.66 million is from the Government (GOT) and Tsh
427,963.60 million is from the Development Partners.
The allocation for trunk roads is Tsh 229,687.41 million in local and Tsh 417,732 million in
foreign and that for regional roads is Tsh 36,709.25 million local and Tsh 10,231.6 million
foreign.
The approved budget of 10% Roads Fund contribution to development projects is Tsh 19,917.57
million in local and Tsh 5,650.0 million in foreign being support from Development Partners to
Roads Fund.
Out of the above amount from the Road Fund, the Trunk Roads/Rehabilitation and Studies have
been allocated Tsh 10,896.7 million in local and Tsh 5,650 million in foreign. Regional roads
have been allocated Tsh 9,020.87 million.
(3)
Annual Physical Plan
Based on the approved budget plans were in place to carry out the upgrading of roads to
bitumen standard, rehabilitation to bitumen and gravel standard, construction/rehabilitation of
bridges and studies/ design during the FY 2010/11 as follows:
Trunk Roads
1) Upgrading to bitumen standard:
392.1 km
2) Rehabilitation to bitumen standard:
216.8 km
3) Rehabilitation to gravel standard.:
120 km
4) Construction/rehabilitation of bridges:
10 Nos.
Regional Roads
1) Rehabilitation to gravel standard:
2) Upgrading to bitumen standard:
3) Construction of Bridges:
(4)
1,350.9 km
98.55 km
17 Nos
Completed Projects
Table 4.6 shows a list of recently completed road projects.

5
TANROADS Annual Progress Report for FY 2010/11
4-19
NO.
1
4-20
Length
(km)
96.0
Cost
(US$ million)
53.23
Commencement
Date
11-Feb-04
Completion
Date
30-Jun-2007
Contractor
GRENAKER LTA
Financier
EU/GOT
73.0
256.0
41.55
EU 42.5 mil.
26-May-2004
29-Jun-2004
24-May-2007
30-Jun-2007
GRENAKER LTA
NCC INTERNATIONAL DENMARK A/S
EU/GOT
EU/GOT
60.0
34.0
42.0
33.0
32.0
112.0
15.0
17.6
127.0
63.0
95.0
95.0
32.0
17.52
19.35
14.44
20.61
15.78
20.723
6.8
11.4
103.40
30.42
51.49
39.24
14.42
July-2003
23-May-2005
12-May-2005
11-Feb-2005
14-Sep-2006
8-Apr-2002
2-Nov-2007
28-Nov-2008
1-Apr-03
14-Feb-03
25-Feb-03
25-Feb-03
25-Oct-04
2008
19-Oct-2008
11-Nov-2007
10-Feb-2007
13-Apr-2009
8-Oct-2005
31-Mar-2009
31-Mar-2010
11-Sep-2009
2-Jul-2008
10-Dec-2007
25-Jan-2008
2-Mar-2007
INHOUSE
CHICO
CHICO
CHICO
GENERAL NILE -DOTT JV
CHINA GEO
TOKURA CORP.
TOKURA CORP.
KONOIKE CONSTR. CO. LTD / ESTIM
SIETCO
M.A KHARAFI & SONS
CICO
SIETCO
OPEC/GOT
IDA & GOT
IDA & GOT
IDA & GOT
BADEA/GOT
ADB/GOT
JICA & GOT
JICA/GOT
GOT
GOT
GOT
GOT*
GOT
10.7
24.55
10-Nov-2005
10-Nov-2008
CHINA GEO ENGINEERING
GOT
10-Feb-2005
7-Jan-2008
7-Jan-2007
5-Aug-2008
1-Oct-2007
12-Jun-2008
28-Nov-2008
13-Apr-2008
10-Feb-2005
8-Jun-2006
18-May-2006
1-Feb-2008
9-Feb -2008
7-Aug-2010
7-Jan-2011
31/Oct/2010
21-Jul-2011
8-June-2010
31-Mar-2010
30-Sept-2009
31-Jan -2008
7-Apr-2008
9-Oct-2008
31-Jan-2010

SINOHYDRO
CHICO
MSS JV
CHICO
TOKURA CORP.
KAJIMA
SINOHYDRO
CHIKO
CHINA HENAN
SINOHYDRO
GOT
GOT
GOT
GOT
EU
GOT
JAPAN/GOT
JAPAN/GOT
GOT
GOT
GOT
GOT
120.0
40.00
54.0
60.00
15.6
35.70
17.6
5.1
100.0
4.0
1.NO
50
1741.8
49.13
35.786
30.24
53.600
41.222
32.543
11.400
15.780
41.14
12.97
4.43
39.592
24,913.309
Chapter 4
Road Sector
Project Name
TindeMwanza/SHY Border
(Shinyanga)
2
NzegaTindeIsaka (Shinyanga)
3
Backlog Maintenance of Morogoro
Dodoma Roada (Morogoro)
4
MkurungaKibiti (Coast)
5
Package 1: SingidaIguguno (Singida)
6
Package 2: IgugunoSekenke (Singida)
7
Package 3: SekenkeShelui (Singida)
8
Rombo MkuuTarakea (Kilimanjaro)
9
SheluiNzega (Tabora)
10
MasasiMangaka Phase I (Mtwara)
11
MasasiMangaka Phase II (Mtwara)
15
DodomaManyoni
16
IsunaSingida (Singida)
17
MbwemkuruMingoyo (Lindi)
18
NangurukuruMbwemkuru* (Lindi)
19
TarakeaRongaiKamwanga
(Kilimanjaro)
20
Unity Bridge and Approach roads
(Mtwara)
21
KyamyorwaBuzirayombo (Kagera)
22
SengeremaUsagara
23
ManyoniIsuna
24
MwandigaManyovu
25
Nelson Mandela
26
KigomaKidahwe
27
MasasiMangaaka Phase II
28
Kilwa Road Phase II
29
BuzirayomboGeita (Mwanza)
30
Sam Nujoma (DSM)
31
Ruvu Bridge (Coast)
32
GeitaSengerema
GRAND TOTAL
Source: TANROADS Website, 2011

Table 4.6: Completed Projects

(5)
Chapter 4
Road Sector
Project under Construction
There are many on-going projects financed by either Tanzania Government or other
international lending organizations as shown in the following table.
Table 4.7: On-going Projects
Road Section
MbeyaChunya
MbingaPeramiho Jct.
SongeaNamtumbo
NamtumboTunduru
SomangaNyamwage
BagamoyoMsata
KitumbiTanga
DodomaIringa
IyoviMafinga
ChayaManyoni
NyahuaTabora
Financier
GOT
MCC
MCC
ADB/JICA
GOT
GOT
DANIDA/GOT
ADB/JICA/GOT
GOT/DANIDA
GOT
GOT
Km
72
78
67
188
60
64
124
260
218
89
85
TaboraUrambo
Malagalasi Br. + Road
Approaches (48 km)
KidahweIlunde
GOT
EDCF
94
78
ABUDHAB/GOT
77
TaboraNzega
GOT
115
SingidaBabati
ADB/GOT
224
BabatiBonga
MinjiguArusha
ArushaNamanga
TangaHorohoro
MakutanoMaswa
MaswaKolandoto
IsakaNyakanazi
KagomaLusahunga
GOT
WB
ADB/JICA
MCC
GOT
GOT
GOT
GOT
19
98
105
65
201
72
242
154
BugeneKyaka
SameSegera
TundumaSumbawanga
SumbawangaKlizi
SumbawangaKatanga
Dodoma-Mayamaya
GOT
GOT/IDA
MCC
GOT
GOT
GOT
59
172
223
152
112
44
Source: TANROADS as of Sept. 2011
4-21
Remarks
T8, unpaved trunk road
Mtwara Cor., T12 unpaved
Coastal Cor., T7 unpaved
Trunk Rd, unpaved
Coastal Cor. T2 Rehabilitate, Paved
North-south Cor. T5, unpaved
TAZARA Cor. T1 Rehabilitate, Paved
West of Manyoni, unpaved
Tabora area. Alternative route to the Central
Corridor. Unpaved.
Same as above.
Alternative route to the Central Corridor.
Unpaved.
Alternative route to the Central Corridor.
Near Kigoma. Unpaved.
T8, unpaved trunk road. Part of north-south
link from Mwanza to Mbeya. Unpaved.
This road connects Tanga Cor. To Central
Cor. Via Singda. Unpaved and mountainous
road.
Namanga Cor. T5, unpaved.
Tanga Cor. T2 Rehabilitate, Paved
Coastal Cor. T13, unpaved.
Unpaved , rehabilitate
Unpaved
Central Cor. T3, rehabilitate, paved.
Connection to Central Cor. T4, rehabilitate,
paved
Victoria Lake, unpaved.
Sumbawanga Cor. T9 unpaved.
Sumbawanga Cor. T9 unpaved.
Katanga Port access, unpaved.
Namanga Corridor, unpaved

Chapter 4
Road Sector
Dodoma-Mayamaya
44km (GOT)
Legend:
Under Construction
Paved
Unpaved
Source: TANROADS as of Sept. 2011
Figure 4.5: On-going Projects of Trunk Roads

(6) Project under Procurement
The list of projects under procurement as of September 2011 is shown in the following table.
4-22

Chapter 4
Road Sector
Table 4.8: Consultancy Services under Procurement

Road Section
KiaMererani Rd.
BwangaUyovu Section
Sibiti Br. and Approach Rd.
KyakaBugeneKasulo Rd.
Financier
GOT
GOT
GOT
GOT
(Lot 2) BugeneKasulo Section

IpoleRungwa Rd.
GOT
GOT
121
172
KidatuIfakaraLupilo
MalinyiLondoLumecha Rd.
MtwaraNewalaMasasi Road
Mwiti Br. (72 km) included
SameHimoMarangu Rd.
GOT
512
GOT
211
WB
93
MomboLushoto Rd.
Km
26
43
160
32
MtwaraMingoyoMasasi Rd.
WB
200
LusahungaRusumo Rd.
NyakasanzaKobero Rd.
WB
91
58
MafingaIgawa Rd.
WB
142
Remarks
Supervision of upgrading to bitumen standard
Supervision of upgrading to bitumen standard
Supervision of Construction
F/S, E/SIA, DD, Preparation of Tender
Documents for upgrading to bitumen std.
Same as above
F/S, E/SIA, DD, Preparation of Tender
F/S and Preliminary Design for upgrading to
bitumen standard.
F/S and E/SIA, DD and Preparation of Tender
F/S, Preliminary E/SIA, DD, and Preparation
of Tender Documents for rehabilitation to
bitumen std.
of Tender Documents for upgrading to
bitumen std.
bitumen std.
bitumen std.
of Tender Documents for rehabilitation.
Source: TANROADS
(7)
Project Implementation Challenges
The projects implementation challenges that TANROADS is facing, affect performance of

project progress. They are from the Financiers, Consultants (design and supervising) and
Contractors.
Delays caused by External Project Financiers
Lengthy procurement procedures, review and approval procedures often lead to delay in
providing No Objection for the procurement of various projects and in effecting payments to
Contractors/Consultants. Proposed remedial measure would be for the Development Partners to
channel their support through GBS and for MOF to establish a dedicated mechanism to ensure
prompt disbursement of funds to TANROADS.
Inefficiencies of Design and Supervising Consultants
There are, sometimes consultants problems related to roads and bridges engineering designs
during the implementation of projects. These include faulty survey data and inadequate
materials investigations. Poor performance of some Supervising Consultants lead to non or
delayed advice to the Client on issues with adverse effect to the projects implementation.
Inefficiencies caused by Contractors
Most Contractors show some weaknesses during the execution of their contracts. These include
slow mobilization of key equipment and staff, poor contract management, inadequate and aged
equipment and deployment of incompetent personnel. Many local contractors do not own
4-23

Chapter 4
Road Sector
necessary plant and equipment for road works. They depend on hiring. There are few equipment
hire companies in the country that do not suffice equipment needs.
4.1.5
Maintenance
Tanzania National Roads Agency (TANROADS) was established in 1997 under the Executive
Agencies Act and became operational on 1 July, 2000. The core business of the agency is the
development, maintenance and management of 33,495 km of roads made up of 12,197 km of
trunk roads and 21,298 km of regional roads as of June 2011. The Agency is also responsible
for managing the following three subsidiary businesses:
(1)
Central Materials Laboratory and 20 Regional materials Laboratories;

Weighbridges located at various points of the trunk roads; and
Equipment hire units located in Lindi, Mbeya, Tanga and Morogoro regions.
Maintenance of Trunk and Regional Roads
The 33,495 km of roads managed and maintained by TANROADS are composed of paved and
unpaved roads as shown in the following table:
Table 4.9: Paved and Unpaved Roads
Unit: km
Category
Trunk Roads
Regional Roads
Total
Paved
5,537
847
6,384
Unpaved
6,660
20,451
27,111
Total
12,197
21,298
33,495
Source: TANROADS
TANROADS current organisational set up consists of five directorates. These include planning,
projects, procurement and contracts, maintenance and business support services. The various
road maintenance operations are carried out through the respective Regional Managers with the
maintenance directorate being responsible for monitoring and support services.
The main responsibilities of the Agency in relation to the maintenance of the road network
include:
Road network maintenance planning (Strategic Plan)

Determination of annual road and bridge maintenance programmes,
Preparation of guidelines and procedures for maintenance works, supervision and
monitoring of the regions in the management of contracts,
Supervision of physical implementation of maintenance programmes in the regions,
Coordination of all maintenance works on the trunk and regional roads network in
accordance with the Agencys strategic and business plans,
Implementation of Axle load Control programme along the Trunk and Regional roads to
prevent overloading, and
Enforcement of the Road Act 2007 in relation to protection and safe use of National
Roads and the Road Reserve.
However, TANROADS has no systems of its own for the maintenance of its roads. The
Government has established a Road Fund whose funding is field user charge via the Ministry of
Finance and Economic Affairs as the main source of finance for road maintenance. The amount
of roads fund varies from year to year depending on how much is allocated and actually released
to TANROADS from the Roads Fund Board (RFB). For this purpose, every year, TANROADS
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Chapter 4
Road Sector
signs a Performance Agreement with the Roads Fund Board in which the obligations and rights
of each party, for the year, are provided.
(2)
Physical and Financial Performance (Roads Fund for FY 2010/11)
Road maintenance obligations of TANROADS can be categorized into eight groups, separately
for trunk and regional roads, and with physical and financial targets for each group.
The physical and financial performance up to the fourth quarter was assessed to be 88%
(Physical) and 85% (Financial) for trunk roads; and 99% (physical) and 84% (financial) for
regional roads when compared to annual targets.
Tables 4.10 and 4.11 show the performance of the main maintenance activities for trunk and
regional roads respectively.
Table 4.10: Trunk Roads Performance (4th Quarter FY 2010/11)
Physical
No. Maintenance Activity
Unit
Annual Plan
Achieved
1
Routine-paved
km
4,314
104%
2
Routine-unpaved
km
5,040
92%
3
Periodic maintenance paved
km
319
79%
4
Periodic maintenance unpaved km
512
99%
5
Spot improvement paved
km
8
58%
6
Spot improvement unpaved
km
64
115%
Subtotal
10,262
97%
7
Bridge prevention
Nos
1,087
91%
8
Bridge repairs
Nos
53
94%
Subtotal Bridge
1,140
91%
Overall Percentage
88%
Source: TANROADS Annual Report FY 2010/2011
Financial (million Tsh)

Annual Plan
Achieved
8,240
91%
6,493
108%
32,361
80%
9,319
91%
651
87%
918
93%
57,983
1,308
82%
2,812
62%
4,121
85%
Table 4.11: Regional Roads Performance (4th Quarter FY 2010/2011)

Physical
No. Maintenance Activity
Unit
Annual Plan Achieved
1
Routine-paved
km
730
97%
2
Routine-unpaved
km
17,093
95%
3
Periodic maintenance paved
km
68
93%
4
Periodic maintenance unpaved km
1,767
99%
5
Spot improvement paved
km
9
83%
6
Spot improvement unpaved
km
387
107%
Subtotal
20,055
96%
7
Bridge prevention
Nos
1,050
96%
8
Bridge repairs
Nos
79
113%
Subtotal Bridge
1,129
97%
Overall Percentage
99%
Source: TANROADS Annual Report FY 2010/2011
Financial (million Tsh)

Annual Plan
Achieved
914
104%
18,989
93%
16,220
64%
24,914
87%
431
93%
5,907
85%
67,377
83%
1,684
77%
8,402
91%
10,086
88%
84%
The relative low financial expenditure when compared to physical performance is attributed to
the time lag between receiving funds and payment of outstanding certificates especially the
funds received at the end of the financial year. Where physical targets have been exceeded is
due to revised maintenance programme during mid year review. The original annual plans
have been retained as contained in the signed Performance Agreement and this is causing the
performance to exceed 100%.
4-25

Chapter 4
Road Sector
Photo 4.23:
Compacting Earth Road by a Roller
Photo 4.24:
Upgrading to Bitumen Standard
Photo 4.25:
Small Scale Repair Work
Photo 4.26:
LB Maintenance Work of the Pavement
(3)
New Maintenance Activities by TANROADS
Performance-based Management and Maintenance of Roads (PMMR) 6 is a pilot

project covering a total of 1,076 km of unpaved roads located in Tanga, Mwanza and Rukwa
regions. The project consists of six contract packages whereby for each contract, a contractor is
required to assure certain pre-defined service levels at all times during five years of the
contracts. The six packages are: Package 1: Mwanza West (208 km); Package 2: Mwanza East
(139 km); Package 3A: Rukwa South (116 km); Package 3B: Rukwa North (115) km; Package
4: Tanga West (228 km) and Package 5: Tanga East (117 km).
Status of the Project
PMMR project implementation began in January 2008 for the packages in Mwanza and Rukwa.
Initial rehabilitation works of 320 km in Mwanza and 300 km in Rukwa were completed in year
2010 and now the roads are under full maintenance. The progress for the two regions of
Mwanza and Tanga is satisfactory.
In case of Tanga region, the works contract for Tanga East package was signed in January 2009
and works commenced in April 2009. For the Tanga West package the works contract was
signed in March 2009 and works started on July 2009. The performance of the Tanga West
package is satisfactory and for Tanga East package is poor.
The following are the notable achievements for packages with satisfactory performance:
TANROADS Paper for Fifth Infrastructure Review Meeting, August 2011
4-26

Chapter 4
Road Sector
Roads are maintained at all times with contractors available at site even for emergencies
Permanent reduction in travel times (in other cases by more than 50%)
Significant traffic increases on many roads as a result of acceptable road service levels
Increased passenger transport at lower fares as many buses are available hence
competition drives fares down
Reduced workload for Agency staff
Way Forward for PMMR Project

PMMR is a pilot project whose ultimate aim is to gather enough experience of running such a
project during its implementation period (five years) and later to replicate its method or
approach to all other regions.
TANROADS is now finalizing a review of the impacts of the pilot PMMR project so as to
recommend to the Government on the way forward i.e. whether to continue and roll out PMMR
to other regions or not.
Labour Based Technology
Labour-based methods are used in maintaining roads through contracts. The maintenance
activities undertaken in the regions have been accomplished through use of equipment and or
local labour. Local labourers employed were mostly from villages and community groups
adjacent to the roads.
(4)
Road Maintenance Challenges7
A number of challenges are experienced which have an impact on the road maintenance
operations and the overall performance of TANROADS. The external challenges include the
low capacity of the local construction industry and delays in disbursement of funds from the
Roads Fund. For the internal challenges, these include keeping supervising staff up to date in
contracts management skills; insufficiency of supervision staff and facilities and deficient axle
load control facilities. The challenges are elaborated as follows:
Low Capacity of the Local Construction Industry
Many contractors lack equipment and financial capital to execute major maintenance works.
Paved road works are particularly affected due to lack of specialized equipment for works
involving bitumen, even for small works. The effort on part of TANROADS includes improving
the packaging of contracts to sizes that could enable contractors to invest in equipment; and
guaranteeing payment to suppliers for loaned/hired equipment.
Contracts Management Skills among Supervising Staff
Training in project or contracts management and procurement is being provided continuously to
the staff mainly through courses offered within the country. Various development partners are
also assisting in this area and these include DANIDA, JICA, EU and World Bank.
Insufficient Supervision Capacities
The capacities for supervision in terms of vehicles and technical staff are still not enough to
effectively supervise all works sites on the roads. Shortage of technical staff is being
experienced in the regions. The issue is to fill vacant positions in the new organisational
structure that requires additional personnel coupled with deaths, dismissals, retirement,
TANROADS Paper for Fifth Infrastructure Review Meeting, August 2011
4-27

Chapter 4
Road Sector
resignations of permanent staff and relocation. Recruiting temporary staff is normally done to
bridge the gap.
Inadequacy of Axle Load Control
The current operations for axle load control are mainly concentrated on major corridors leaving
a number of roads without any kind of enforcement. Roads in regions without temporary or
permanent weighbridges are prone to damage due to overloaded vehicles and hence face rapid
deterioration.
TANROADS continues to evaluate the situation and plan accordingly for installation of
weighbridges within the allocated budget. The total numbers of operational permanent
weighbridges as of June 2011 stood at 25 and for mobile weighbridges at 17.
In the fourth quarter 2010/2011, a total of 684,600 vehicles were weighed throughout the
country; out of these, 167,310 vehicles were found overloaded which is 24.44%. Out of the
overloaded vehicles only 8,856 (1.30%) were overloaded beyond the permitted 5% and hence
were charged accordingly. As indicated above, about 98.67% of overloaded vehicles were
within the 5% this indicates that, most of vehicles are overloaded either due to shifting of cargo
or poor arrangement of the same within the vehicle.
Vandalism, Theft, Damage to Road Facilities
Traffic lights, streetlights, road signs, etc are knocked down frequently especially in urban areas.
Road furniture like road signs, guide rails, etc. are being vandalized /stolen along the roads.
4.1.6
(1)
Issues
Paved Ratio
The paved ratio of the trunk roads is 45%, and regional roads is 4% as of June 2011 (refer to
Table 4.2). The corridors that are almost fully paved either by asphalt pavement or asphalt
treatment are the Central Corridor, Dar es Salaam (TAZARA) Corridor, and the Tanga Corridor.
Other east-west and north-south corridors are partially paved or almost unpaved. Although the
paved ratio increased over the years, good condition of paved trunk roads is 77% and for
regional roads that is 45% respectively. On the other hand the 17% of unpaved roads for both
trunk and regional road conditions remain in the classification of poor conditions.
It is absolutely crucial to improve at least the trunk and regional network paved for the
economic development of the country. Unless trunk and regional roads are fully paved the
transportation costs continues to be high.
(2)
Improvement of Geometry
In order to provide safe, efficient and reliable transport of goods and passengers the road
geometry should be improved at some sections of the trunk and regional roads. There are some
sections that the vertical alignment (profile) does not satisfy the required length for overtaking
safely on some sections of the roads.
4-28

Photo 4.27:
Steep Horizontal Curve
Chapter 4
Road Sector
Photo 4.28:
Steep Slope with Short Sight Distance
According to the Road Traffic Act of 1973, the maximum allowable vehicle size is as follows:
Overall width is 2.6 m;

Overall height is 4.6 m from the road surface;
Overall length of rigid vehicle is 12.5 m;
Overall length of articulated vehicles is 17.0 m; and
Overall length of any combination of vehicles is 22.0 m.
Therefore it is necessary to provide at least 7 m of two-lane paved width for carriageway plus
0.5~0.75 paved verges on both sides of the road. It is also recommended to provide a paved
shoulder of 1.5~2.5 m on both sides for emergency parking of breakdown vehicles.
(3)
Lack of Service Facilities along the Major Corridors
As can be seen from the list of east-west the corridors especially from coastal areas to inland
Tanzania or neighbouring countries are long in distance, being more than 1,000 km. There are
towns and villages along the route of built-up regions. However, due to low density especially
along inland areas, service facilities that are usually provided in towns and villages such as
restaurants, markets, repair shops, fuel station and the like are very rare. Even north-south
corridors also pass through less populated areas or mountains.
In order to assure safety of traffic, efficient transportation, and comfort of drivers roadside
facilities are crucial. Such roadside facilities should be equipped with nice and clean toilets,
ample parking space, repair shop, fuel station, in some cases restaurants.
(4)
Upgrading from ST to AM (Hot Mix Asphalt Pavement)
Although the paved ration of the trunk roads is currently 45% this pavement includes both
asphalt mix and surface treatment (ST). Figure 4.4 Overall Paved and Unpaved Trunk Road
Conditions indicates the significant proportion of paved roads is the asphalt surface treatment
(ST), which evidently is less lasting especially when the traffic volume is high. It should be
important to increase paved ratio of both trunk roads and regional roads. The upgrading of the
quality of the paved roads should be implemented as well with a limited amount of budgets.
TANROADS puts emphasis on the rehabilitation work of such ST sections along the major
corridors and already started construction
(5)
Financial Sources for Infrastructure Development
The Road Fund Board (RFB) receives money from road users (as fuel levy) through the
Ministry of Finance and Economic Affairs. The Road Fund Board in turn distributes the money
4-29

Chapter 4
Road Sector
to implementing agencies for road maintenance and monitors the impact of the same. The
implementing agencies are TANROADS and Local Government Authorities through Prime
Ministers Office Regional Administration and Local Government (PMORALG). Although the
amount of budget for road maintenance since July 2007 increased substantially, upgrading and
maintenance are not satisfactorily done. It seems necessary to widen the financial sources from
other sources not limited to fuel levy and overloading charges.
(6)
Traffic Jam in DSM
According to the Dar es Salaam Transportation Master Plan, BRT system will be introduced
along major roads in DSM. Unless prior provision of an outer ring road, widening of existing
trunk roads, and grade separated structures of major intersections, BRT introduction may
worsen the traffic jam in the city area.
4.2
Road Haulage Industry
4.2.1
Current Conditions
The road transport is the major mode of transportation carrying over 90% of the passengers and
over 75% of the freight traffic in Tanzania. Tanzanias road network, however, presents some
challenges at times. Some of the unpaved roads often turn impassable in rainy season and might
be closed for traffic for considerable time.
(1)
Summary of Road Haulage
The Tanzanian economy is very dependent on the road transport due to the poor condition of
other modes of transport, especially the railway. The largest market sector of transport market in
Tanzania is inter-region freight, which accounts for about 75% of the total demand for road
haulage.
The freight companies transport agriculture input from Dar es Salaam to inland regions, where
agricultural products are transported from regional centres to processing centres and exports
warehouse. Thus, haulage demand is essential due to the needs for transport of harvested crops,
and inputs such as fertilizer and chemicals to match the growing season. The demands are also
high for transport of imported industrial commodities and consumer products.
On the other hand, international haulage is divided into two: to transit cargoes to neighbouring
countries and import/export cargoes to Tanzania through Dar es Salaam Port. The climate of the
international haulage business is mostly dependent on the handing capacities/efficiency of cargo
throughput in Dar es Salaam Port in comparison with the other international ports located in
neighbouring countries.
(2)
Summary of Road Haulage Industries
Over 95% of operators are private companies with public operators accounting for less than 5%.
Operators from neighbouring countries compete in the market for back-hauls. The international
operators tend to have larger fleet sizes and operate the largest vehicle configurations. It is
estimated that there are about 50 companies in the international market with fleets of 300 to 500
trucks.
The major national road transport association is Tanzania Truck Owners Association, located in
Dar es Salaam; number of membership counts approximately 270 operators, and additionally
more than 200 operators not belonging to the association.
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Chapter 4
Road Sector
Local and domestic operators tend to use smaller vehicles from 7 to 15 tonnes and numbers of
operators also have businesses outside the transport sector. There are a significant number of
owner-drivers with one vehicle, constantly competing for business at the low end of the market.
Major transport companies are required to install the capacity investment corresponding to the
request from cargo owners and the international standard requirement from global logistics
system. Some of international transport companies (e.g., the trucking company/fleet owner or
freight forwarder) have already installed electric tracking systems (e.g., GPS trucking system,
cargo tracing system, etc.) and can log on to the system via the internet using a secure password
to supervise the Truck movement/performance and obtaining the location updates.
(3)
Road Haulage Cost
The following table indicates the road haulage charge of the northern corridor through hearing
investigation with several private trucking companies. Generally the haulage charge is divided
by cargo types, container and break bulk. In addition, tariff systems are highly dependent on the
availability of return loads.
However, in reality, road haulage tariffs are deregulated and negotiable depending on road
conditions, length of haul, weight of load, and tariffs have reduced due to the use of larger and
more economic vehicles as well as from competition between operators.
Table 4.12: Examples of Land Haulage Charge
Route
MzuzuMbeya
LilongweMbeya
BlantyreMbeya
Break-Bulk Cargo (USD/tonne)

41
75
93
Container (USD/TEU)
613
1,138
1,400
Note: The charge of FEU is supposed to be double of TEUs charge in general.

The cost of land haulage in Tanzania is high, making Tanzania less competitive in the global
market and providing an obstacle for agricultural and industrial development, growth and
poverty reduction.
One of the reasons why land transport costs is high is because the police stop trucks frequently
along the way. In addition trucks spend considerable time at the weigh station. This condition
shows that trucks experience considerable delays due to police stops and weigh bridges. This
undoubtedly increases the cost of logistics in Tanzania. The following figure shows Police
Stop Zone on the main truck route.
4-31

Police
Zone
Chapter 4
Road Sector
Stop
Source: JICA Study Team, base map is sourced from UN website.
Figure 4.6: Location of Police Stop on Main Truck Route
Photo 4.29:
Weigh Station on RN
(4)
Photo 4.30:
Weigh Station Office
ICD (Inland Container Depot)
The entities that have a dry port or ICD in Tanzania are the Tanzania Port Authority, the
Tanzania Railway Company (TRC) and Private Transportation Companies (e.g., trucking
companies, freight forwarder, shipping lane, etc.).
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Chapter 4
Road Sector
The Tanzania Port Authority has sanctioned the development of a new container depot to help
reduce congestion at the port of Dar es Salaam. Many private companies are constructing new
ICD near the port of Dar es Salaam in these years.
Photo 4.31:
Private ICD under Construction
at Dar es Salaam Port 1
Photo 4.32:
Private ICD under Construction
at Dar es Salaam Port 2
Almost major transportation companies in Tanzania own ICD corresponding to both domestic
and international container facilities located in strategic points in Tanzania.
There are many private ICD in Mbeya and Morogoro currently. Mogoro is located 110km from
Dar es Salaam. Mbeya plays a strategic role as a logistics centre of the south-west region.
Mbeya is positioned as a gateway to SADC region as one of the strategic points of international
road haulage. In this respect, possibilities of working with the Spoornet (South African
Railways) are being explored to provide seamless rail service (i.e., complete train of engine plus
wagon) moving across all borders from Johannesburg by rail all through to Mbeya where cargo
will be transshipped on to road trucks to points in Malawi.
Otherwise, the Government plans to enhance existing ICD at Ilala (Dar es Salaam) and to build
new ICDs, one in Shinyanga and another in Mwanza. This project is financed by the Tanzanian
Government and Belgian Government support, and aims to reduce the turnaround time of
container wagons from the current 13.9 days to 9 days between loadings, and hereby contribute
to improve capacity to domestic transport and transit freight in Tanzania.
4.2.2
Issues and Findings
The following points show the current issues through the hearing investigation with several
private land haulage companies in Tanzania;
Non-tariff expense on the trucking route brings logistics cost to increase and efficiency
to decrease. Consequently international cargo owners or freight forwarders hesitate to
use the Tanzanian trucking route;
Checking procedure in ICD takes up too much time in Tanzania;
Rest facilities for truck driver and maintenance workshops of large truck are needed on
the logistics corridors, especially the corridor between Morogoro and Mbeya. ; and
Not only maintenance workshops but also technicians of truck maintenance are lacking
in comparison to the neighbouring countries. There exist educational courses or
academies of maintenance technicians for large trucks in South Africa whereas there are
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Chapter 4
Road Sector
no educational courses nor academy in Tanzania. Lack of truck maintenance capacity

reduces the competitiveness of international logistics business indirectly.
Source: OILCOM Tanzania Co., Ltd.
Source: OILCOM Tanzania Co., Ltd.
Photo 4.33:
Traffic Accident Site on the Corridor
Photo 4.34:
Effect of the Accident
in Road-Side Village
4-34

Chapter 5
Rail Sector
5.1
Network
5.1.1
Network Map (TRL and TAZARA)
Figure 5.1 presents a map showing the Tanzanian railway network.
Source: Tanzania Railway Limited
Figure 5.1: Map Showing the TRL and TAZARA Railway Networks
5-1
Chapter 5
Rail Sector

5.1.2
Chapter 5
Rail Sector
TRL
The Tanzania Railway Limited (TRL) network has a track gauge of 1,000 mm (metre gauge)
and comprises seven lines with a total route length of 2,724 km (see Figure 5.1). Of this
network, three lines are not currently in full operation: (i) the Mruazi JunctionArusha section
of the Tanga-Arusha Line due to floodwater damage to structures; (ii) the Mikumi Line, from
which services were withdrawn by Rail India Technical and Economic Services (RITES) in
2008; and (iii) the Singida Line, which was formerly used occasionally to transport wheat, but is
now completely out of operation. The Link Line (which provides access to the Tanga Line) is
understood to be operated occasionally.
5.1.3
TAZARA
The Tanzania Zambia Railway Authority (TAZARA) operates a line with a track gauge of
1,067 mm (Cape Gauge) running from Dar es Salaam in Tanzania to New Kapiri Mposhi in
Zambia, a distance of 1,860 km, 975 km of which is in Tanznia and 875 km in Zambia. It is
physically interlinked to the Railway System of Zambia (RSZ) at New Kapiri Mposhi and
through this link to the 11 railway networks of the Southern Africa Development Community
(SADC) with a common (1,067 mm) gauge. The TAZARA Line interfaces with the TRL
network in Dar es Salaam Port, as well as at Kidatu (terminal station on the Mikumi Line, now
not operating).
5.2
Trends in Demand and Capacity
5.2.1
TRL
(1)
Demand
Data received from TRL indicate that the total freight tonnage handled on the TRL network
grew at a rate averaging 7.6% per annum between 2001 and 2003. The tonnage handled in 2003
(1,564,489 tonnes) in fact represented a peak, since in subsequent years the total freight tonnage
fell sharply. During the three years preceding the start of the RITES concession (20042006), it
decreased at a rate averaging 19.6% per annum, and during the term of the RITES concession
(20072010), it fell at an even faster rate, 25.1% per annum. The freight tonnage hauled by
TRL in 2010 (256,190 tonnes) represented only 16.4% of the tonnage hauled in the peak year.
The overall trend by traffic segment is shown in Figure 5.2.
In the peak year, when operating conditions might be described as normal, domestic freight
accounted for nearly two-thirds of all freight carried by TRL and seven commodities (general
cargo, petroleum products, cement, maize, sugar, grain, and cotton) accounted for 82% of
domestic volume. Freight hauled on behalf of transit customers and the World Food Programme
(WFP) accounted for 28% of total freight tonnage.
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Chapter 5
Rail Sector
1600000
1400000
1200000
1000000
Freight Tonnes,
per year
800000
600000
400000
200000
Arrival of RITES
(October 2007)
Other freight tonnage
Departure of RITES
(August 2011)
447436
128776
111712
103100
38520
32340
33360
49920
35160
WFP
95382
108701
78115
66994
34086
61560
81080
7212
Transit down
50937
54218
36149
11096
10558
8682
863
180
Transit up
291827
311772
248972
162420
112460
127589
131253
52214
826256
988771
997567
858658
765272
534771
388137
244654
190377
161424
Domestic freight tonnage
Source: Chief Commercial Manager, TRL (October 2010)
Figure 5.2: TRL Freight Tonnage Trend, 20012010

The trend in number of passengers and passenger-km on the TRL network is shown in Figure
5.3. Unfortunately, passenger data were not available for the same time span as given for freight
in Figure 5.1. However, in 2010, the data indicate a sharp drop in the passenger indicators as
compared with the two preceding years (2008 and 2009). The number of passengers in 2010
reflects a drop of nearly 50% over the corresponding number in 2009. At the same time, the
average trip distance (calculated as the division of passenger-km by passenger volume) declined
from 707 km in 2008 to 695 km in 2009 and 516 km in 2010.
600000
500000
400000
Passengers/
Passengerkm ('000)
300000
200000
100000
0
Passenger No.
Passenger-km ('000)
2008
458846
2009
543001
2010
290358
324412.373
377184.2
149870.616
Source: Chief Commercial Manager, TRL
Figure 5.3: TRL Passenger and Passenger-km Trend, 20082010
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(2)
Chapter 5
Rail Sector
Capacity
The sharp decline in the traffic of TRL since 2003 is almost wholly attributable to a severe
shortage of locomotives, which has arisen as a result of TRL being deprived of adequate funds
to purchase the spare parts needed to carry out major F overhauls on its mainline and shunting
locomotive fleets. As a result, TRL has had to defer most of these required, leading to
unacceptably high rates of in-service failure and poor rates of availability. The lack of
locomotives for revenue-earning service has in turn resulted in train cancellations and a loss of
customers, many of whom have had to invest in trucks in order to meet their transport needs.
The current situation concerning locomotive availability is shown in Table 5.1. Of a total of 27
working mainline locomotives, only 12 on average are now available per day for operation.
Table 5.1: Locomotive Availability Position as at 24 October 2011
Locomotive class
Horsepower
Total fleet
Working fleet (no,)
Defective (No.)
Average number
% Working fleet
available per day available
(as at 24/10/2011)
50.00%
50.00%
50.00%
0.00%
44.44%
66.67%
33.33%
50.00%
45.45%
44.74%
Note: Class 88U locomotives are Class 88 locomotives which were upgraded in India during the period of the RITES
concession.
Source: Acting Chief Mechanical Engineer, TRL
73
88
88U
89
Sub-total (mainline)
37
64
65
Sub-total (shunting)
Total
1,150
1,880
2,150
2,000
10
26
2
6
44
10
12
2
3
27
3
6
2
11
38
0
14
0
3
17
5
6
1
0
12
2
2
1
5
17
This compares with an average of 23 available mainline locomotives a year ago (October 2010)
and 27 in January 2010. Obviously, the situation is deteriorating rapidly and if not corrected
very soon, could result in a total suspension of service.
The effect of the reduced locomotive availability on freight traffic generation can be determined
from the net availability position, after allowing for assignment of mainline locomotives to
other tasks, as shown below:
Gross number of available mainline locomotives per day:
Less number required for passenger service:
Less number required for banking of trains on heavy grades:
Less number required for work trains (movement of sleepers, ballast, etc):
Gives net number available for moving freight:
12
3
1
2
6
It can be shown that a reliable locomotive with a 75% rate of availability can be expected to
haul 26,000 tonnes of freight per year (see the calculations in Table 5.2, following this
paragraph). If only six locomotives per day can be made available for this task, the maximum
freight volume that can be handled by TRL would stand at only 156,000 tonnes per year. This
number compares with an achieved freight volume of 256,190 tonnes in 2010, indicating the
extent of the deterioration in freight haulage capacity within the space of only one year. Based
on advice given by the Acting Chief Mechanical Engineer of TRL, the number of wagons
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Chapter 5
Rail Sector
available every day (638) is sufficient to transport 621,000 tonnes of freight per year, so that the
wagon fleet is not expected to impose capacity constraints in the immediate future.
Table 5.2: Calculation of Annual Freight Haulage Capacity
for a Reliable Locomotive
Assumed operating days per year
Assumed availability rate for reliable locomotive
= available days per year
= available hours per year
365
75%
273.75
6570
If hauling freight trains to Kigoma:

Assumed average speed (km/hour)
Distance (km)
Assumed loading/unloading time (hours)
Average train configuration (no.wagons)
Average payload per wagon (tonnes)
Average trainload (tonnes)
Average transit time (hours)
No.of round trips per year
Average freight haulage capacity per loco, tonnes per year
14
1250
12
20
40
800
89.28571
32.433
25946.4
Source: Consultants estimate
5.2.2
(1)
TAZARA
Demand
During the past three years, the total freight tonnage transported on the TAZARA Line
increased at a rate averaging 18.1% per annum, from 383,055 tonnes in 2008/09 to 533,964
tonnes in 2010/11 (Figure 5.4). Since the 2008/09 volume was depressed as a result of the
global economic downturn, much of this growth reflected a recovery to prerecession tonnage
levels. The year-on-year freight volume growth between 2009/10 and 2010/11 was only 2.1%.
The slight improvement in 2010/11 was attributed to the success of the locomotive
rehabilitation programme of the Mbeya workshops in improving the overall availability and
reliability of the locomotive fleet. 1 The freight volume transported in 2010/11 is still below the
average of 600,000 tonnes per annum achieved over the past 10 years.
By comparison with TRL, TAZARA appears not to have suffered nearly as dramatic a decline
in its freight volume. It achieved its peak freight volume of 1.2 million tons per annum as long
ago as 1986, suggesting a steadier decline in freight volume over a longer period than was the
case with TRL. It remains to be seen whether the measures being taken to relieve the shortages
of locomotives and rolling stock will result in a traffic revival.
Except for 2008/09 when export freight volumes were depressed as a result of the global
economic downturn, it can be seen that export and import freight volumes are reasonably
balanced (in 2010/11 accounting for 47% and 44% respectively of total freight volume).
TAZARA, Rail Sub-Sector Review Paper for the 5th Joint Infrastructure Review (JISR), October 2011.
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Chapter 5
Rail Sector
900000
800000
700000
600000
Tonnes, tonne-km
(thousand)
500000
400000
300000
200000
100000
0
Exports
Imports
Local (T)
Local (Z)
Total
tonnes
2008/2009
140,532
214,337
25,861
2,325
383,055
(Tonne-km
in
thousands)
487,000
2009/2010
230,173
203,810
87,997
986
522,966
782,000
2010/2011
250,116
226,808
55,769
1,271
533,964
818,000
Source: TAZARA
Figure 5.4: TAZARA Freight Tonnage Trend, 2008/092010/11

As may be inferred from Figure 5.5 and Figure 5.6, about 80% of TAZARAs export volume
and about 60% of its import volume is accounted for by Zambia. The Democratic Republic of
Congo (DRC) is the second most important source of export volume, while Malawi has
overtaken the DRC as the second most important destination for import volume.
300,000
250,000
250,000
200,000
200,000
Metric tonnes
per year
Metric tonnes per

150,000
year
100,000
150,000
100,000
50,000
50,000
0
0
2008/2009
157,932
2009/2010
114,123
2010/2011
136,445
DRCongo
27,740
30,509
32,045
Malawi
22,687
50,982
57,908
5,978
8,196
410
214,337
203,810
226,808
Zambia
2008/2009
112,907
2009/2010
179,032
2010/2011
201,705
Zambia
Tanzania
27,033
27,287
23,038
DRCongo
592
23,854
25,373
Tanzania
140,532
230,173
250,116
Total
Total
Source: TAZARA
Source: TAZARA
Figure 5.5:
Trend in TAZARA Export Volume
Figure 5.6:
Trend in TAZARA Import Volume
In 2010/11, copper accounted for 83% of Zambian export volume transported by TAZARA,
Manganese export volume was growing about three times as fast as copper volume and already
accounted for 16% of TAZARAs total export freight volume from Zambia.
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Chapter 5
Rail Sector
Between 2008/09 and 2010/11, TAZARAs freight tonne-km increased by more than two-thirds,
from 487 million to 818 million, and the average haul distance by more than 20%, from 1,271
km to 1,532 km.
The trend in the number of passengers and passenger-km on the TAZARA Line is shown in
Figure 5.7. In 2009/10 there was a substantial drop in the number of passengers originating at
both Tanzanian and Zambian stations. This was attributed to locomotive shortages as well as to
the poor state of the passenger rolling stock as a result of deferred maintenance due to financial
restrictions. While the Zambian passenger volume had recovered by 2010/11, the Tanzanian
passenger volume continued to decline. In 2010/11 the total passenger volume, which stood at
786,759 passengers, was still less than 80% of the volume in 2008/09.
1,000,000
900,000
800,000
700,000
600,000
Passenger
no./passenger500,000
km ('000)
400,000
300,000
200,000
100,000
0
Tanzania
Zambia
Passenger
-km ('000)
225,140
Total
Passenger
No.
996,548
2008/2009
771,408
2009/2010
2010/2011
574,799
192,267
767,066
306,000
549,869
236,890
786,759
300,000
286,000
Source: TAZARA
Figure 5.7: TAZARA Passenger Volume and Passenger-km Trend,

2008/092010/11
(2)
Capacity
As is the case with TRL, TAZARA faces serious shortages of locomotives and rolling stock due
to high rates of in-service failure and poor rates of availability, caused by deferred maintenance,
which is in turn the result of an insufficient budget to purchase spare parts. Nearly half of all
mainline locomotives on the register are more than 25 years old, and many of these have missed
their scheduled overhauls by several years.
Data supplied by the TAZARA Mechanical Engineering Department and excerpted in Table 5.3
shows the disposition of the operational fleet of mainline and shunting locomotives, as at 4
October 2004.
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Chapter 5
Rail Sector
Table 5.3: TAZARA Locomotive Availability Position as at 4 October 2011

Locomotive
make/model
Horsepower
Operational
No. out of
Average number % Working fleet
fleet (no,) service, awaiting available per day available
spare parts
(as at 04/10/2011)
3,000
14
CKD
2,900
4
DFH2R
2,000
3
DFH1R
1,000
2
Sub-total (mainline)
23
CK6
1,000
6
Sub-total (shunting)
6
Total
29
Source: TAZARA Mechanical Engineering Department
U30C (DE)
7
2
2
0
11
3
3
14
7
2
1
2
12
3
3
15
50.00%
50.00%
33.33%
100.00%
52.17%
50.00%
50.00%
51.72%
Currently, TAZARA has an operational fleet of 23 locomotives, of which only 12 on average

are available every day for revenue earning and service trains. The balance (11 locomotives) is
out of service awaiting the supply of spare parts necessary for repairs and overhauls. It has been
estimated that 28 mainline locomotives are needed to fully satisfy daily demand,2 which would
suggest that train cancellations and loss of traffic are frequent outcomes. The locomotive supply
situation was relieved slightly with the completion of overhauls on 13 mainline locomotives at
the Mbeya Workshops in August 2011, but at current availability levels it is unlikely that
freight and passenger traffic can increase much beyond the level achieved in 2010/2011.
Wagon availability also imposes a severe constraint on capacity. Of a total of 2,260 wagons in
the inventory, only 1,390 (61%) are working and 870 are defective. Of the latter, only 494 are
repairable. Many of the operating fleet of 1,390 wagons are unreliable and prone to in-service
failure due to deferred maintenance and resulting problems of excessive wear of bearings and
other components.
As a result of deferred maintenance, the fleet of 119 passenger coaches is in poor technical
condition and therefore prone to in-service failure. This is reported to have been partly
responsible for the downturn in passenger traffic that was experienced in 2009/10.
Recently, TAZARA has attempted to relieve critical shortages of locomotives and rolling stock
by applying internally generated funds to:
Overhaul 13 mainline locomotives at its Mbeya Workshops (programme completed in

August 2011); and
Rehabilitation of dilapidated passenger coaches, with the allocation of USD 8,000 every
fortnight for this purpose.
These initiatives have resulted in a slight improvement of the situation, but at current
availability levels it is unlikely that freight and passenger traffic can increase much beyond the
level achieved in 2010/2011.
A further improvement is expected to result from the receipt during 2011 of a soft loan from
China in the amount of USD 39.9 million that will cover:
purchase of six new 3,000 horsepower (HP) locomotives, the rehabilitation of 9 more,
and the purchase of 90 new freight wagons;
TAZARA (2011).
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Chapter 5
Rail Sector
rehabilitation of four cranes and two rescue cranes;

purchase of raw materials for rail underlining bars;
purchase of spare parts for 1,200 wagons; and
employee training.
5.3
Infrastructure and Operation (including Rail Related ICD and

Transshipment Facilities)
5.3.1
TRL
(1)
Track and Structures
The major part of the TRL network is laid in lightweight rail of 56.12 lbs per yard, or less, much
of it dating back to the German colonial era. The distribution of route length by rail weight on
the network is given in Table 5.4.
Table 5.4: Distribution of Route-km by Weight of Rail
Line
45
Central
Mwanza
Mikumi
Mpanda
Link Line
Tanga-Moshi
Moshi-Arusha
Singida
Total
% of Total route-km
Weight of rail in lbs per yard

50
55
56.12
60
555
112.9
84
71
43
24
59
9
80 Total Km
283
378
416
101
352
35
86
22
198.9
7.3%
177
6.5%
93
43
1.6%
740
27.2%
1114
451
40.9% 16.6%
1254
378
108
242.9
188
352
86
115
2723.9
100.0%
Source: TRL Civil Engineering Department
The maximum axle load allowable on the network is 16 tonnes, but this applies only to those
parts of the network which are laid in heavier (60 lbs per yard or more) rail. Those sections laid
in rail of 56.12 lbs per yard are capable of accepting the heaviest locomotive (the Class 88 with
an axle load of 13.7 tonnes), while the sections laid in rail lighter than 56.12 lbs per yard are
restricted to the operation of lighter locomotives (e.g., the Class 73, with an axle load of 12
tonnes).
Throughout the network, track is laid on steel sleepers, some of them also dating back to the
German colonial era, pre-World War I.
There are approximately 5,200 bridges on the network, 2,300 of them with a span of 2 m or
more. A soft copy of the Bridge Register, last updated in 2006, was given to the JICA Study
Team. No bridge rehabilitation has been undertaken since 2006 (i.e., the year the RITES
concession was granted), but except for some bridges damaged by floodwaters in the past two
years, most are understood to be in good condition. This was confirmed during track inspections
carried out in October 2011 on the Central and Mwanza lines by the JICA Study Team.
A review of track condition during the inspections carried out in October 2011 resulted in the
following findings:
Central Line (1,254 km): excellent 416 km (80lb/yd rail section), fair 283 km (60 lb/yd
rail section), poor 466 km (56.12 lb/yd rail section), and very poor 89 km (56.12 lb/yd
rail section);
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(2)
Chapter 5
Rail Sector
Mwanza Line (378 km, 60 lb/yd welded rail): fair 338 km and poor 40 km;
Mikumi Line (108 km): No operation due to damage to track structure by flooding; the
MikumiKidatu section (40 km approx.) seems operable.
Signals and Telecommunication
There is almost no signaling left on the TRL network. Previously, there was a system of
semaphore signals at all stations, but the components of this system, including pulleys, masts,
and wires were stolen. Today, there is no signaling system to assist station masters (SMs) in
controlling trains. A system of written train orders backed up by telephone communication
between SMs at different stations is the only form of safe working in use currently. On the TRL
network, points are controlled by SMs.
From Dar es Salaam to Dodoma there is no communication with trains, but between Dodoma
and Tabora, station masters can communicate with trains via high frequency radio.
If the budget were available, the Signals and Telecommunications Engineer would want to
install a GPS-controlled block system of the type currently operating in Zimbabwe. This system
is cheap, effective, and not subject to pilferage.
(3)
Workshops
The JICA Study Team inspected workshops and running depots at the following locations:
Dar es Salaam, TRL carriage and wagon workshops;

Morogoro, TRL locomotive workshops;
Tabora, TRL locomotive running shed;
Kigoma, TRL locomotive and wagon running depot; and
Mwanza South, TRL locomotive and wagon running depot.
None of the above listed TRL facilities appeared to have any problems with the supply,
functioning and maintainability of their equipment. However in Dar es Salaam, Morogoro and
the various TRL running depots visited, the critical shortage of spare parts was identified as the
single most persistent factor preventing an adequate supply of locomotives to work trains.
Additionally, a recurring serious shortage of diesel fuel (as a result of budgetary restrictions)
was reported by the Assistant District Mechanical Engineer in Tabora.
(4)
ICD and Other Rail Related Transshipment Facilities
The JICA Study Team inspected TRL and TAZARA rail access tracks in Dar es Salaam Port as
well as rail access facilities at Kigoma and Mwanza Ports.
In Dar es Salaam Port, TRL access is from the north and TAZARA is access from the south.
Three TRL tracks were observed to run along the berth face adjacent to Berths 38. There was
no activity or rolling stock on these tracks at the time of the teams visit. TAZARA access is
provided in the form of two tracks serving the warehouse area and one track serving the
container stack behind Berths 38. At the time of the teams visit, several rakes of covered and
open wagons were seen to occupy tracks in front of the copper handling warehouse, while in the
tracks adjacent to the container stack, urea was observed being loaded onto trains for movement
to Zambia. Security in the copper handling warehouse was noted to be strictly applied.
In the case of Kigoma and Mwanza Ports, there appeared to be no problems with rail access, but
there was an almost total absence of railway activity at these locations, owing to ongoing lack of
traffic due to ongoing problems with locomotive availability. Mwanza Port is equipped with a
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Chapter 5
Rail Sector
link-span bridge for the loading/off-loading of wagons to/from the rail-deck roll-on/roll-off
(RORO) ferry plying between Mwanza and Kampala, Uganda.
During its track inspection of the Mwanza Line, the JICA Study Team visited inland
container/clearance depot (ICD) facilities at Shinyanga and Isaka.
Shinyanga Dry Port is intended to handle cargo for domestic destinations including imported
containerised and break-bulk cargo transported under bond from Dar es Salaam Port. So far, it
has handled no cargo (due to locomotive shortages and an absence of cargo transported by rail).
Isaka ICD, on the other hand, is intended to handle transit cargo to/from Rwanda and Burundi.
Why both of these activities could not be undertaken at a single facility was not
immediately obvious to the Railway Team. Reli Assets Holding Company (RAHCO) is the
owner of both facilities and leases them out to TRL for operation.
Shinyanga Dry Port (Km 197) is a new facility, constructed over a period of eight months
ending in December 2010, but which thus far has yet to start operation. It has one track of 140
m for wagons carrying containers and another of the same length for wagons carrying
break-bulk cargo, a bonded warehouse with a 35 m platform (can discharge two wagons at a
time) and a small container yard. The container yard was reported as having a pavement depth
of 30 cm, which would make it suitable for reach-stacker operation. At end October 2011, TRL
dry port management personnel were expecting to take delivery of 2 reach-stackers for
container lifting in the container yard and four small forklifts for operation in warehouse.
Currently, maize from Mpanda is offloaded at Shinyanga for local consumption, but unloading
happens in the station yard. It is understood that four trains per week are received at Shinyanga
two from Mpanda and two from Dar es Salaam.
The Isaka ICD was constructed in the early 1990s. It incorporates one container track (with
space for 11 wagons), one platform track for break-bulk cargo, a bonded warehouse with a
capacity of 3,000 tonnes of cargo, and a container yard with an area of 12,350 square metres and
capacity for 360 TEUs stacked two-high. In the container yard, there is a 42-tonne capacity
reach-stacker (Fontuzzi) equipped with a spreader for container lifting and a 36-tonne capacity
Piacenza toplifter equipped both with spreader for loaded container lifting and heavy duty forks
for empty container lifting. At the time of the teams visit, both items of equipment were idle
due to a lack of traffic at the ICD. Other equipment, also observed idle in the container yard,
included 5- and 3-tonne forklifts, a Unilok shunting tractor that can pull up to three empty
wagons, and a Wiedemar tractor that can pull 40 tonnes. Previously, 37 or 64 class locomotives
were made available by Tabora for shunting of the ICD, but shunting is now performed with the
ICDs own equipment when traffic is available.
In the entire month of October 2011, the ICD had handled only 674 tonnes of break-bulk cargo
(comprising 428 tonnes of wheat from Bakhresa; 176 tonnes of fertilizer; and 70 tonnes of WFP
cargo). During the same period, the ICD handled only 4 20 ft containers, carrying cement
from Tanga. Bakhresa cargo was offloaded from 52 covered goods wagons, each carrying 40
tonnes.
The JICA Study Team has concluded that no improvements to these ICD facilities will be
necessary during the short to medium term, although strong consideration should be given to
their combination or rationalization.
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(5)
Chapter 5
Rail Sector
TRL Operations
Due to the lack of traffic caused by a lack of locomotives, very few trains are currently operated
on TRL lines:
On the Central Line, approximately two passenger trains and two freight trains are
operated in each direction per week between Dar es Salaam and Kigoma;
On the Mpanda Line, two passenger trains operate in each direction per week between
Mpanda and Dar es Salaam, while on the Mpanda and Mwanza lines, two freight trains
operate in each direction per week conveying maize from Mpanda to Shinyanga and
Mwanza; and
On the Central and Mwanza lines, two freight trains in each direction per week operate
from Dar es Salaam to Shinyanga and Mwanza, conveying cement and wheat loading
(the latter for Uganda).
On track laid with light rail, speeds are restricted to 2530 kph and on the Mpanda Line only
lighter locomotives (of the 73 class) are permitted to operate.
The standard freight train configuration consists of 20 wagons hauled by a single locomotive,
with a gross trailing load of 800 tonnes. Train length is determined by the length of crossing
loops and sidings, which are usually no longer than 450 m. In the steep track section of the
Central Line between Makutupora (Km 546) and Aghondi (Km 610), an additional locomotive
is provided for the banking of westbound trains.
5.3.2
(1)
TAZARA
Track Structure
The whole section of the TAZARA line is laid in 80 lb per yard rail on pre-stressed concrete
sleepers. However, the JICA Study Team had no chance to inspect the track condition of
TAZARA line except at Kidatu station where transfer facilities were provided between TRL and
TAZARA lines.
(2)
Workshop
The team inspected the TAZARAs locomotive and rolling stock workshop in Dar es Salaam.
The TAZARA workshop in Dar es Salaam, unlike that of TRL, was found to be experiencing
significant problems with the maintainability of its equipment, many items of which were
imported from China many years ago and are now out of order (e.g., testing equipment for
locomotive fuel injectors).
5.4
Future Traffic Demand Scenarios
5.4.1
TRL
Guidelines recently offered for the direction of the Master Plan suggest that gross freight
tonnage in Tanzania in 2030 will be roughly four times the current amount, if an economic
growth rate of at least 5% is achieved. It was acknowledged that, given the recent decline in
freight carried by rail, the railways will first have to recover their lost freight volumes before
they can pursue the 2030 fourfold volume target.
In the case of TRL, last years freight volume, 256,190 tonnes, was only 16% of what it was in
the peak year of 2003. It is unrealistic to assume that TRL will in the short term be able to
recover to its peak year volume of more than 1.5 million tonnes.
5-12

Chapter 5
Rail Sector
The JICA Study Team has received from TRL a proposal for the heavy overhaul of 6 mainline
locomotives and 7 shunting locomotives, as well as for the re-manufacturing of another 7
mainline locomotives. The total cost of the overhaul programme will be about USD 5.3 million
and the re-manufacturing will cost another USD 12.6 million. At best, the overhaul programme
will make available for traffic an additional 9 mainline locomotives (6 plus 3 released from
shunting duties) and will provide capacity for haulage of an additional 234,000 tonnesin other
words, not quite a doubling of last year's tonnage. Re-manufacturing would add another 182,000
tonnes, which would bring TRL back to a capacity of around 670,000 tonnes of freight per annum,
which volume would still be less than that handled in 2006 (the year preceding the advent of
privatization).
Of course, there are other short-term rehabilitation initiatives, such as re-railing of the Mpanda
Line, which we will be assessing as a means of increasing freight tonnage capacity. However, at
best it appears likely that TRL freight tonnage will only recover to a level that is about half its
peak-year level. This then should be the starting point for the application of long-term growth
assumptions. However, it should first be determined whether customers who switched to road
transport after the RITES debacle will automatically return to rail once it can again provide
service, or whether they will require other inducements.
5.4.2
TAZARA
The JICA Study Team is awaiting materials from TAZARA.
5-13

5-14
Chapter 5
Rail Sector

Chapter 6
Chapter 6
Other Modes and Facilities
6.1
Airports/Air Transport
6.1.1
General
Tanzania is a vast country with diverse habitats and wildlife surrounded by mining and tourism
industries. The country, however, has limited accessibility to distant and remote areas. Among
the different transport modes, air transportation plays a significant role to ensure sustainable
access to cities and markets for passengers and freight such as perishable and valuable goods.
Tanzania has a total 368 aerodromes, which consist of airports and airstrips, of which 58 are
managed by the Tanzania Airports Authority (TAA) on behalf of the government and the rest by
other entities. The Kilimanjaro Airports Development Corporation (KADCO) operates the
Kilimanjaro International Airport, while the Revolutionary Government of Zanzibar is
responsible for Zanzibar International Airport and Pemba airport. Figure 6.1 shows the major
airports in Tanzania.
Source: TAA
Figure 6.1: Major Airports in Tanzania
6-1

Chapter 6
The Aeronautical Information Publication (AIP) contains aerodromes information in Tanzania,

including categorization of each airport into categories A, B, C, D and E. Primary international
aerodromes are under Category A; secondary international aerodromes under Category B; and
public and private aerodromes are under Categories C, D, E. Aerodromes in Tanzania are
categorized as follows:
Category A (3)
: Julius Nyerere International Airport (JNIA), Kilimanjaro

International Airport (KIA) and Zanzibar International Airport
Category B (10)
: Dodoma, Kigoma, Mbeya, Mtwara, Musoma, Mwanza, Ngara,

Pemba, Tabora, Tanga airports
Category C, D (41) : Arusha, Bukoba and 39 other aerodromes
Category E
: Other small aerodromes
TAA also classified four types of airport according to strategic location for development, which
are listed as follows:
Type 1/ International (4)
JNIA, KIA, Zanzibar and Mwanza
Type 2/ Strategic (4)
Arush, Lake Manyara, Mafia and Ngara
Type 3/ Major Domestic (14) :
Type 4 Small
6.1.2
Bukoba, Dodoma, Kigoma, Lindi, Mbeya, Mtwara,

Musoma, Mwanza, Shinyanga, Songea, Songwe,
Sumbawanga, Tabora, and Tanga
36 small airports
Overall Situation
Air traffic in Tanzania has been moderately growing in the past years. Aviation traffic features
in Tanzania such as aircraft movement, cargo tonnage and passenger volume, which were
acquired from TAA, are shown in Figure 6.2.
The air transport traffic in TAA airports has constantly increased from 2003 to 2010, in terms of
passengers and aircraft movements, while the cargo volume has not constantly increased over
the said period. Cargo tonnage decreased by 3% between 2009 and 2010. On the other hand,
passenger volume has grown by 108% between 2009 and 2010, with the increase of
international and domestic flights by 112% and 106%, respectively.
International
Domestic
Others
International
Domestic
Others
International
Domestic
Others
(tons)
140,000
2,500,000
45,000
40,000
120,000
2,000,000
35,000
100,000
30,000
1,500,000
80,000
25,000
20,000
60,000
1,000,000
15,000
40,000
10,000
500,000
20,000
5,000
0
2003 2004 2005 2006 2007 2008 2009 2010
Year
Aircraft Movement
0
2003 2004 2005 2006 2007 2008 2009 2010
Year
Passenger Volume
2003 2004 2005 2006 2007 2008 2009 2010

Year
Cargo Tonnage
Source: TAA
Figure 6.2: Aviation Traffic Features of Airports in 20032010 Managed by TAA
6-2

6.1.3
Chapter 6
Current Situation of Major Airports
The JICA Study Team investigated and collected information and data from major airports,
which were selected based on discussions with TAA and Tanzania Civil Aviation Authority
(TCAA). Major airports in Tanzania are selected according to the top five airports with the
highest cargo tonnage and passenger volume in 2010. The airports chosen were JNIA, KIA,
Mwanza, Arusha and Kigoma. Zanzibar International Airport was not included as it is outside
the scope of the project. The current characteristics of the major airports are listed in Table 6.1.
Table 6.1: Current Characteristics of Major Airports
No
1
2
3
4
5
6
Airport
JNIA
KIA
Mwanza
Arusha
Kigoma
Mtwara
Elevation
(m)
55.5
894.3
1147.7
1387.8
823.5
113.2
Runway Length and

Width (m)
3000 46, 1,000 30
3607 45
3300 45
1620 30
1767 30
2258 30, 1,158 30
Cargo
(ton)
19,675
3,098
2,419
813
138 (2009)
124
Passenger
(thousand)
1,556
477
227
19
28
28
Aircraft
Movements
62,620
16,640
14,118
19,460
1,645
1,954
Source: AIP, TAA
(1)
JNIA
JNIA serves as the gateway for international air traffic and hub for domestic airports at Dar es
Salaam City in Tanzania, which is located about 10 km from the city centre. JNIA is situated at
an altitude of 55.5 m MSL with two runways, two passenger terminal buildings and related
airport facilities. The main runway has a precision classified under Category I (CAT-I). Figure
6.3 shows the image of JNIA Terminal II.
Figure 6.3: View of JNIA Terminal II from Control Tower

JNIA is positioned for growth in the aspect of Tanzanias economy, as well as foreign currency
income. In 2010, JNIA had 60% of its total passenger traffic from international flights and 40%
from domestic flights. Furthermore, JNIA had 50% of the total flights in Tanzania in 2010.
6-3

Chapter 6
The aviation features of JNIA from 2003 to 2010 constantly increased, as shown in Figure 6.4.
International
Domestic
Others
Total
International
Domestic
Others
Total
International
Domestic
Others
Total
(tons)
70,000
1,800,000
25,000
1,600,000
60,000
20,000
1,400,000
50,000
1,200,000
15,000
40,000
1,000,000
30,000
800,000
10,000
600,000
20,000
400,000
10,000
5,000
200,000
0
2003 2004 2005 2006 2007 2008 2009 2010
Year
Aircraft Movement
0
2003 2004 2005 2006 2007 2008 2009 2010
Year
Passenger Volume
2003 2004 2005 2006 2007 2008 2009 2010

Year
Cargo Tonnage
Source: TAA
Figure 6.4: Aviation Traffic Feature of JNIA in 20032010

Major Airport Facilities
Table 6.2 shows the outline of airside civil facilities of JNIA.
Table 6.2: Major Facilities of JNIA
Item
Principal Feature
Runway
Taxiway
Aircraft Parking
Apron
Approach and Runway
Lighting
Source: AIP
Name
Name
Operation
Code
Location
Description
Julius Nyerere International Airport (JNIA)
International and domestic
ICAO: HTDA IATA:DAR
Latitude: 0652'41.20"S
Longitude: 03912'09.45"E
Access to airport
10 km from Dar es Salaam City centre, approx. 30 min. by vehicle
Reference ground elevation
55.5 m +MSL
Temperature
Average 32.2C
Operation
24 hours (Air Traffic Services: ATS)
Operator
Airport facility: TAA, Navigation system: TCAA
No.
Dimension
PCN
Slope
Strip Dimension
05/23 3,000 m 46 m
63/F/A/W/T
1.20% 3,320 m 300 m
14/32 1,000 m 30 m
15/F/B/Y/U
1.20% 1,372 m 213 m
width
PCN
surface
23 m, 46 m
63/F/A/W/T
Concrete, Tarmac
PCN
surface
Terminal 1: 50/F/A/X/U Terminal 2: 56/F/A/W/T
Concrete, Tarmac
RWY05: Precision Approach CAT-I 900M from THR RWY05
RWY23: SALS Hight intensity
Current Facilities
JNIA had its runways, taxiways, aprons and other pavements completed as part of the airside
rehabilitation project in 2011, financed by the Dutch government through the ORET programme
and ING Bank loan. Currently, its airside facilities are in quite good condition. On the other
hand, the capacity of the passenger terminal building has already saturated. Furthermore, the
total floor area of Terminal I, which is for non-scheduled and chartered flights are 5,000 m2,
while that of Terminal II, which serves international and domestic flights are 20,000 m2.
6-4

Chapter 6
Source: TAA
Figure 6.5: JNIA Terminal III Master Plan

However, the current passenger volume has already reached beyond the design capacity of 1.2
million passengers per annum. Thus, it is urgently necessary to expand the passenger building to
alleviate the congestion.
TAA has received several proposals for development of the new Terminal III from more than
ten countries, including China, UK, the Netherlands, Russia, and Arab countries. However,
TAA has already prepared its own master plan for Terminal III which will accommodate 8
million passengers per annum, with a total floor area of about 120,000 m2 as shown in Figure
6.5.
6-5

Chapter 6
Its air cargo tonnage volume was 19,675 tonnes in 2010. JNIA had 75% of its total cargo
tonnage from international flights, while 30% were from domestic flights. Moreover, JNIA had
70% total tonnage of all Tanzania airports in 2010. Since 1985, Swissport Tanzania Ltd. has
been operating ground cargo handling, which includes handling of passengers, ramps and
cargos. The existing cargo facility is around 8,000 m2, which is enough for the current cargo
handling condition.
Based on the TAA Master Plan, the existing Terminal II and the new Terminal III, as well as the
cargo terminal, will be expanded.
In October 2011, the access road to the airport is through Nyerere Road. left side of Figure 6.6
shown the plan of Terminal III made by a Chinese company. In March 2012, the image plan and
entity name have deleted as shown the right side figure. It can be confirmed the changing
terminal development project situation in Tanzania by two photographs such as left side on
October 2011 and right one o March 2012.
Taken on October 2011

Taken on March 2012
Figure 6.6: Terminal III Advertisement by A Chinese Company

(2)
KIA
KIA is located between the cities of Arusha and Moshi, 50 km away from both cities. It is
situated at the foot of Mount Kilimanjaro, the highest mountain in Africa. KIA serves as the
main gateway airport for the wildlife tourism of Tanzania as it provides access to the northern
tourist circuit of Serengeti National Park of the Ngorongoro Conservation Area.
KIA is situated at an altitude of 894.3 m MSL with a 3,607 m runway, a passenger terminal
building and related airport facilities.
KIA was the first public-private partnership (PPP) international airport in Africa. The
Government of Tanzania (GOT) signed a 25-year concession agreement for the airport, lasting
from 1998 to 2023, and effectively placing the airport under the management of KADCO,
which comprises of the companies Mott McDonald, South African Infrastructure Fund,
Tanzanian firm Inter-Consult Ltd., and GOT. In 2009, KADCOs concession essentially fell
apart, with the share of Mott McDonald being purchased back by the GOT. Currently, KIA is
operated by KADCO and owned by GOT. Figure 6.7 shows the overview of the passenger
terminal area of KIA.
6-6

Chapter 6
Source: KADCO
Figure 6.7: Overview of KIA Passenger Terminal Area

Table 6.3 shows the outline of airside civil facilities of KIA.
Table 6.3: Airside Facilities of KIA
Item
Principal Feature
Runway
Taxiway
Aircraft Parking
Apron
Approach and Runway
Lighting
Source: AIP
Name
Name
Operation
Code
Location
Description
Kilimanjaro International Airport (KIA)
International and domestic
ICAO: HTKJ
IATA:JRO
Access to airport
50 km from Arusha and Moshi City centre, approx. 60 min. by
vehicle
894.3 m +MSL
Temperature
Average 33C
Operation
24 hours (ATS)
Operator
Airport facility, Navigation system: KIA
No.
Dimension
PCN
Slope
Strip Dimension
09/27
3,607 45
60/F/A/W/U
0.36, 1.26% 3,727 305
width
PCN
surface
23 m
47/F/A/W/T
Tarmac
PCN
Main: 48/F/A/W/T
GA: 24/F/A/W/T
Hanger: 125/R/B/W/T
RWY09: ALS High intensity
RWY27: SALS
KIA is strategically located for the wildlife tourism of Tanzania. TAA has specified KIA to be
the international gateway and domestic hub for tourism in the Northern region. KIA has roughly
70% of its total air traffic from international flights and 30% from domestic flights. In 2010,
about 22% of the total flights in Tanzania were accommodated by KIA. The features of aviation
statistics of KIA from 2003 to 2010 went sideways, as shown in Figure 6.8.
6-7

Chapter 6
(tons)
600,000
25,000
25,000
500,000
20,000
20,000
400,000
15,000
15,000
300,000
10,000
10,000
200,000
5,000
5,000
100,000
0
2003
2004
2005
2006 2007
Year
2008
2009 2010
0
2003
2004
2005
2006 2007
Year
2008
2009 2010
2003
Passenger Volume
Aircraft Movement
2004
2005
2006 2007
Year
2008
2009 2010
Cargo Tonnage
Source: TAA
Figure 6.8: Aviation Traffic Features of KIA in 20032010

Current Facility Features
Rehabilitation of KIAs airside facilities such as runway, taxiway and other pavements has been
carried out in 1999, financed through a loan from World Bank. Currently, its airside facilities
are in good condition. However, considering future traffic demand, the taxiway must be
upgraded to a connected taxiway or parallel taxiway.
The total floor area of its passenger terminal building is 8,140 m2 while the cargo terminal
building is 2,900 m2. Based on the KIA Master Plan Report of May 2007 by TAA (hereinafter
referred to as KIA M/P), the current passenger volume has already reached beyond the design
capacity in 2006. Furthermore, the JICA Study Team has investigated the congestion in the
arrival baggage area (refer to Figure 6.9). The JICA Study Team recognized that the passenger
volume of the terminal building has already saturated during peak hours. Ground handling of
cargo, passenger and ramp services has been operated by Swissport Tanzania Ltd. since 1990.
On the other hand, the current handling situation of cargo facility is adequate based on KIA M/P
and from the investigation of the JICA Study Team. However, the cargo facility has no
exclusive aircraft parking apron, which is necessary in the near future.
Figure 6.9: Arrival Baggage Area of KIA
6-8

Chapter 6
Source: TAA
Figure 6.10: KIA Master Plan Layout

(3)
Mwanza Airport
Mwanza Airport is located beside Lake Victoria at an altitude of 1,147 m in Mwanza City,
which is the second biggest city in Tanzania with a population of around 476,646 according to
the 2002 census. The airport is around 10 km from the city centre, and has a runway, related
airside facilities, and passenger and cargo facilities including tentative customs, immigration,
and quarantine (CIQ) for international flights. The Mwanza Region plays an important role in
export as it provides fresh fish such as the Nile Perch and Tilapia from Lake Victoria, and,
recently, gold from mines in Kahama, Geita and other towns. Fish exports lead to demands for
chartered flights to Europe around 10 years ago. Unfortunately, current traders transport fish
through land travel to Nairobi in Kenya, and fly from there to Europe.
Figure 6.11: Mwanza Airport Terminal Area
6-9

Chapter 6

Table 6.4 shows the outline of airside civil facilities of Mwanza Airport.
Table 6.4: Airside Facilities of Mwanza Airport
Item
Principal Feature
Name
Name
Operation
Code
Location
Runway
Taxiway
Aircraft Parking
Apron
Apporch and Runway
Lighting
Source: AIP
Description
Mwanza Airport
Domestic
ICAO: HTMW IATA:MWZ
Access to airport
10 km from Mwanza City centre, approx. 15 min. by vehicle
1147.7 m +MSL
Temperature
Average 24.9C
Operation
24 hours (ATS)
Operator
No.
Dimension
PCN
Slope
Strip Dimension
12/30 3,300 45
60/F/C/X/U
0.50%
3,300 140
width
PCN
surface
N/A
30/F/C/X/U
Tarmac
PCN
Surface
30/F/C/X/U
Concrete, Tarmac
RWY12: Nil
RWY30: SALS
Mwanza Airport is the main export point of Tanzania due to its location, which is the most
highly populated area in the northern region, as well as being situated beside Lake Victoria.
Recent aircraft movement and passenger volume have not increased, while cargo tonnage has
been decreasing since 2004.
(tons)
25,000
600,000
25,000
500,000
20,000
20,000
400,000
15,000
15,000
300,000
10,000
10,000
200,000
5,000
5,000
100,000
0
2003
2004
2005
2006 2007
Year
2008
2009 2010
Aircraft Movement
0
2003
2004
2005
2006 2007
Year
2008
2009 2010
Passenger Volume
2003
2004
2005
2006 2007
Year
2008
2009 2010
Cargo Tonnage
Source: TAA
Figure 6.12: Aviation Traffic Feature of Mwanza Airport in 20032010

The passenger terminal of Mwanza Airport is located 60 m away from its runway centre line,
which is inadequate based on International Civil Aviation Organization (ICAO) standard, and is
classified as a 4D airport. Therefore, most regular flight aircrafts cannot park in front of the
terminal area and planes must be parked at the apron, which is east of the terminal.
The cargo facility located beside the new apron is quite inadequate as it has a limited storage
area of around 360 m2 (refer to Figure 6.13).
6-10

Chapter 6
Figure 6.13: Mwanza Airport Cargo Storage Area

Its passenger terminal is also deemed inadequate as its distance from aircraft parking stand is far.
Its floor area is only around 900 m2, and the waiting lounge for passengers for international and
domestic flights is not separated.
Recently, the runway extension project for the Mwanza Airport has been initiated through
funding from GOT, Arab Bank for Economic Development in Africa (BADEA) and OPEC
Fund for International Development (OFID). The project will commence in January 2012.
Moreover, TAA has carried out a master plan study for the new cargo apron with taxiway and
new passenger terminal area including the expansion of the existing apron. Figure 6.14 shows
the master plan layout for the Mwanza Airport.
Source: TAA
Figure 6.14: Mwanza Airport Master Plan

6-11

(4)
Chapter 6
Arusha Airport
Arusha City is a major international diplomatic centre and serves as the capital of the east
African community. It is also the centre for wildlife tourism in the northern area of Tanzania as
it is surrounded by famous national parks.
Arusha Airport is located about 7 km from the Arusha City centre, and 50 km from KIA. The
airport has a 1,620 m runway, which mostly caters general and small chartered flights.
Table 6.5 shows the outline of airside civil facilities of Arusha Airport.
Table 6.5: Airside Facilities of Arusha Airport
Item
Principal Feature
Name
Name
Operation
Code
Location
Runway
Taxiway
Aircraft Parking
Apron
Approach and Runway
Lighting
Source: AIP
Description
Arusha Airport
Domestic
ICAO: HTAR IATA:ARK
Access to airport
7 km from Arusha City centre, approx. 15 min. by vehicle
1387.8 m +MSL
Temperature
Average 23.1C
Operation
06:30 to 19:00 (ATS)
Operator
No.
Dimension
PCN
Slope
Strip Dimension
09/27
1,620 30
15/F/B/Y/T
1.5, 0.7%
N/A
width
PCN
surface
N/A
N/A
N/A
PCN
Surface
N/A
N/A
Nil
Arusha Airport is the second busiest airport in Tanzania, with its air traffic gradually increasing
through the years. Figure 6.15 shows the aviation traffic features of Arusha Airport in 2003
2010.
(tons)
25,000
600,000
900
800
500,000
20,000
700
400,000
600
15,000
500
300,000
400
10,000
200,000
300
200
5,000
100,000
100
0
2003
2004
2005
2006 2007
Year
2008
2009 2010
Aircraft Movement
0
2003
2004
2005
2006 2007
Year
2008
2009 2010
Passenger Volume
2003
2004
2005
2006 2007
Year
2008
2009 2010
Cargo Tonnage
Source: TAA
Figure 6.15: Aviation Traffic Features of Arusha Airport from 20032010
6-12

Chapter 6

Pavement of the Arusha Airport runway has recently deteriorated, causing the airline company,
Precision Air, to stop its operation at the airport. Precision Air now operates at KIA instead of
Arusha Airport despite the urgent repair of the runway pavement by TAA. Moreover, other
sections along the runway as well as the apron also exhibit poor pavement condition. Passenger
service and cargo handling area is very small, and the waiting lounge only has a roof between
the check-in area and security house. Figure 6.16 shows the terminal area of Arusha Airport
from the control tower.
Figure 6.16: View of Airside of Arusha Airport

from the Control Tower
TAA has already conducted a feasibility study that also contains budget allocation for the
improvement of the current situation of Arusha Airport. A consultant and contractor for the
runway pavement improvement project, including a 420 m extension, have been selected. The
proposed plan for upgrading the airport is shown in Figure 6.17.
Source: TAA
Figure 6.17: Location Plan Showing Proposed Upgrading of Arusha Airport

(5)
Kigoma Airport
Kigoma is a big town beside Lake Tanganyika, having a potential market for the fish industry.
Kigoma Airport is located around 10 km from Kigoma town centre. The airport has a 1,767 m
unpaved runway that caters domestic flights and services refugee relief base for Rwanda,
Burundi and the Democratic Republic of Congo (DRC).
6-13

Chapter 6

Table 6.6 shows the outline of airside civil facilities of Kigoma Airport.
Table 6.6: Airside Facilities of Kigoma Airport
Item
Principal Feature
Name
Name
Operation
Code
Location
Runway
Taxiway
Aircraft Parking
Apron
Approach and Runway
Lighting
Source: AIP
Description
Kigoma Airport
Domestic
ICAO: HTKA IATA:TKQ
Access to airport 5 km from Kigoma City centre, approx. 10 min. by vehicle
823.5 m +MSL
Temperature
Average 26.3C
Operation
08:00 to 18:30 (ATS)
Operator
No.
Dimension
PCN
Slope
Strip Dimension
16/34
1,767 30
15/F/B/Y/U
N/A
N/A
width
PCN
surface
N/A
N/A
N/A
PCN
Surface
15/F/B/Y/U
Concrete, Tarmac
Nil
Among the five selected airports, Kigoma Airport ranks fourth in terms of passenger handling
volume in Tanzania. Meanwhile, its air traffic movement has gradually increased until 2009.
Figure 6.18 shows the air traffic features of Kigoma Airport in 20032010.
(tons)
3,500
40,000
900
3,000
35,000
800
700
30,000
2,500
600
25,000
2,000
500
20,000
400
1,500
15,000
1,000
300
10,000
500
5,000
0
2003
2004
2005
2006 2007
Year
2008
2009 2010
Aircraft Movement
200
100
0
2003
2004
2005
2006 2007
Year
2008
2009 2010
Passenger Volume
2003
2004
2005
2006 2007
Year
2008
2009 2010
Cargo Tonnage
Source: TAA
Figure 6.18: Aviation Traffic Feature of Kigoma Airport in 20032010

During the site investigation, the flight from Mwanza to Kigoma was delayed for around 6
hours due to heavy rains in Kigoma. At Kigoma Airport, the JICA Study Team observed that
the runway is unpaved and its surface is unstable condition. Thus, the urgency of improving the
runway should be realized for safety operation. Moreover, passenger service and cargo handling
facilities have very limited area.
Figure 6.19 shows the view of the airside of Kigoma Airport from the control tower.
6-14

Chapter 6
Figure 6.19: View of Kigoma Airport Airside from Control Tower

TAA has already conducted a feasibility study to improve the current situation of the airport. A
consultant and contractor have been selected for the runway pavement improvement project.
The location plan of the proposed airport upgrade is shown in Figure 6.20.
Source: TAA
Figure 6.20: Location Plan Showing the Proposed Upgrading of Kigoma Airport
(6)
Mtwara Airport
Mtwara Town is situated on the coastal area of southern Tanzania, approximately 40 km from
Mozambique border. Mtwara Airport is located at an altitude of 55.5 m MSL, and from about
6 km to the south of Mtwara Town.
Table 6.7 shows the outline of airside civil facilities of Mtwara Airport.
6-15

Chapter 6
Table 6.7: Airside Facilities of Mtwara Airport

Item
Principal Feature
Name
Name
Operation
Code
Location
Runway
Taxiway
Aircraft Parking
Apron
Approach and Runway
Lighting
Source: AIP
Description
Mtwara Airport
Domestic
ICAO: HTMT IATA:MWY
Access to airport
6 km from Mtwara City centre, approx. 10 min. by vehicle
113.2 m +MSL
Temperature
Average 28.6C
Operation
8 hours (ATS)
Operator
No.
Dimension
PCN
Slope
Strip Dimension
01/19
2,258 30
32/F/B/Y/U
N/A
N/A
08/26
1,158 30
13,600kg Grass
N/A
N/A
width
PCN
surface
14 m
32/F/B/Y/U
Asphalt, Concrete
PCN
Surface
32/F/B/Y/U
Asphalt, Concrete
Nil
Mtwara Airport is the fifth busiest airport in Tanzania, and its air traffic has been gradually
increasing in recent years.
(tons)
3,500
40,000
900
3,000
35,000
800
700
30,000
2,500
600
25,000
2,000
500
20,000
400
1,500
15,000
1,000
300
10,000
500
5,000
0
2003
2004
2005
2006 2007
Year
2008
2009 2010
Aircraft Movement
200
100
0
2003
2004
2005
2006 2007
Year
2008
2009 2010
Passenger Volume
2003
2004
2005
2006 2007
Year
2008
2009 2010
Cargo Tonnage
Source: TAA
Figure 6.21: Aviation Traffic Features of Mtwara Airport in 20032010

Based on the Master Plan of Mtwara Airport by TAA, the runway will be widened from 30 m to
45 m. Proposed improvement works will include runway pavement upgrading, and construction
of parallel taxiway, passenger terminal and cargo terminal. The proposed Master Plan layout is
shown in Figure 6.22.
6-16

Chapter 6
Source: TAA
Figure 6.22: Mtwara Airport Master Plan

6.1.4
Air Cargo Situation
As mentioned in the previous clause, its cargo tonnage has been moderately increasing in recent
years. The role of the air cargo is to provide rapid, punctual and reliable delivery services. The
following tables show the air cargo items in 2010, which should be accommodated in order to
provide the mentioned characteristics of air cargo. In 2010, JNIA mostly handled air cargo items
for import while KIA mainly handled export cargos.
JNIA
The ratio of JNIA cargo handling is 90% for imports, with machinery and electrical products as
the major goods. Table 6.8 and Table 6.9 show the cargo items of JNIA in 2010 for export and
import, respectively.
Table 6.8: JNIA Air Cargo Items in 2010 (Export)
Row Labels
Animal & Animal Products
Machinery/Electrical
Metals
Stone/Glass
Grand Total
Weight
(net kg.)
490,477
386,997
264,945
207,870
1,984,446
ratio
25%
20%
13%
10%
100%
Value
(Tsh. ,000)
7,239,00
14,831,963
1,647,503
6,689,808
60,123,487
ratio
12%
25%
3%
11%
100%
Table 6.9: JNIA Air Cargo Items in 2010 (Import)

Row Labels
Stone/Glass
Chemicals & Allied Industries
Transportation
Grand Total
Weight
(net kg.)
4,746,688
2,613,133
902,421
544,990
13,114,390
ratio
36%
20%
7%
4%
100%
Value
(Tsh. ,000)
350,412,223
43,712,666
56,492,104
59,031,761
779,337,505
ratio
45%
6%
7%
8%
100%
Figure 6.23 shows the import storage area of JNIA cargoes containing various electrical/
electronic goods such as printers, computers and other information technology (IT) items.
6-17

Chapter 6
Figure 6.23: JNIA Import Storage Area

KIA
About 60% of the total cargoes handled are for export, of which vegetables are the main
products; while chemicals and allied industrial products are the main imported products. Table
6.10 and Table 6.11 show the items with their respective weights and values for export and
import. Figure 6.24 shows the situation of the cold storage handling in KIA, which is operated
and managed by Swissport Tanzania Ltd.
Table 6.10: KIA Air Cargo Items in 2010 (Export)
Row Labels
Vegetable Products
Metals
Raw Hides, Skins, Leather & Furs
Grand Total
Weight
(net kg.)
1,171,040
474,658
404,221
53,703
2,728,149
ratio
43%
17%
15%
2%
100%
Value
(Tsh.,000)
22,701,437
1,336,435
5,284,095
3,441,848
43,979,516
ratio
52%
3%
12%
8%
100%
Table 6.11: KIA Air Cargo Items in 2010 (Import)

Row Labels
Transportation
Vegetable Products
Grand Total
Weight
(net kg.)
555,778
258,561
97,863
90,928
1,412,578
6-18
ratio
39%
18%
7%
6%
100%
Value
(Tsh.,000)
1,381,335
8,205,546
1,646,995
5,380,156
27,084,037
ratio
5%
30%
6%
20%
100%

Chapter 6
Figure 6.24: KIA Export Storage Area

6.1.5
Airport Development Plans
The Tanzanian air transport sector has three main agencies: the Ministry of Transport (MOT),
which is responsible for policy, investment, and performance monitoring; TCAA as the main
regulating and overseeing agency; and TAA as the operating and managing agency for airports.
Table 6.12 summarizes the airport development plans and their status, which are included in the
TAA Strategic Plan issued in September 2011 during the Fifth Joint Infrastructure Sector
Review (JISR) meeting.
TAA
Table 6.12: Development Project Status for FY 2010/2011
SN
1
Project Name
Construction of Songwe Airport
Rehabilitation of Arusha Airport
Rehabilitation of Mafia Airport
Rehabilitation of Mwanza Airport
Rehabilitation and Upgrading of

JNIA
Status
Phase III of the project, which is being implemented
under GOT, BADEA and OFID funding, is currently
ongoing. All earthworks and the construction of pavement
works have been completed, and the construction terminal
building, sewerage and waste water facility, control tower
and fire station have been constructed. Completion is
expected in March 2012.
The procurement of contractor and consultant for the
project was done in October 2011. Project consists of
runway pavement (420 m) and a security fence (264 m).
The procurement of consultant for design review and
construction supervision was done in November 2010
through Millennium Challenge Corporation (MCC).
Construction commenced at the end of September 2011.
Redesign and preparation of tender documents funded by
GOT, BADEA and OFID was finished in April 2011.
Construction will commence in January 2012.
The project component consisting of a taxiway,
wastewater treatment system, airfield lighting, internal
road, access roads and related facilities finished in 2008.
Funding was from ORET grant and loan to GOT.
6-19

SN
6
Project Name
Bukoba Airport
Rehabilitation and upgrading of

Kigoma Airport

Tabora Airport

Sumbawanga and Shinyanga
Airport
Feasibility Study and Preliminary
Design for the New Msalato
Airport in Dodoma
10
11

Mpanda Airport
12
JNIA Terminal development
13
KIA
Chapter 6
Status
The consultant and contractor for the runway
rehabilitation project have been procured under the
funding of World Bank, European Investment Bank (EIB)
and GOT.
rehabilitation project have been procured through the
funding of World Bank, EIB and GOT.
funding of World Bank, EIB and GOT.
funding of EIB and GOT.
The final reports were submitted and approved by TAA.
The preparations for the project such as site clearance,
construction of access road and security fence are
initiated by GOT.
The project covers the upgrading of the runway pavement
and construction of a new apron and taxiway that have
been constructed in 2011. The project is financed by GOT
and UNHCR.
The project covers the preparation for a feasibility study
and detailed design for Terminal III. GOT is currently
following up on the funding initiatives for the
development of Terminals II and III.
TAA is in the process of procuring a transaction advisor
for tendering out for a new strategic investor. ORIO
(Netherlands) programme has expressed interest in
financing the rehabilitation of the taxiway and apron
Source: TAA
TCAA
TCAA provides air navigation services including air traffic management, aeronautical
information services and communication, navigation and surveillance (CNS) systems. The
services are provided in the airspace defined as Dar es Salaam Flight Region (FIR), which
encompasses the territory of Tanzania, the upper airspace over Rwanda and Burundi, and a
portion of the airspace over the Indian Ocean high seas, up to Longitudinal 44 East.
The key result areas and strategic objectives of TCAA in the second Five-Year Strategic Plan
for FY 2009/102013/14 are summarized in Table 6.13.
6-20

Chapter 6
Table 6.13: TCAA Strategic Plans and Key Result Areas

KRA 1
KRA 2
KRA 3
KRA 4
Safe and secure civil aviation system

Strategic objective 1
To decrease accident and incident rates by 15 % from 2007/08 rate of
2.22 accidents and 14.40 incidents per 100,000 departures over the
five year period.
To prevent the acts of unlawful interferences against civil aviation.
To minimise the adverse effects of civil aviation activities on the
environmental.
Orderly Development of Air Transport
To undertake active advisory role in civil aviation policy making.
To promote effective competition and economic efficiency.
To protect the interest of consumers and investors.
To facilitate air transport.
Safe, Orderly and Expeditions Flow of Air Traffic
To prevent aircraft collision and reduce the rate of air traffic incidents
by 50 % over the five years period from the 2007/08 rate of 0.62 per
10,000 aircraft movements.
To ensure the efficient provision of air navigation services.
To strengthen the Civil Aviation Training Centre.
Organizational Excellency
To maintain a surplus of revenue over operating expenditure.
To attract and retain a highly skilled and motivated workforce.
To benchmark the Authority's services against best practices.
To participate and influence the development of civil aviation
regionally and internationally.
Source: TCAA
6.2
Pipelines and Oil Terminals
6.2.1
Field Survey Results
The JICA Study Team carried out a field survey in Tanzania to collect information and facility
data from the following institutions:
Ministry of Energy and Minerals

Energy and Water Utilities Regulatory Authority
Tanzania Petroleum Development Corporation
Tanzania Port Authority
Tanzania Airport Authority
Tanzania Civil Aviation Authority
Privet Oil and Gas Marketing Companies
Tanzania has three (3) long-distance pipelines as of 2011. The TAZAMA Pipeline with a
distance of 1,710 km transports crude oil from Dar es Salaam to Ndola refinery terminal in
Zambia. The second pipeline with a distance of 232 km including a submarine part transports
gas from Songo-Songo Island to Dar es Salaam. The third pipeline with a distance of 28 km
transports gas from Minasi Bay Field to the power generation facility in the Mtwara region.
The short-distance pipeline network covers all of Dar es Salaam. It is connected to each depot of
an oil marketing company from Kurasini Oil Jetty (KOJ) which exists in the Dar es Salaam port.
Some short distance pipeline existed at a local region other than Dar es Salaam. The shortdistance pipeline is managed and operated by the oil marketing company which owns the oil
terminal. Therefore, the investigation of the short-distance pipeline is conducted simultaneously
with the investigation of the oil terminal.
6-21

Chapter 6
As of March 2012, the following Oil Marketing Companies (OMCs) have an oil terminal in Dar
es Salaam and local regions.
1)
2)
3)
4)
5)
6)
7)
8)
9)
10)
11)
12)
13)
14)
15)
16)
17)
18)
19)
20)
21)
22)
TIPER: Tanzanian and Italian Petroleum Refining Co Ltd

BPT: BP Tanzania Limited
GAPCO: Gulf Africa Petroleum Corporation Tanzania Limited
GAPOIL: GAPOIL Tanzania Limited (GAPOIL was owned by GAPCO)
ENGEN: Engen Petroleum Tanzania Limited
MGS: MGS International (T) Limited
ORYX: Oryx Oil Company Limited
TOTAL: Total Tanzania Limited
OILCOM: Oilcom Tanzania Limited
NATOIL: National Oil Tanzania Limited
CAMEL OIL: Camel Oil Tanzania Limited
GBP: GBP Tanzania Limited
LAKE OIL: Lake Oil Limited
WORLD OIL: World Oil Limited
AMAZON PETR: Amazon Petroleum Limited
HASS: Hass Petroleum Tanzania Limited
MCCL: MCC Limited Formerly called Malawi Cargo Centres Limited)
MOIL: Moil Limited
TAPCO: Tapco Tanzania Limited
TITO: Tiot Company Limited
CHEVRON: Chevron Tanzania Limited
MOUNT MERU: Mount Meru Petroleum Limited
The investigation results which provided from the oil marketing companies are described below.
(1)
BPT
Dar Es Salaam Depot
Location:
Plot No. 1, 1A, & 3 at the junction of Bandari road/Mafuta street, Kurasini Dar Es Salaam
Loading/Unloading volume for the year

1) Unloading from ship: 259 m liters
2) Loading;
- Pipeline, 10 m liters
- Trucks, 230 m liters
- Railway, 19 m liters
Pipeline data between TIPER manifold and BP/GAPCO manifold

1) Pipe specification:
Carbon Steel pipe, API 5L grade B, schedule 40,
sizes 16(HFO), 16/12(AGO), 12(Jet A-1), 10 (ULP), 6 (LPG)
2) Inlet/Outlet pressure:
Design working pressure is 15bar.
3) Length:
70m long
4) Type of product handled:
HFO, AGO, JetA-1, ULP, LPG
6-22

Chapter 6
5) Capacity ( Design/Current Operation):

16 HFO (7.5 mt), 12 AGO (4.4 mt), 12Jet A-1(4.1 mt),
10 ULP(2.7 mt), 6 LPG(0.8 mt)
6) Construction year:
Not sure but more than 40 yrs ago
Pipeline data between BP/GAPCO manifold and Oil Terminal at Dar Es Salaam
Carbon Steel pipe, API 5L grade B, schedule 30,
sizes 16(HFO), 12(AGO), 12(Jet A-1), 10 (ULP), 6 (LPG)
3) Length:
2.5km long
HFO, AGO, JetA-1, ULP, LPG
16 HFO (266.8 mt), 12 AGO (157.1 mt), 12Jet A-1(148.2 mt),
10 ULP(96.3 mt), 6 LPG(27.5 mt)
6) Construction year: 1996
Pipeline of fire water between KOJ2 and Oil Terminal at Dar Es Salaam
Carbon Steel pipe, API 5L grade B, Schedule 40 sizes 10
3) Length:
2.5 km long
Sea water
127 m3
1996 (using old product pipeline)
6-23

Chapter 6
Tank Storage Capacity

Table 6.14: Tank Storage Capacity in BPT Dar es Salaam Depot
Product
type
LPG
AVGAS
MSP
MSP
JETA-1
JETA-1
JETA-1
JETA-1
AGO
AGO
AGO
AGO
HFO- 125
HFO-180
HFO-180
HFO-180
HFO-180
HFO-180
Tank No
21
22
14
18
6A
13
17
23
7
12
16
24
5
4
8
9
10
11
Tank safe
capacity (MT)
302
875
1,720
3,370
4,072
1,972
3,712
6,216
4,316
2,730
9,022
4,322
743
4,397
669
1,917
1,610
2,489
Dia (mm)
10,570
14,030
19,500
24,000
20,000
19,500
27,500
23,990
20,000
29,260
24,000
11,990
23,990
11,990
15,000
16,000
16,000
Sizes
Height (mm)
15,550
14,030
16,580
12,000
8,990
16,580
14,000
11,750
12,550
16,530
12,000
7,380
11,750
7,380
10,780
10,780
14,320
Source: BPT
Future expansion plan:

Cannot tell as BP has sold his shares to Puma Energy recently. The new investor has yet to
come with his future development plans.
Future plan of sales network:

Cannot tell as BP has sold his shares to Puma Energy. The new investor has yet to come
with his plans on Retail, Commercial and Aviation Business.
Supply and demand plan of each product for future:

Type
AVGAS
MSP
JET A1
AGO
FO
Capacity
1,063 m3
34,210 m3
79,830 m3
101,968 m3
34,335 m3
Some of volumes have been allocated as future demands for upcountry Depots (Aviation
and Logistics).
6-24

Chapter 6
Layout
Source: BPT
Figure 6.25: Layout of BPT Dar es Salaam Depot

Mwanza Depot
Location:
IGOGO MWANZA SOUTH AREA

Railway wagons = 19,000 m3 per year

Table 6.15: Tank Storage Capacity in BPT Mwanza Depot
Product
type
IK
MSP
IK
HFO
IK
MSP
IK
AGO
HFO
JET A1
IDO
IDO
AGO
Capacity
(liters)
120,026
119,920
90,280
160,390
120,130
54,555
47,280
441,185
215,380
406,490
54,863
54,015
1,024,166
Tank type
Vertical
Vertical
Vertical
Vertical
Vertical
Horizontal
Horizontal
Vertical
Vertical
Vertical
Horizontal
Horizontal
Vertical
Sizes
Dia (mm)
4,500
4,500
4,500
6,000
4,500
2,700
N/A
5,860
5,700
9,000
N/A
N/A
10,000
Height (mm)
7,200
7,200
7,200
5,400
7,200
9,000
N/A
7,270
7,500
7,500
N/A
N/A
13000
Source: BPT

Cannot tell as BP has sold his shares to Puma Energy recently.
The new investor has yet to come with his future development plans.
6-25

Chapter 6

Supply and demand plan of each product for future

Type
MSP
AGO
Capacity
1,260 m3
1,260 m3
Layout
Source: BPT
Figure 6.26: Layout of BPT Mwanza Depot

Moshi Depot
Location:
Moshi depot is situated in Moshi Municipality at Viwanda road near Tanzania Breweries
Limited Factory. (Situated near TBL)

12,000 m3 per year by trucks

Table 6.16: Tank Storage Capacity in BPT Moshi Depot
Product type
GASOIL
GASOIL
GASOIL
UMSP
FO
IK
IDF
LPG
IK
AGO
Capacity
500 m3
500 m3
500 m3
500 m3
92 m3
92 m3
52 m3
78,945 Lts
53,422 Lts
150 m3
Source: BPT
6-26
Tank type
Vertical
Vertical
Vertical
Vertical
Horizontal
Horizontal
Horizontal
Horizontal
Horizontal
Horizontal
Tank No.
T1
T2
T3
T4
T5
T6
T7
T14
T15
T4

Chapter 6



Type
MSP
AGO
FO
Capacity
6,000 m3
8,031 m3
330 m3
Layout
Source: BPT
Figure 6.27: Layout of BPT Moshi Depot

Geita (Mwanza) Depot
Location:
Geita depot is located within the Geita Gold mine 120 km south of Mwanza Moshi depot is
situated in Moshi Municipality at Viwanda road near Tanzania.

Truck volumes per year- 107,061m3

Table 6.17: Tank Storage Capacity in BPT Geita (Mwanza) Depot
Tank
No.
V1
V2
V2
Source: BPT
Product
type
AGO
HFO
AGO
Capacity
(liters)
4,200,000
4,200,000
1,000,000
Tank type
Roof type
Vertical
Vertical
Vertical
Fixed
Fixed
Fixed
6-27
Sizes
Dia (mm)
20006
20006
N/A
Height (mm)
14,018
14,018
13,900

Chapter 6



Type
AGO
FO
Capacity
54,000 m3
300 m3
Layout
Source: BPT
Figure 6.28: Layout of BPT Geita (Mwanza) Depot

(2)
GAPCO/GAPOIL
Dar Es Salaam Depot
Location:
3/4 Mafuta Street Kurasini

498,327 KL

DGO 12 diameter, PMS 10 diameter, IK/JET A1 12 diameter, LPG- 6
diameter and HFO- 16 diameter
Inlet 10 bar Outlet 5 bar
3) Length:
2.2 km
6-28

Chapter 6

DGO, PMS, IK/JETA1, HFO and LPG
1996/98
6) Future expansion plan:
No expansion plan

1) DGO: 6 tanks (31 KT)
2) PMS: 8 tanks (28 KT)
3) IK/JET-A1: 4 tanks (7.5 KT)

No expansion plan

No expansion plan
Layout
Source: GAPCO/GAPOIL
Figure 6.29: Layout of GAPCO/GAPOIL Dar Es Salaam Depot

Mwanza Depot
Location:
Kenyatta Road/Mwanza South

29,287 KL

1) DGO: 2 tanks (1.7 KT)
2) PMS: 1 tanks (0.46 KT)
3) IK: 2 tanks (0.13 KT)
6-29

Chapter 6
Layout
Figure 6.30: Layout of GAPCO/GAPOIL Mwanza Depot

Arusha Depot
Location:
Esso Road/Unga Limited

29,14 KL

1) DGO: 1 tanks (1.1 KT)
2) PMS: 1 tanks (0.4 KT)
3) IK: 3 tanks (0.8 KT)
Layout
Figure 6.31: Layout of GAPCO/GAPOIL Arusha Depot
6-30

Chapter 6
Musoma Depot
Location:
Mkendo Road
Layout
Figure 6.32: Layout of GAPCO/GAPOIL Musoma Depot

Tanga Depot
Location:
Chumbageni
Layout
Figure 6.33: Layout of GAPCO/GAPOIL Tanga Depot
6-31

Chapter 6
Bukoba Depot (Location information only)
Location:
Customs Road
Dodoma Depot (Location information only)
Location:
Mbugani Road
Kigoma Depot (Location information only)
(3)
Location:
Kibirizi
NATOIL
Dar Es Salaam Depot
Location:
Plot no. 115 & 315/2
Kilwa Road Opposite SabaSaba Trade Fair
Dar Es Salaam

1) Loaded Volume for the Year by Trucks:
AGO:= 49,808,874 Ltrs
IK:= 29,547,285 Ltrs
PMS:= 30,774,963 Ltrs
2) Unloaded Volume for the Year by Pipeline:=
AGO:= 53,964,282 Ltrs
IK:= 31,017,906 Ltrs
PMS:= 30,759,726 Ltrs
Pipeline data between TIPER manifold and Oil Terminal

10 or 250 mm diameter Seamless Pipe SCH. 40 Class B Type
Note: Future Expansion for another 300 mm Diameter Pipeline from KOJ to
Terminal expected to start by next year 2012.
15bar.
3) Length:
Approximately 3.5 km long
MSP,IK and AGO
1999
6-32

Chapter 6

Table 6.18: Tank Storage Capacity in NATOIL Dar Es Salaam Depot
TANK No.
No.101
No.102
No.103
No.201
No.202
No.203
No.301
No.302
PRODUCT
TYPE
MOGAS
MOGAS
MOGAS
GAS OIL
GAS OIL
GAS OIL
KEROSENE
KEROSENE
CAPACITY
(Liters)
2,550,000
500,000
5,000,000
6,000,000
1,000,000
6,000,000
5,000,000
1,000,000
TANK
TYPE
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Source: NATOIL

Latest future expansion was in 2007 for the Tank No. 203.

Can Latest future plan of sales network is Mwendapole station along Morogoro Road in
Kibaha Town.

Type
MSP
IK
AGO
(4)
Capacity
50,000,000 Liters
30,000,000 Liters
40,000,000 Liters
ENGEN
Dar es Salaam (Kurasini) Depot
Loading/Unloading Type
All products are received via pipeline and loaded on trucks and railway wagons.

Table 6.19: Tank Storage Capacity in ENGEN Dar es Salaam (Kurasini) Depot
TANK No.
T 301
T 302
T 401
T 402
T 601
T 602
PRODUCT
TYPE
GAS OIL
MOGAS
MOGAS
KEROSENE
GAS OIL
GAS OIL
CAPACITY
(M3)
2,973
2,882
4,243
4,233
5,780
5,787
Source: ENGEN
6-33
TANK
TYPE
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical

Chapter 6
Layout
Source: ENGEN
Figure 6.34: Layout of ENGEN Dar Es Salaam (Kurasini) Depot

Kigoma Depot
Loading/Unloading Type
All products are received via trucks and railway wagons and loaded on trucks and barges.

Table 6.20: Tank Storage Capacity in ENGEN Kigoma Depot
TANK No.
No.1
No.2
No.3
No.4
No.5
No.6
PRODUCT
TYPE
GAS OIL
KEROSENE
KEROSENE
MOGAS
MOGAS
GAS OIL
CAPACITY
(Liter)
1,029,800
414,800
150,800
408,276
411,223
152,800
Source: ENGEN
6-34
TANK
TYPE
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical

Chapter 6
Layout
Source: ENGEN
Figure 6.35: Layout of ENGEN Kigoma Depot

(5)
HASS
Dar Es Salaam Depot
Location:
PLOT 29& 31 VIJIBWENI INDUSTRIAL AREA,
TEMEKE DISTRICT,
DAR ES SALAAM.

122,892 m3 (@2011)
All products are received via pipeline and loaded on trucks.

10 Steel Pipe
9 bar or 130 PSI
3) Length:
3,414 m (2 pipes)
PMS, AGO and IK
5) Capacity
2 pipes @ 177,891 Liters
2009 2010
No expansion plan
6-35

Chapter 6

1) Tank1 AGO: 5,127,239 Liters
2) Tank2 AGO: 5,112,839 Liters
3) Tank3 IK: 1,946,923 Liters
4) Tank4 IK: 1,949,702 Liters
5) Tank5 PMS: 5,126,126 Liters
6) Tank6 PMS: 5,122,771 Liters

Plans to construct two (2) tanks with a capacity of 5,000,000 liters each.

In 2012 it is planned to push all handling volumes through wholesale market. (i.e.
Customers pick up bulk product from the Depot.)

Type
MSP
IK
AGO
Capacity
96 M Liters in 2012
6 M Liters in 2012
156 M Liters in 2012
Layout
Source: HASS
Figure 6.36: Layout of HASS Dar Es Salaam Depot
6-36

(6)
MGS
Dar es Salaam Depot
Location:
PLOT 310/3,
KURASINI,
DAR ES SALAAM.

346,783,047 Liters

NB 250 mm, API 5L GrB
Working Pressure 16 bar
3) Length:
2,960 m
White product
2006
Add 2nd pipeline NB 300 mm by June 2012.

10 nos x 4,000 m3 each

Additional 4,000 m3 tanks

Expand to retail network by 12 station per calendar year.
Tanga Depot
Location:
PLOT 9 Kisisira Mombasa road,

14,000 m3

4 nos x 1,000 m3 each

Additional 8,000 MT of LPG

Expand to retail network by 12 station per calendar year.
6-37
Chapter 6

(7)
Chapter 6
ORYX
Dar Es Salaam Depot
Location:
East of Tanzania close to the Harbour

346,783,047 Liters
Pipeline data between TIPER manifold and TOTAL/ORYX manifold

1) Number of Pipeliens
4 nos for Jet-A1, AGO, MSP and HFO
10 inch
10 bar
AGO-300 mt/hr
Jet-A1-300 mt/hr
MSP-250 mt/hr
Not known
None

Fuel : 119,165,434 Liters
LPG: 12,918,894 Kgs
Layout
Source: ORYX
Figure 6.37: Layout of ORYX Dar Es Salaam Depot
6-38

Moshi Depot
Location:
570km (North of DSM)

2,083,683 Liters

None

Upgrading of Stations

LPG: 1,198,024 Kgs
Layout
Source: ORYX
Figure 6.38: Layout of ORYX Moshi Depot

Mwanza Depot
Location:
1,200 km (North East of DSM)

1,123,520 Liters

None

6-39
Chapter 6


Fuel : 843,346 Liters
LPG: 1,015,181 Kgs
Layout
Chapter 6
Source: ORYX
Figure 6.39: Layout of ORYX Mwanza Depot

Isaka (Shinyanga) Depot
Location:
1,040 km (North West of DSM)

15,669,208 Liters

None


6-40

Chapter 6
Layout
Source: ORYX
Figure 6.40: Layout of ORYX Isaka (Shinyanga) Depot

Buzwagi Depot
Location:
1,132 km from DSM

2,233,484 Liters (Supply from DSM)

None

Mwadui Depot
Location:
1,052 km from DSM

23,523,166 Liters (Supply from DSM)

None

6-41

Chapter 6
Layout
Source: ORYX
Figure 6.41: Layout of ORYX Mwadui Depot

(8)
WORLD OIL1
Kigamboni Depot
This depot has six tanks with storage capacities of 5.5 million litres each. (Total 33 million
litres). The depot is connected to KOJ (Kurasini Oil Jet). It places world oil in a strategic and
competitive advantage in the industry.
Changombe Depot
This depot has seven tanks with total capacity of 1.8 million litres; it is situated within the City
Centre and hence helps our small volume customers.
Kigoma Depot
Kigoma depot is used to serve our customers located in the lake region and nearby countries i.e.
Burundi and Congo Customers. The capacity of the depot is 3.1 million litres.
6.2.2
Current Situation of TAZAMA Pipeline
The TAZAMA Pipeline with a distance of 1,710 km of 8 inch and 769 km of 12 inch loops
transports crude oil from the Single Point Mooring (SBM) at the outer anchorage of Dar es
Salaam port in Tanzania through TIPER refinery that is not operational in Dar es Salaam to the
Indeni Refinery Facility at Ndola in Zambia. The pipeline was designed for a throughput of
1.1 million metric tonnes per annum. Currently the optimum operating capacity is
700,000 metric tonnes per annum. The diameter of pipeline varies between 8 and 12 inches (200
and 300 mm).
Source: WORD OIL Web Site http://worldoil.co.tz/index.html
6-42

Chapter 6
Other facility information is as follows:
Capacity of SBM which is owned by Tanzania Port Authority (TPA)

SBM has pumping rate of 5,000 cubic meters per hour. It allows ships with
maximum size of 120,000 DWT.
Tank Farm Storage Capacity
6 Tanks with total operational capacity of 231,000 cubic meter or 190,000 metric
tonnes.
Number of Pumping Stations
7 pumping stations, 5 in Tanzania and 2 in Zambia.
Number of Pumping Station Unit/Station
4 units per each pumping station with 450 hp capacity per each unit.
Condition of the Facility
The facility is well maintained as the preventive maintenance plans are reviewed
and updated every year.
The outline of the TAZAMA Pipeline is shown in the following figure.

Pump Station
No.1
(Kigamboni)
Pump Station
No.2
(Morogoro)
Pump Station
No.3
(Iringa)
*1
Pump Station
No.4
Pump Station
No.5
(Mbeya)
Pump Station
No.6
(Chinsali)
Pump Station
No.7
(Kalonje)N46
Oil Refinery
(Ndola)
NOP03
Oil Terminal
(Dal Es Salaam)
SPM
NOP02
36in
NOP01
NOP04
NOP05
NOP06
888 km
NOP07
Tanzania
Zambia
borderline
822 km
NOTE:
*1: Location is unidentified.
Figure 6.42: Outline of TAZAMA Pipeline

Current problems of the TAZAMA Pipeline are as follows:
Pipeline from SPM to storage tank

The facility belongs to TPA and is used to offload crude oil tankers and pump to the
storage tanks that it owned by the TAZAMA Pipeline through 36 inch pipeline
which is badly corroded.
Main engines of pump station
The main engines have deteriorated causing frequent minor breakdowns. Most of
the spares are custom made and thus lead to higher maintenance costs.
Pipeline condition
Section 12/4 which stretches from Ilula to Iringa Pump Station (about 22 km length) has
been out of operation due to its poor state. This section had the capacity restricted by
isolation of only 150 cubic meters per hour resulting in reduction of company revenue.
6-43

Chapter 6
Future development plans of the TAZAMA Pipeline are as follows:
Replacement of SPM
TPA has already awarded tender to carry out the replacement of the SPM and 36
inch pipeline.
The replacement plan of the SPM and 36 inch pipeline is shown in the following
Figure 6.43.
Source: TPA
Figure 6.43: Replacement Plan of SPM and 36in Pipeline
Replacement of main engine

Replacement of the existing main engines starting with Kigamboni Pump Station to
cut down on the maintenance costs and increase operational reliability.
Pipeline repairs
The rehabilitation of section 12/4 in Iringa which involved pipeline replacement
and sleeve repair works has now been completed and the pipeline is being
commissioned. Future repair works are planned in future to eliminate all weak
portions.
The confirmation and collection of pipeline data were not completed because a field survey
period was not enough time to confirm the reply from TAZAMA Pipelines Limited and/or
collect sufficient data. Therefore, it is difficult to perform the detail analysis of the future plan at
the present stage. It is recommended that the unidentified data should be collected in the future
investigation.
6.2.3
Current Situation of Songo-Songo Gas Pipeline
The Songo-Songo Gas Pipeline was constructed as a part of the Songo-Songo Gas-to-Electricity
Project. It is managed by Tanzania Petroleum Development Corporation (TPDC) and operated
by Songas Limited. With a distance of 232 km including a submarine part, it transports gas from
the Songo-Songo gas plant at Songo-Songo Island to the power station at Ubanbo in Dar es
Salaam.
6-44

Chapter 6
The natural gas processed by the Songo-Songo gas plant is transported through 25 km of 12
inch submarine pipeline from the Songo-Songo gas plant to Somanga Funga, and from
Somanga Funga through 207 km of 16 inch pipeline to the power station at Ubungo in Dar es
Salaam. Natural gas has replaced liquid fuel as feedstock in the generation of up to 115 MW of
electricity for the national grid. The gas pipeline for industrial use with a distance of 16 km of 8
inch pipeline has been extended northwards to provide natural gas to the Wazo Hill cement
plant which has replaced fuel oil as feedstock in the manufacture of cement.
Source: TPDC
Figure 6.44: Map of Songo-Songo Gas Pipeline

Other facility and process information are as follows:
Design capacity of the pipeline is 105 MMscfd.

Operating Capacity
Flow rate is 105 MMscfd.
Discharge pressure of Songo-Songo Gas Plant is 85 bar (1,233 psi).
Receiving pressure at Dar es Salaam is 55 bar (798 psi).
Temperature (Ambient) is 25 deg.C (77 deg.F).
Approximate Songo-Songo gas composition is shown in Table 6.21
Table 6.21: Approximate Songo-Songo Gas Composition
Source: TPDC
6-45

Chapter 6
The outline of the Songo-Songo gas pipeline is shown in Figure 6.45.

Mombasa
(Keniya)
Keniya
borderline
Arusha
Moshi
Tanga
Tanzania
Future
NGPF10
NGPF9
16
km
Power Station
115MW
(Ubungo)
Mwanza
8in
x
r
tu
Fu
Industrial Use
Planned
NGPF11
Zanzibar
Morogoro
Future
NGPF8
NGPF13
Dar Es Salaam
NGPF3
NGPF7
16in x 207km
Mbeya
NGPF6
NGP02
NGPF12
Mafia
Island
ed
Planne
d
n
an
Pl
e
tur
Fu
Songosongo
Island
Offshore
12in x 25 km
NGP01
Shore Station
(Somanga Fungu)
Mnasi Bay
Field
Mtwara
Industrial Use
NGP05
8in x 28 km
NGP04
Offshore(5km)
Power Station
18MW (2MWx9)
(Mtwara)
Figure 6.45: Outline of Songo-Songo Gas Pipeline

Currently, the transportation volume of the Songo-Songo gas pipeline is approximately 38,325
MMscfd per year. The future plan is to increase the capacity of the Songo-Songo gas plant to
around 210 MMscfd. Therefore, the pipeline capacity is expected to increase to twice the
present volume.
period was not enough time to be able to confirm the reply form TPDC and/or collected data.
Therefore, it is difficult to perform the detail analysis of the future plan at the present stage. It is
recommended that unidentified data will be collected in the future investigation.
6-46

6.2.4
Chapter 6
Current Situation of Manazi Bay Gas Pipeline
The Manazi Bay Gas Pipeline was constructed as a part of the Mtwara Energy Project. It is
managed by Tanzania Petroleum Development Corporation (TPDC) and operated by Artumas
Group. It has a distance of 28 km including the submarine part and transports gas from Minasi
Bay Field to the power generation facility in Mtwara.
The natural gas processed by the gas processing facility at Msimbati peninsula is transported
through 5 km of 8 inch submarine pipeline from the gas processing facility at Msimbati
peninsula to the riser site at Mtwara region, and from the riser site at Mtwara region through 22
km of 8 inch pipeline to the power generation facility in Mtwara. The natural gas is used to the
gas-to-power generation facility located in Mtwara that it generates an electricity of 18 MW.
Source: Artumas Group
Figure 6.46: Map of Manazi Bay Gas Pipeline

Other facility and process information are as follows:
Design capacity of the pipeline is 70 MMscfd.

Operating Capacity
Flow Rate:
1.5 to 2.0 MMscfd
Pressure:
80 bar (1,160 psi) at the gas processing facility
Temperature: 25 deg.C (77 deg.F)
Approximate Mnazi Bay gas composition is shown in Table 6.22.
6-47

Chapter 6
Table 6.22: Approximate Mnazi Bay Gas Composition
Source: TPDC
Source: TPDC
Figure 6.47: Route of Manazi Bay Gas Pipeline

The outline of the Manazi Bay Gas Pipeline is shown in Figure 6.48.
6-48

Chapter 6
Mombasa
(Keniya)
Keniya
borderline
Arusha
Moshi
Tanga
Tanzania
Future
NGPF10
NGPF9
16
km
Power Station
115MW
(Ubungo)
Mwanza
8in
x
r
tu
Fu
Industrial Use
Planned
NGPF11
Zanzibar
Morogoro
Future
NGPF8
NGPF13
Dar Es Salaam
NGPF3
NGPF7
16in x 207km
Mbeya
NGPF6
NGP02
NGPF12
Mafia
Island
ed
Planne
d
n
an
Pl
e
tur
Fu
Songosongo
Island
Offshore
12in x 25 km
NGP01
Shore Station
(Somanga Fungu)
Mnasi Bay
Field
Mtwara
Industrial Use
NGP05
8in x 28 km
NGP04
Offshore(5km)
Power Station
18MW (2MWx9)
(Mtwara)
Figure 6.48: Outline of Manazi Bay Gas Pipeline

Currently, the transportation volume of the Manazi Bay gas pipeline is approximately 550
MMscfd per year. The future plan is to increase the capacity of the gas handling volume to
around 70 billion cf.
Therefore, the pipeline capacity is expected to largely increase from the present volume.
period was not enough time to confirm the reply and/or collected data. Therefore, it is difficult
to perform the detail analysis of the future plan at the present stage. It is recommended that
unidentified data will be collected in the future investigation.
6-49

6.2.5
Chapter 6
Current Situation of Short-Distance Pipeline
The short-distance pipeline (petroleum pipeline) network covers the whole of Dar es Salaam. It
is connected to each depot of an oil marketing company from Kurasini Oil Jetty (KOJ) which
exists in the Dar es Salaam port.
The Petroleum Pipeline Network Diagram at Dar es Salaam is shown in Figure 6.49.
Oil Terminal
(CAMEL OIL)
By Truck
By Truck
NA18
Oil Terminal
(MGS)
By Truck
Oil Terminal
(WORLD OIL)
KIGAMBONI
Oil Terminal
(GBP)
NA19
By Truck
By Truck
Oil Terminal
(TOTAL)
NA09
By Train
LA20
By Train
NA08
LA**
LA
21
LA
22
Manifold
NA05
Metering
Station
(TPA)
LA**
Oil Terminal
(NATOIL)
By Truck
NA17
NA23
09
LA
10
LA
11
LA
12
LA
NA16
By Truck
LA19
NA07
By Truck
By Truck
NA22
LA13
LA18
Oil Terminal
(MCCL)
By Truck
NA21
NA06
LA14
By Truck
Oil Terminal
(ENGEN)
Oil Terminal
(WORLD OIL)
CHANGOMBE
Oil Terminal
(HASS)
KIGAMBONI
Oil Terminal
(ORYX)
LA15
LA17
By Truck
NA20
LA16
LA23
Oil Terminal
(LAKE OIL)
KIGAMBONI
LA**
Kurasini Oil Jetty

Deep Berth
(KOJ1)
LA06
LA01
LA07
LA02
LA03
LA08
Oil Terminal
(GAPOIL)*1
LA28
LA31
NA11
32
LA
33
LA
34
LA
35
LA
By Truck
By Train
NA02
Kurasini Oil Jetty
Shallow Berth
(KOJ2)
NA10
36
LA
37
LA
38
LA
39
LA
40
LA
NA12
LA05
NA03
LA27
NA04
LA**
By Truck
LA26
**
LA
**
LA
MSP/MSR
LA**
Oil Terminal
(GAPCO)
BPT/GAPCO
Manifold
LA30
Manifold
(TIPER)
LA25
LA29
LA**
By Truck
NA01
LA04
LA24
AGO
**
LA
IK
NA15
NA14
By Truck
Oil Terminal
(OILCOM)
By Truck
Oil Terminal
(TIPER)
IDO
LPG
Others or Common use
NOTE:
NA13
Oil Terminal
(BPT)
*1: Owned by GAPCO

*2: Red Cloud mark is unidentified existing condition. (Questionnaire was submitted.)
Figure 6.49: Petroleum Pipeline Network Diagram at Dar es Salaam

period was not enough time to confirm the reply and/or collected data. Although the
questionnaire was submitted during the field survey by the JICA Study Team to each oil
marketing company, reply was not obtained from most oil marketing companies.
The short-distance pipeline is managed and operated by the oil marketing company which owns
the oil terminal. Therefore, the investigation of the short-distance pipeline is conducted
simultaneously with the investigation of the oil terminal. Therefore, the short-distance pipeline
excluding Dar es Salaam area is described in section 6.2.5 Current Situation of Oil Terminals.
6.2.6
Current Situation of Oil Terminals
As of October 2011, twenty-one (21) oil marketing companies which are described above in
section 6.2, have an oil terminal in Tanzania.
The data collection and site investigation were not completed because a field survey period was
not enough time to collect the information and to receive the reply on the questionnaire from oil
6-50

Chapter 6
marketing companies. Therefore, this report is based on limited data collected in the field survey
and unidentified data should be collected in the future investigation.
Market shares for oil marketing companies (OMCs) are summarized in Figure 6.50.
Source: EWURA Annual Report for the Year Ended 30th June, 2010
Figure 6.50: Market Shares (from July 2009 to June 2010)

As of October 2011, oil terminals owned by OMCs exist in the following fourteen (14) regions:
1)
2)
3)
4)
5)
6)
7)
8)
9)
10)
11)
12)
13)
14)
(1)
Dar es Salaam
Mwanza
Mtwara
Tanga
Musoma
Shinyanga
Kigoma
Arusha
Moshi
Mbeya
Tabora
Bukoba
Dodoma
Makambako
Oil Terminal at Dar es Salaam
Currently, there are seventeen (17) OMCs with a total storage capacity of 431,146 metric tonnes.
in Dar es Salaam. (This excludes MCCL oil terminal capacity because its capacity has not been
identified.) The oil terminal diagram in Dar es Salaam is shown in Figure 6.51.
6-51

Oil Terminal
(CAMEL OIL)
By Truck
By Truck
Oil Terminal
(WORLD OIL)
KIGAMBONI
Oil Terminal
(GBP)
By Truck
NA18
Oil Terminal
(MGS)
Chapter 6
By Truck
NA19
Oil Terminal
(LAKE OIL)
KIGAMBONI
By Truck
Oil Terminal
(TOTAL)
NA09
LA13
LA14
Manifold
LA20
By Train
NA08
LA**
NA05
LA
21
LA
22
09
LA
10
LA
11
LA
12
LA
NA16
Metering
Station
(TPA)
LA**
Oil Terminal
(NATOIL)
By Truck
NA17
NA23
LA19
NA07
By Truck
By Truck
LA15
LA16
LA18
Oil Terminal
(ENGEN)
Oil Terminal
(MCCL)
By Truck
NA22
NA06
LA17
By Truck
By Truck
NA21
Oil Terminal
(ORYX)
By Train
LA23
By Truck
NA20
Oil Terminal
(WORLD OIL)
CHANGOMBE
Oil Terminal
(HASS)
KIGAMBONI
LA**
Kurasini Oil Jetty

Deep Berth
(KOJ1)
LA06
LA01
LA07
LA02
LA03
LA08
Oil Terminal
(GAPOIL)*1
LA28
LA31
NA11
Kurasini Oil Jetty

Shallow Berth
(KOJ2)
NA04
LA**
NA10
36
LA
37
LA
38
LA
NA12
By Truck
**
**
LA
LA
MSP/MSR
AGO
**
LA
IK
NA15
39
LA
40
LA
By Train
NA02
LA27
32
LA
33
LA
34
LA
35
LA
By Truck
LA05
NA03
LA**
Oil Terminal
(GAPCO)
LA26
BPT/GAPCO
Manifold
LA30
Manifold
(TIPER)
LA25
LA29
LA**
By Truck
NA01
LA04
LA24
NA14
By Truck
Oil Terminal
(OILCOM)
By Truck
IDO
Oil Terminal
(TIPER)
LPG
Others or Common use
NOTE:
NA13
Oil Terminal
(BPT)
*1: Owned by GAPCO

*2: Red Cloud mark is unidentified existing condition. (Questionnaire was submitted.)
Figure 6.51: Oil Terminal Diagram in Dar es Salaam

The total storage capacity in Dar es Salaam is shown in Table 6.23.
Table 6.23: Total Storage Capacity in Dar es Salaam
Unit (MT)
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
COMPANY
TIPER
BPT
ENGEN
GAPOIL
GAPCO
OIL COM
ORYX
NATOIL
TOTAL
MGS
CAMEL OIL
GBP
WORLD OIL - KIGAMBONI
LAKE OIL - KIGAMBONI
HASS - KIGAMBONI
WORLD OIL - CHANG'OMBE
MCCL
TOTAL
AVGAS
LPG
1,005
-
*1
960
302
1,050
-
*1
1,005
MSP
JET A1
12,100
2,486
5,058
3,251
5,288
4,415
5,080
2,208
6,442
8,830
4,415
6,623
7,358
3,532
7,358
*1
2,312
4,400
9,388
2,307
4,717
0
2,296
*1
84,444
IK
23,108
NOTE:
*1: Data is not available.
6-52
AGO
4,400
3,183
3,302
1,855
2,574
4,717
804
4,717
6,289
9,434
7,075
3,931
3,852
3,931
786
*1
60,850
IDO
42,100
14,949
7,356
19,312
9,000
15,000
9,246
5,833
7,646
13,333
15,000
15,000
8,333
8,167
8,333
833
*1
199,442
FO
3,360
1,105
275
245
-
*1
91,820
41,868
15,716
27,773
20,002
34,488
21,225
12,758
23,081
28,452
28,849
28,698
19,623
15,551
19,623
1,619
3,080
833
5,639
4,800
6,698
*1
4,985
TOTAL
24,500
9,449
*1
55,000
431,146
as of December 2010

(2)
Chapter 6
Oil Terminal at Mwanza
Currently, there are eight (8) OMCs with a total storage capacity of 18,305 metric tonnes
(excluding GBP and HASS oil terminal capacities because they have not been identified.) in
Mwanza. The oil terminal diagram in Mwanza is shown in Figure 6.52.
Mwanza
North Port
Oil Terminal
(GBP)
By Train
NB02
By Truck
By Truck
NB05
Oil Terminal
(MOIL)
LB04
By Truck
Oil Terminal
(GAPCO/GAPOIL)
By Truck
By Train
LB01
Not Operational
NB03
By Truck
NB06
Geita Region
By Truck
LB02
Not Operational
Mwanza
South Port
LB05
By Truck
Oil Terminal
(BP)
NB11
By Truck
By Train
LB03
By Truck
Manifold
Oil Terminal
(BP)
By Truck
NB07
LB06
Oil Terminal
(ORYX)
By Truck
NB04
NB01
By Train
By Truck
By Truck
NB08
LB07
Oil Terminal
(HASS)
By Truck
By Truck
NB09
Oil Terminal
(ENGEN)
NOTE:
By Train
By Truck
*1: Red cloud mark is unidentified existing condition. (Questionnaire was submitted.)
By Truck
NB10
Figure 6.52: Oil terminal Diagram in Mwanza

The total storage capacity in Mwanza is shown in Table 6.24.
The storage capacity data of ENGEN is that of former CHEVRON Oil Terminal.
Table 6.24: Total Storage Capacity in Mwanza
Unit (MT)
No.
1
2-1
2-2
3
4
5
6
7
8
COMPANY
AVGAS
LPG
MSP
JET A1
IK
AGO
IDO
FO
TOTAL
BPT
168
393
366
1,372
100
GAPCO
114
163
340
50
667
GAPOIL
400
3,340
1,700
5,440
MOIL
87
62
105
ORYX
BPT - GEITA
118
79
333
3,650
50
1, 570
207
2,606
255
49
629
7,597
3,947
GBP
*1
*1
*1
*1
*1
*1
*1
*1
*1
HAS S
*1
*1
*1
*1
*1
*1
*1
*1
*1
ENGEN *2
TOTAL
202
50
1,089
NOTE:
*2: ENGEN is former CHEVRON.
6-53
393
79
830
749
9,970
1,111
1,899
4,154
18,305
as of December 2010

(3)
Chapter 6
Oil Terminal at Mtwara
Currently, there is (1) OMC with a total storage capacity of 3,800 metric tonnes in Mtwara. The
oil terminal diagram in Mtwara is shown in Figure 6.53. Oil jetty is not available at Mtwara Port.
The piping connection point is exists in Mtwara Port to connect the import/export line from
tanker ship directly.
The oil terminal which BPT owned was sold off to GM (oil marketing company).
*3
Oil Terminal
(GM)
By Truck
By Truck
LC01
NC02
*2
Mtwara
Port
LC02
NC01
NOTE:
*2: Oil jetty is not available at Mtwara Port. (Import/Export Lines are connected from tanker ship directly.)
*3: BPT was sold the oil terminal in Mtwara to GM.
Figure 6.53: Oil Terminal Diagram in Mtwara

The total storage capacity in Mtwara is shown in Table 6.25. Storage capacity data of GM is to
the use that of the former BPT Oil Terminal. It is not counted in storage capacity of the GAPCO
oil terminal because it is not operational.
Table 6.25: Total Storage Capacity in Mtwara
Unit (MT)
No.
1
2
COMPANY
AVGAS
GM *1
GAPCO *2
TOTAL
LPG
MSP
JET A1
372
883
372
NOTE:
IK
AGO
IDO
1,270
1,346
1,000
811
1,021
1,270
1,346
811
FO
TOTAL
3,800
2,904
3,800
as of December 2010
*1: GM is former BPT.

*2: it is not counted in storage capacity of the GAPCO oil terminal, because it is not operational.
(4)
Oil Terminal at Tanga
Currently, there are five (5) OMCs with a total storage capacity of 22,042 metric tonnes in
Tanga. The oil terminal diagram in Tanga is shown in Figure 6.54.
TIOT was sold Oil terminal to MGS in Tanga.
6-54

Chapter 6
Oil Terminal
(GBP)
Loading Buoy
By Truck
By Truck
ND04
ND03
LD01
Oil Terminal
(GAPCO)
By Truck
LD02
Oil Terminal
(MIOC)
By Truck
Tanga
Port
By Truck
ND05
ND01
By Truck
ND06
Oil Jetty
LD03
Oil Terminal
(MGS)
By Truck
ND02
By Truck
ND07
LD04
LD05
Oil Terminal
(TAPCO)
By Truck
By Truck
ND08
NOTE:
Figure 6.54: Oil Terminal Diagram in Tanga

The total storage capacity in Tanga is shown in Table 6.26. The storage capacity data of MGS is
from that of the former TIOT Oil Terminal.
Table 6.26: Total Storage Capacity in Tanga
Unit (MT)
No.
1
2
3
4
5
COMPANY
GAPCO
TAPCO
MGS *1
GBP
MIOC
TOTAL
AVGAS
LPG
MSP
JET A1
1,472
740
1,472
-
3,684
NOTE:
*1: M GS is former TIOT.
6-55
IK
AGO
1,651
786
1,572
983
1,333
2,000
1,667
6,667
1,042
4,992
12,708
IDO
FO
TOTAL
658
1,991
5,123
3,193
9,711
2,024
658
22,042
as of December 2010

(5)
Chapter 6
Oil Terminal at Musoma
Currently, there are three (3) OMCs with a total storage capacity of 1,790 metric tonnes (It
excludes HASS oil terminal capacity because it has not been identified.) in Musoma. The oil
terminal diagram in Musoma is shown in Figure 6.55.
Oil Terminal
(GAPCO)
By Truck
By Truck
NE03
Oil Jetty
LE01
NE02
Musoma
Port
Oil Terminal
(HASS)
By Truck
NE01
By Truck
NE04
Oil Terminal
(EAFCO)
By Truck
By Truck
NE05
Lake Victoria
NOTE:
Figure 6.55: Oil Terminal Diagram in Musoma

The total storage capacity in Musoma is shown in Table 6.27.
Table 6.27: Total Storage Capacity in Musoma
Unit (MT)
No.
1
2
3
COMPANY
GAPCO
HASS
EAFCO
TOTAL
AVGAS
LPG
*1
*1
JET A1
50
*1
MSP
IK
*1
450
6-56
200
*1
400
NOTE:
AGO
IDO
FO
TOTAL
340
*1
590
*1
120
680
320
1,020
*1
-
*1
-
1,200
1,790
as of December 2010

(6)
Chapter 6
Oil Terminal at Shinyanga
Currently, there are four (4) OMCs with a total storage capacity of 9,291 metric tonnes in
Shinyanga. The oil terminal diagram in Shinyanga is shown in Figure 6.56.
Isaka Region
Oil Terminal
(ENGEN)
Oil Terminal
(TOTAL)
By Train
By Truck
By Truck
NF02
Oil Terminal
(OIL COM)
By Truck
By Train
By Truck
NF01
By Train
By Truck
By Truck
NF03
Oil Terminal
(ORYX)
By Train
By Truck
By Truck
NF04
NOTE:
Figure 6.56: Oil Terminal Diagram in Shinyanga

The total storage capacity in Sinyanga is shown in Table 6.28.
Table 6.28: Total Storage Capacity in Shinyanga
Unit (MT)
No.
1
2
3
4
COMPANY
AVGAS
TOTAL
ENGEN (Isaka)
OILCOM (Isaka)
ORYX (Isaka)
TOTAL
LPG
MSP
JET A1
159
515
736
1,410
IK
AGO
116
128
786
1,061
1,166
3,333
1,291
1,030
6,851
IDO
FO
TOTAL
1,335
1,809
4,855
1,291
9,291
as of December 2010
(7)
Oil Terminal at Kigoma
Currently, there are six (6) OMCs with a total storage capacity of 9,660 metric tonnes
(excluding GAPCO oil terminal capacity) in Kigoma. The oil terminal diagram in Kigoma is
shown in Figure 6.57. GAPCO oil terminal in Kigoma is not in operational condition. Therefore,
the data on this oil terminal has not been taken into consideration for this investigation.
6-57

Oil Terminal
(ENGEN)
By Truck
Chapter 6
By Train
NG03
By Truck
LG02
*2
Oil Terminal
(GAPOIL)
NG04
Oil Jetty
Manifold
By Truck
By Train
By Truck
LG01
NG01
NG02
LG03
Oil Terminal
(TOTAL)
By Truck
By Train
NG05
By Truck
LG04
Oil Terminal
(GBP)
By Truck
By Train
NG06
Oil Terminal
(OIL COM)
By Truck
By Train
NG07
Oil Terminal
(WORLD OIL)
By Truck
By Truck
By Truck
By Train
NG08
By Truck
NOTE:
*2: Not operational.
Figure 6.57: Oil Terminal Diagram in Kigoma

The total storage capacity in Kigoma is shown in Table 6.29.
The capacity of GAPCO oil terminal is not considered in the total capacity figure in Kigoma
because it is not in operational condition.
6-58

Chapter 6
Table 6.29: Total Storage Capacity in Kigoma

Unit (MT)
No.
1
2
3
4
5
-
COMPANY
AVGAS
ENGEN
TOTAL
GBP
OIL COM
WORLD OIL
GAPOIL *1
LPG
TOTAL
MSP
JET A1
IK
AGO
IDO
FO
1,024
1,177
736
567
302
1,480
637
385
-
314
393
252
322
1,583
458
638
1,250
596
342
1,678
128
138
3,805
1,022
1,281
3,283
128
TOTAL
141
350
1,937
2,452
2,379
1,927
966
5,228
141
9,660
as of December 2010
NOTE:
*1: Not operational condition. Therefore, this capacity is not considered to the total capacity in Kigoma.
(8)
Oil Terminal at Arusha
Currently, there are three (3) OMCs with a total storage capacity of 3,645 metric tonnes in
Arusha. (This excludes MOUNT MERU oil terminal capacity because it has not been
identified.) The oil terminal diagram in Arusha is shown in Figure 6.58.
Oil Terminal
(GAPCO)
By Truck
By Train
By Truck
NH01
Oil Terminal
(MOUNT MERU)
By Truck
By Train
By Truck
NH02
Oil Terminal
(TOTAL)
By Truck
By Train
By Truck
NH03
NOTE:
Figure 6.58: Oil Terminal Diagram in Arusha

The total storage capacity in Arusha is shown in Table 6.30.
Table 6.30: Total Storage Capacity in Arusha
Unit (MT)
No.
1
2
3
COMPANY
GAPOIL
MOUNT MERU
AVGAS
*1
JET A1
400
*1
MSP
*1
TOTAL
TOTAL
LPG
*1
720
6-59
AGO
603
*1
320
NOTE:
IK
IDO
1,084
*1
FO
*1
TOTAL
-
*1
169
872
79
772
1,956
79
2,087
*1
118
1,558
118
3,645
as of December 2010

(9)
Chapter 6
Oil Terminal at Moshi
Currently, there are four (4) OMCs with a total storage capacity of 3,296 metric tonnes in Moshi.
The oil terminal diagram in Moshi is shown in Figure 6.59.
CHEVRON sold its oil terminal in Moshi to ENGEN.
Oil Terminal
(BPT)
By Truck
By Train
By Truck
NH01
Oil Terminal
(MOUNT MERU)
By Truck
By Train
By Truck
NH02
Oil Terminal
(ENGEN)
By Truck
By Train
By Truck
NH03
Oil Terminal
(TOTAL)
By Truck
By Train
By Truck
NH04
NOTE:
Figure 6.59: Oil Terminal Diagram in Moshi

The total storage capacity in Moshi is shown in Table 6.31.
Table 6.31: Total Storage Capacity in Moshi
Unit (MT)
No.
COMPANY
AVGAS
BPT
ORYX
ENGEN *1
BPT/TOTAL
TOTAL
24
LPG
50
MSP
JET A1
736
151
74
24
IK
AGO
IDO
71
80
79
833
252
167
39
229
1,252
39
504
50
961
NOTE:
*1: ENGEN is former CHEVRON.
6-60
504
FO
TOTAL
169
67
1,809
640
319
527
236
3,296
as of December 2010

Chapter 6
(10) Oil Terminal at Mbeya

Currently, there are two (2) OMCs with a total storage capacity of 6,336 metric tonnes in
Mbeya. The oil terminal diagram in Mbeya is shown in Figure 6.60.
Oil Terminal
(TOTAL)
By Truck
By Train
By Truck
NJ01
Oil Terminal
(MARAWI CARGO)
By Truck
By Train
By Truck
NJ02
NOTE:
Figure 6.60: Oil Terminal Diagram in Mbeya

The total storage capacity in Mbeya is shown in Table 6.32.
Table 6.32: Total Storage Capacity in Mbeya
Unit (MT)
No.
1
2
COMPANY
AVGAS
TOTAL
MALAWI C.
TOTAL
LPG
MSP
JET A1
684
1,339
2,023
IK
AGO
432
308
1,883
1,689
740
3,572
IDO
-
FO
TOTAL
-
3,000
3,336
6,336
as of December 2010
(11) Oil Terminal at Tabora

Currently, there are two (2) OMCs with a total storage capacity of 534 metric tonnes in Tabora.
(This excludes GBP oil terminal storage capacity because it has not been identified.) The oil
terminal diagram in Tabora is shown in Figure 6.61.
6-61

Chapter 6
Oil Terminal
(GBP)
By Truck
By Train
By Truck
NK01
Oil Terminal
(AMAZON PETR)
By Truck
By Train
By Truck
NK02
NOTE:
Figure 6.61: Oil Terminal Diagram in Tabora

The total storage capacity in Tabora is shown in Table 6.33.
Table 6.33: Total Storage Capacity in Tabora
Unit (MT)
No.
1
2
COMPANY
GBP
AMAZON PETR
TOTAL
AVGAS
*1
LPG
*1
JET A1
*1
MSP
*1
AGO
*1
88
88
IK
*1
*1
148
298
148
298
NOTE:
IDO
FO
*1
TOTAL
*1
534
534
as of December 2010
(12) Oil Terminal at Bukoba

Currently, there is one (1) OMC which is owned by GAPCO in Bukoba. However, the GAPCO
oil terminal in Bukoba is not in operational condition. Therefore, the data on this oil terminal is
not taken into consideration for this investigation.
The oil terminal diagram in Bukoba is shown in Figure 6.62.
6-62

Chapter 6
*2
Oil Terminal
(GAPOIL)
By Truck
By Truck
NL02
Oil Jetty
LL01
NL01
NOTE:
Figure 6.62: Oil Terminal Diagram in Bukoba

The total storage capacity in Bukoba is shown in Table 6.34.
The capacity of the GAPCO oil terminal is not considered as part of the total capacity figure in
Bukoba because it is not in operational condition. Therefore, there will be no storage capability
of petroleum products in Bukoba.
Table 6.34: Total Storage Capacity in Bukoba
Unit (MT)
No.
1
COMPANY
AVGAS
GAPOIL *1
TOTAL
LPG
MSP
JET A1
129
IK
AGO
208
IDO
45
NOTE:
FO
TOTAL
-
382
0
as of December 2010
*1: Not operational condition. Therefore, this capacity is not considered to the total capacity in Bukoba.
(13) Oil Terminal at Dodoma

Currently, there is one (1) OMC which is owned by GAPCO in Dodoma. However, the GAPCO
oil terminal in Dodoma is not in operational condition. Therefore, the data on this oil terminal is
not taken into consideration for this investigation.
The oil terminal diagram in Dodoma is shown in Figure 6.63.
*1
Oil Terminal
(GAPOIL)
By Truck
By Train
NM01
By Truck
NOTE:
Figure 6.63: Oil Terminal Diagram in Dodoma
6-63

Chapter 6
The total storage capacity in Dodoma is shown in Table 6.35.

The capacity of GAPCO oil terminal is not considered as part of the total capacity figure in
Dodoma because it is not in operational condition. Therefore, there will be no storage capability
of petroleum products in Dodoma.
Table 6.35: Total Storage Capacity in Dodoma
Unit (MT)
No.
1
COMPANY
AVGAS
GAPOIL *1
LPG
TOTAL
MSP
JET A1
62
IK
AGO
215
IDO
280
NOTE:
FO
TOTAL
-
557
0
as of December 2010
*1: Not operational condition. Therefore, this capacity is not considered to the total capacity in Dodoma.
(14) Oil Terminal at Makambako

Currently, there are two (2) OMCs in Makambako. However, the BPT oil terminal in
Makambako is not in operational condition. Therefore, the data on this oil terminal is not taken
into consideration for this investigation.
The oil terminal diagram in Makambako is shown in Figure 6.64.
*1
Oil Terminal
(BPT)
By Truck
By Train
By Truck
NN01
Oil Terminal
(ORYX)
By Truck
By Truck
NN02
NOTE:
Figure 6.64: Oil Terminal Diagram in Makambako

The total storage capacity in Makambako is shown in Table 6.36.
The capacity of the BPT oil terminal is not considered as part of the total capacity figure in
Makambako because it is not in operational condition. The storage capacity of ORYX oil
terminal has also not been identified.
6-64

Chapter 6
Therefore, there will be no storage capability of petroleum products in Makambako in this stage.
It is planned that unidentified data will be collected in the next investigation.
Table 6.36: Total Storage Capacity in Makambako
Unit (MT)
No.
1
-
COMPANY
AVGAS
ORYX
BPT *2
*1
LPG
*1
-
JET A1
*1
TOTAL
MSP
*1
-
AGO
*1
317
IK
IDO
*1
200
*1
TOTAL
*1
815
FO
NOTE:
*1
-
1,332
0
as of December 2010

*2: Not operational condition. Therefore, this capacity is not considered to the total capacity in M akambako
6.2.7
(1)
Energy Supply and Demand

Crude Oil
The current transportation volume of the TAZAMA Pipeline which handles crude oil from Dar
es Salaam to Zambia has increased by 27% from last year.
The trend in transportation volume is shown in the following Figure 6.65.
700,000
600,000
Unit (MT)
500,000
400,000
300,000
200,000
100,000
0
2001
2002
2003
2004
2005 2006
Year
2007
2008
2009
2010
Source: TAZAMA Pipeline Limited
Figure 6.65: Trend in Transportation Volume

A future expansion plan will be analyzed based on the 2 nd investigation results and the result of
demand forecast.
(2)
Natural Gas
Natural gas consumption has grown rapidly due to population growth and the increase in
economic activities in recent years.
Depending on the electricity demand growth in the power generating plant, the increase in
natural gas utilization grew linearly and substantially by about 16.52% per annum.
Annual natural gas sales trend is shown in Figure 6.66.
6-65

Chapter 6
PG: Protected Gas (dedicated to the initial 110 MW capacity owned and operated by Songas, the first two
kilns of Twiga Cement Factory in Dar es Salaam, and 6MW of Somanga Fungu power plant) kept stable
at around 11 BCF per annum.
AG: Additional gas sales to electric power generation plants.
Source: EWURA, Annual Report for the Year Ended 30th June, 2010
Figure 6.66: Annual Natural Gas Sales Trend

The following excerpt is taken from the report of Annual Report for the Year Ended 30th June,
2010 prepared by EWURA.
According to the McDaniel & Associates Report dated 31st December, 2008, proven and
probable reserves in the Songo-Songo gas field (the main and north structures) are estimated at
828.8 billion standard cubic feet (BCF), while proven, the probable and possible reserves stand
at 1.562 trillion standard cubic feet (TCF).
According to Rose & Associates Report dated 2008, the proved and probable gas reserves are
estimated at 2.015 TCF, while the proved, the probable and possible gas reserves in the Mnazi
Bay vicinities are estimated at 4.055 TCF.
The natural gas production from the Songo-Songo gas field met 75 percent of Dar es Salaam
market, which is estimated at 120 million standard cubic feet per day (MMSCFD). On average,
the critical gas processing facility was 109.5% available at 76.65 MMSCFD after the capacity
of the common processing facility for Songas and PanAfrican Energy on Songo-Songo Island
was re-rated by Lloyds Register from the operating capacity of 70 MMSCFD to the maximum
of 90 MMSCFD. The peak gas demand of 90.07 MMSCFD was recorded on 24 June 2010.
Monthly natural gas production from Songo-Songo gas reservoir is shown in Figure 6.67.
6-66

Chapter 6
Source: EWURA, Annual Report for the Year Ended 30th June, 2010
Figure 6.67: Monthly Natural Gas Production

from Songo-Songo Gas Reservoir
Monthly natural gas production from Minazi bay reservoir is shown in Figure 6.68.
Figure 6.68: Monthly Natural Gas Production

from Mnazi Bay Gas Reservoir
(3)
Petroleum Product
Consumption of petroleum products has grown rapidly due to population growth and the
increase in economic activities over the last ten years. It is as shown in Figure 6.69.
6-67

Chapter 6
Figure 6.69: Petroleum Production Consumption in Tanzania

The trend in quantities of imported petroleum is shown in Figure 6.70.
In 2010, a total of about 1,557,898,439 liters of petroleum products were imported for the local
market, and 797,914,676 liters were imported for transit to neighboring countries.
Source: EWURA
Figure 6.70: Imported Petroleum Quantities

More than approximately 95% of petroleum product imports to Tanzania are unloaded at the
Kurasini Oil Jetty (KOJ) at the port of Dar es Salaam. The remaining 5% of petroleum product
was imported through Tanga and Lake Victoria ports and, by road tankers, through the Sirari
border with Kenya.
The breakdown of the imported petroleum quantities in Tanzania for each entry point is shown
in Table 6.37.
6-68

Chapter 6
Table 6.37: Imported Petroleum Quantities in Tanzania

Region
Dar es Salaam
Tanga
Mwanza
Musoma
Sirari
Total
2009 (MT)
1,456,981
16
5,622
10,222
47,357
1,520,198
2010 (MT)
2,278,793
7,971
12,103
6,870
50,074
2,355,813
Year-on-Year
+56%
+49,719%
+115%
33%
+6%
+55%
Source: EWURA
6.2.8
(1)
Current Development Plan

Crude Oil Pipeline and Related Facility
The Oil Refinery and Refinery Product Pipeline Project plans to install the following:
Oil refinery (200,000 barrels a day refinery) in Dar es Salaam

Dar es Salaam Mwanza Petroleum Product Pipeline
Dar es Salaam Kigoma Petroleum Product Pipeline
The construction project of an oil refinery (200,000 barrels a day refinery) in Dar es Salaam and
a pipeline with a distance of 1,500 km for transporting refinery products from Dar es Salaam to
Mwanza and Kigoma was to be undertaken by Noor Oil and Industrial Technology Ltd (NOIT)
with a consortium of Russian and German firms.
Its advantages are linked to the huge net proceeds from the storage and transport of petroleum
products to Mwanza, Kigoma and neighbouring countries such as Uganda, Rwanda and Burundi.
Besides having access to cheaper oil, East African countries will also save on the cost of road
maintenance caused by excessive use of surface transport to deliver products to destinations.
The new oil refinery can supply to the inland service in Tanzania and its neighbours with
petroleum products in addition to some for the export market.
Landlocked Uganda currently depends on the Kenyan port of Mombasa for the bulk of its
imports and exports.
NOIT had approached the government to discuss the possibilities of extending the pipeline from
Mwanza to Ugandas oil region, along the western border with Congo.
The Replacement SPM and Pipeline Project is planned to replace and to install the following:
Replacement of SPM in Dar es Salaam port

Installation of 28 inch crude pipeline from SPM to Dar es Salaam port
Installation of 24 inch petroleum product pipeline from SPM to Dar es Salaam port
The replacement of Single Point Mooring (SPM) and pipelines in Dar es Salaam port in
Tanzania is planned by Leighton Offshore. This project includes installation of two (2)
pipelines: a 28 inch crude oil pipeline and a 24 inch petroleum product pipeline. Both pipeline
lengths are 7.9 km (3.6 km offshore and 4.3 km onshore).
The development plan of crude oil pipeline is shown in Figure 6.71.
6-69

Chapter 6
Oil Refinery
(Planned)
Mwanza
Planned
NOP01
Dal Es Salaam
SPM
(Replace)
Pump Station
No.1
(Kigamboni)
Planned
28in x 7.9 km
NOP08
Pump Station
No.2
(Morogoro)
Kigoma
Pump Station
No.3
(Iringa)
NOP01
*1
Pump Station
No.4
Pump Station
No.5
(Mbeya)
Pump Station
No.6
(Chinsali)
Pump Station
No.7
(Kalonje)N46
NOP02
24in x 7.9 km
NOP01
NOP04
NOP05
NOP06
888 km
NOP07
Tanzania
Zambia
Oil Refinery
(Ndola)
NOP03
borderline
822 km
NOTE:
*1: Location is unidentified.
Figure 6.71: Development Plan of Crude Oil Pipeline

(2)
Natural Gas Pipeline Project
Construction of a natural gas pipeline from Mnazi Bay in the Mtwara Region and Songo-Songo
in Kilwa to Dar es Salaam is planned. This project is carried out by a loan agreement for more
than $1 billion with the Chinese government.
Tanzania is planning to construct and own the natural gas pipeline by 100%. The pipeline will
connect Mnazi Bay with Songo-Songo, Kiliwani and Nyuni, Mkuranga and deep sea gas
reserves on the coastal area.
The development plan of the natural gas pipeline currently being planned is described below.
Planned Pipeline
2430 inch Songo-SongoDar es Salaam Gas Pipeline
Dar es SalaamMombasa (in Kenya) Gas Pipeline
MtwaraDar es Salaam Gas Pipeline
Mnazi BaySomanga Fungu Gas Pipeline
Future Pipeline
Dar es SalaamMwanza Gas Pipeline
Dar es SalaamMbeya Gas Pipeline
TangaZanzibar Gas Pipeline
TangaMoshiArusha Gas Pipeline
The development plan of the natural gas pipeline is shown in Figure 6.72.
6-70

Chapter 6
Figure 6.72: Development Plan of Natural Gas Pipeline

(3)
Oil Terminals
The oil marketing companies will each have an extended plan for an oil terminal. However, the
plan is not clear in the present stage.
It will be determined by the management policy of each company. Therefore, it is difficult to
collect information on the long term scheme from the oil marketing companies.
This, this study will use the trend of handing volume.
In this study, analysis will be performed based on prediction of the transition tendency of the
transfer volumes and the rate of GDP growth.
6.3
Cross-Border Operations and Facilities
Since 2004, the Tanzania Revenue Authority has been in the process to modernize the Customs
and Excise Department through the implementation of various initiatives incorporated into the
TRA Corporate Plan with the vision of transforming its operation into a modernized customs
administration by 2013. The Customs reform initiatives incorporated into both TRA Corporate
Plans are in line with the Governments broad social and economic policies, World Trade
Organization (WTO) initiatives on trade facilitation and the World Customs Organization
(WCO) Framework of Standards.
6-71

6.3.1
Chapter 6
The Customs Modernization
The customs modernization efforts since 2004 include the following:
Implementation of EAC Customs Union: Customs operations are administered under

the provisions of the EAC Customs Management Act (2004), Common External Tariff
and other EAC Customs Protocols.
Automation of declaration processes: ASYCUDA++ system has been implemented to

enable clearing agents to lodge documents from their offices. Additional system of
ASY-SCAN enabled the agent to lodge declarations with scanned documents attached
electronically. Central Data Processing Office has been established in the headquarters
of the customs and the ASYCUDA++ system has been implemented in 28 major
customs stations. (These include; DSM Customs Service Centre, DSM Wharf, JNIA,
Holili, Moshi, Arusha, Mwanza, Tunduma, Kasumulu, Mtwara, Kigoma, Tanga,
Horohoro, Isaka, Namanga, KIA, Sirari, Zanzibar, Bukoba, Mutukula, Rusumo,
Kabanga, Pemba, Misugusugu, Makambaku, Iringa, MCCL-Mbeya branch, and
Mtambaswala.) By this central processing system, it became possible to provide a
uniform treatment of Valuation and Classification across the country since February
2010.
Database and System development: Several database systems have been developed
and implemented such as the Pre-arrival Documentation System, Valuation and
Classification System with Transaction Price Database and Computerized Risk
Management System (CRMS). These systems promote trade compliance through fair,
equitable and transparent application of customs values by eliminating double standards
in valuation of imported/exported goods by using real time and on-line database.
New Valuation method: In line with the Valuation Database System, TRA has adopted
the application of a variant method of valuation of used motor vehicles which applies a
depreciation-based method to arrive at customs values for tax purposes. This technique
has been used successfully in customs administrations of the Kenya Revenue Authority.
TRA decided to adopt a similar model and the new process started in June, 2011. This
method facilitated the reduction in time taken to clear motor vehicles by eliminating
several processes between the taxpayers and customs officers.
Implementation of One Stop Border Post (OSBP):

Under the project of East Africa Trade and Transport Facilitation (EATTF), a
feasibility study on the construction of several border sites has been conducted.
Under JICA support, the construction of OSBP at Rusumo and Namanga has been
in progress. A feasibility study was conducted on both stations, and the design for
office construction at Rusumo was prepared and approved by both governments of
Tanzania and Rwanda.
The construction of OSBP at Namanga has yet to be started even though the design
and training of a computer system to be installed has been completed in 2010. The
Government compensation to the local residents to relocate has not been paid yet.
These preparations and construction is under the authority of the Ministry of
Transportation and TANROAD.
The JICA project for capacity development of EAC customs prepared Real Time
Monitoring System and is being tested at Namanga. The system is ready to be
rolled out to all other border stations.
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Chapter 6
The Trade-Mark East Africa has shown interest to finance the development of
OSBP at Kabanga and Tunduma. Feasibility study at Tunduma has completed. The
Joint Consultative meeting between Tanzania and Zambia was held in Dar es
Salaam and the dialogue is continuing.
Scanners
Two Container Scanners were introduced for customs operations at Dar es Salaam
and Zanzibar ports in 2010. Eleven officers trained on Image analysis and scanning
management system while 4 officers attended training on scanner maintenance in
July 2010.
For airport inspection, 4 pallet scanners have been procured for screening cargo of
arrival passengers in 2011. Two machines are allocated at JNIA, one each at KIA
and Zanzibar Airport.
Authorized Economic Operator (AEO) implementation: Based on the WCO safe

programme, AEO concept is introduced with implementation of Compliant Traders
Scheme and 54 traders are selected.
The Customs Modernization has been continuing with Human Resource Capacity Enhancement
and Organization Development including strengthening enforcement capacity and increasing
relationship with stakeholders.
6.3.2
Customs Procedure in Tanzania
Customs procedure is centralized with ASYCUDA++ system introduced in May 2005 at JNIA,
DSM Port and other 18 Customs offices. A document transfer system called ASYSCAN was
also introduced in 2009 for facilitating document verification, revenue accounting, manifest and
cargo control, risk based selectivity, warehousing and transit control management.
ASYCUDA++ is based on wide area network communication, with computerized system linked
to a single server at Customs Headquarters in Dar es Salaam. Declarants prepare and assess
declarations directly in ASYCUDA++ through direct trader input facility.
The following describes the flow of the declaration process with Pre-Arrival documentation
until the release of cargo. Based on the documents of B/L, Invoice and Packing List, a clearing
agent prepares the Pre-assessed Pre-Arrival Document (P-PAD). Using internet connection, PPAD is sent to the TRA-PAD system and is checked. Then the system responds with a P-PAD
number with duty amount to be paid. If the cargo owner does not agree to the indicated amount,
he can make inquiry by e-mail to the customs. After the duty amount is agreed and paid,
Assessed-PAD is issued. The Asycuda system will issue Tanzania Single Administration
Document (TANSAD) for assessing the risk premium of cargo, and return the result of
selectivity by red (cargo inspection), yellow (document check), blue (transit) or green
(immediate release). If it is channeled red, the agent has to prepare for physical examination.
After clearing the examination, a Release Order will be issued. In parallel with the customs
procedure, port procedures should take place. After the required documentation for the port and
payment of fees and charges are completed, a Gate Pass will be issued.
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Chapter 6
TRA-Customs
Clearing Agent
Prepare Pre-Assessed
Pre-Arrival Declaration Document
BL or AirwayBill
Invoice
Packing List
On-line Submit
Check document
& issue
Scan & Attach
TRA-PAD
System
at DSM
P-PAD No.&
Duty amount.
Cargo Owner
Check the duty amount
If any query, ask by email
Agree to
Valuation
A-PAD
Assessed PAD
Cargo Manifest
Payment of Duty
by Bank Transfer
Payment (confirm)
Cargo Arrives
TANSAD
TRA Asycuda
System
Channeling by Risk Assessment

Green, Yellow, Red: >> Necessary Inspection by TRA
Release Order
Payment of Cargo Handling Fee,
Equipment Fee, Storage Charge
Payment
Port Operator
Documentation Fee, Clearing Fee, etc
Gate Pass

Note: All declarations should be lodged by P-PAD electronically.
TANSAD is automatically produced by Asycuda++ system using information of A-PAD.
Figure 6.73: Customs Procedure Flow (Import)

6.3.3
Customs Processing Time
Tanzania customs has been making effort by reviewing its performance regularly in recent years.
The Time Release Study is one of them and the result is published in the report. Based on the
report and related information from officers involved, the following facts were identified.
Cargo arrival to removal at the Port of DSM was more than 15 days until 2009, but improved to
12 days in 2011. As shown in the figure below the dwell time of cargo in the port can be divided
into three parts based on the responsibility of processing documents and arrangements. The first
section is from arrival to lodgment of declaration, which took more than 6 days before and now
reduced to 3 days. The second section is from declaration to Release Order, which also took 6
days before and has improved to 4 days. The third section is Release Order to Gate out, which
seems to have been increased from 3 days to 5 days in the past 2 years. The first section is
dependent on the pre-arrival work of a Clearing Agent. The second section is mainly the work
of customs administration including other related government organizations, and the last section
is related to the port infrastructure and cargo owners arrangement to remove cargo.
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For customs declaration documents, pre-arrival lodgment system and cargo manifest reported
into ASYCUDA++ system before vessel arrival increased from 36% in 2009 to 89% in 2011.
These improvements has contributed to the reduction of processing time of both section 1 and 2.
The target of cargo clearance time is set to 5 days from the current 12 days at Dar es Salaam
port.
20.0
2013 Target
Days
15.0
10.0
Take out from Port
Release Order
to Gate out
Lodgement to
Release Order
Arrival to
Lodgement
Customs & Gov. Procedure
5.0
Before Declaration
0.0
2005
2009
2011
2013 Target
Source: Data from TRA officers and Tanzania Time Release Study, 2009
Figure 6.74: DSM Port Cargo Clearance Days

At the Julius Nyerere International Airport (JNIA), the cargo clearance time was more than 10
days in 2009 because of long preparation time of clearing agents taking more than 6 days. It is
now reduced to 2 days for both sections. As a result, the total time taken for gate out is now less
than 5 days. The target for the year 2013 sets the dwell time of cargo to 2 days, which is the
same as the dwell time of KIA and Mwanza International Airport now.
Figure 6.75: JNIA (Airport) Cargo Clearance Days

Across land border stations, cargo clearance time was 2.5 days in the quarter ending June 2011,
a deterioration from 2 days reported by TRS baseline in 2009. The figure below shows the trend
on cargo clearance time. The target is to reduce the time from 2 days to half a day with the
operation of OSBP across land border stations by June 2013. The survey in 2009 indicates some
irregular composition of three sections. The second section may include preparation time of
declaration, because in many cases, agents prepare the declaration document after cargo arrival
because pre-lodgment had not started.
The reason for the long time required for cargo documentation at the land border is a result of
slow internet connection and slow delivery of cargo information by the consignee. Drivers
usually carry documents and hand over to the branch offices of agents upon arrival at the border.
Agents start input of data to be sent to central office of customs at DSM. There are still many
owners who provide cargo information only when the truck departs.
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Chapter 6
Figure 6.76: Land Border Cargo Clearance Days

Performance compared with the Kenya Revenue Authority is exhibited in the figure below.
Even though total dwell time at DSM port is longer than that of Mombasa port, the time for
Release Order is faster than Kenya. It takes 10 days from arrival to Release Order of the
customs. (Section 1 and 2) Port procedure and cargo handling to gate out took time for 4 days at
DSM whereas it is less than half a day at Mombasa port.
Airports in Kenya is taking less than 4 days which is half of the JNIA at Tanzania. However, for
air cargo, 4 days of processing time is still long. Now TRA set the target to reduce it to 2 days.
For land border, it takes more than 2 days in both Kenya and Tanzania. Both countries are
making efforts including OSBP so that process time will be reduced to half a day.
Source: Data from TRA Tanzania Time Release Study, 2009
Figure 6.77: Comparison of Cargo Clearance Time

(Tanzania Average in 2009 and Kenya Average in 2007)
6.3.4
Transit Cargo to Neighbouring Countries
There were 118,000 declarations for transit cargo last year which accounts to approximately
30% of all transactions. The processing record of transit by borders is shown in the table below.
More than 50% of declarations are processed at Tunduma, a border with Zambia. According to
the interview at Tunduma border station, 95% of cargo are sea-born transit from DSM port, and
include cargos onward to DRC. Transit cargo from Zambia is mostly copper related products
such as wires and plates.
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Chapter 6
The daily average of declarations is now reaching 200. In addition to this increase in number,
lack of space makes border areas very crowded. The bilateral agreement between Tanzania and
Zambia requires the processing of documents for both countries before crossing the border.
Therefore, cargos from Tanzania stay before the border at Tunduma and wait for the processing
by both Tanzania and Zambia. Documents are carried to the Zambian agents entering data into
the Zambian system newly and cargo owner in Zambia has to pay for import duty. For all of
these procedures it takes 3 to 5 days. After clearing both customs, cargo may cross the border.
Table 6.38: Transit Transactions at Land Border Stations (Year 20102011)
Station
Tunduma (Zambia)
Rusumo (Rwanda)
Kabanga (Brundi)
Kasumulu (Malawi)
Mutukula (Uganda)
Kigoma Port (DRC)
Mwanza Port (Uganda)
Isaka (ICD)
Zanzibar Longroom
DSM Wharf
Namanga (Kenya)
Kigoma (DRC)
Horohoro (Kenya)
Mtwara Port
DSM Airport (JNIA)
Zanzibar Port
Bukoba Lake Port
Tazara Mbeya Station
Holili (Kenya)
Mtambaswala
Total
Number of Transactions
61,429
21,315
17,207
12,827
2,395
1,821
372
223
198
117
49
10
9
8
6
5
5
2
1
1
118,000
Ratio (%)
52
18
15
11
2
2
0.3
0.2
0.2
0.10
0.04
0.01
0.01
0.01
0.01
0.00
0.00
0.00
0.00
0.00
100
Source: TRA
There are some reported pilferage cases but the number is less than 10 last year. The ratio of
missing cargo is less than 0.01%. There are specific areas where lorries were robbed together
with drivers in the suburb of DSM between Cherinze and Dumira. The robbery is prone to
happen at night where roads are not paved.
The amount of bond for transit cargo is the same as import duty. If the cargo is lost, the bond
will be confiscated and additional 50% is charged as penalty. Therefore the consignee has to pay
150% of duty in total. Customs has a checkpoint and stipulate the time-frame that a vehicle
should arrive at each checking station.
Transit cargos are now checked for their movements at several points with signatures of
customs officers on the movement sheets. Some trucking companies installed a satellite tracking
system so that drivers will not steel diesel or waste time on the way, and for identification in
times of accidents. The government is preparing a tracking system for the purpose of security.
TRA is including both OSBP at border stations and cargo tracking system in the Customs
Modernization Programme and preparing for implementation.
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6.3.5
Chapter 6
Customs Projects for Modernization Supported by External Funds
There are several projects currently running under the customs modernization programme. The
title of the projects and their supporting agencies or source of funding are as follows:
1.
2.
3.
4.
5.
6.
Electronic Cargo Tracking system funded by Basket Funds.

Revenue Authorities Digital Data Exchange (RADDEX) funded by USAID & EAC
Secretariat.
Cargo and Risk Management Systems funded by KOICA
New Customs Automated System funded by ICF/TRA.
One Stop Border Post (OSBP) development project funded by World Bank, JICA, Trade
Mark East Africa.
Authorized Economic Operators Programme (AEO) funded by SIDA & WCO.
There are some project schemes now seeking financial support such as:
1.
2.
Time Release Study on Southern Corridor with its Future Plan similar to the pilot study
currently conducted.
Enhance capacity on data analysis for Customs data to facilitate Decision Making
Process on areas of Risk Management, Trade Facilitation. The details need to be
discussed.
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Chapter 7
7.1
Chapter 7
Institutional Matters
Related Laws and Regulations
For the transport sector, the Surface and Marine Transport Regulatory Authority (SUMATRA), a
multi-sectoral regulatory authority established by the Act of Parliament No. 9 of 2001, regulates
rail, road and maritime transport services. One of the duties of SUMATRA is to promote
availability of regulated services to all consumers including low income, rural and
disadvantaged consumers. SUMATRA basically regulates all transport sectors except aviation.
7.1.1
Ports and Shipping Services
For the port and shipping sectors, SUMATRA provides the regulatory services, as in;
developing rules and standards to regulate ports and shipping business; promoting port/shipping
services, as well as intermodal transport with landlocked countries; issuing Shipping Agency
Licenses to local shipping agents; ensuring service providers file their tariffs in accordance with
established procedures, holding consultations with stakeholders in the industry; enforcing
compliance of good conduct and practices by port and shipping service providers; promoting
improved utilization of inland waterways shipping and intermodal transportation system;
enhancing the competition of domestic inland transportation; and regulating services of shipping
agents, shipping lines, port operators, clearing and forwarding agents and cargo consolidators.
Regulations relating to ports and shipping are as follows.
7.1.2
Port Terminal Operators Regulations

Shipping Agency Regulations
Cargo Consolidation Regulations
Ports Performance Indicators and Benchmarks
Maritime Safety and Security
The Merchant Shipping (Fees) Regulations, 2005
Medical Examinations Regulations 2004
Ship and Port Facility Security Regulations 2004
Small Ships Local Cargo Ship Safety Small Ship Safety Surveys and Inspections for
Vessels Engaged on Local and Coastal Voyages Inland Waters Regulations 2004
Training Certification and Manning Regulations 2004
Railway
For the railway sector, SUMATRA also provides the regulatory services, as in; recommending
railway rules and regulations; monitoring and preventing abuse of monopoly position in the
railway transport sector; coordinating issuance of licenses to railway operators; monitoring rail
transport service standards; initiating rail transport service standards; initiating and conducting
investigations in relation to the quality of service provided by rail transport operators; laying
down standards and codes of conduct in respect of rail transport operators and customers;
enforcing railway safety; investigating accidents and incidents prejudicial to rail safety;
approving new rail infrastructure, safety systems and unusual safety related features of rolling
stock; ascertaining the safety competence of the holders of railway operator license; and
promoting intermodal cooperation in railway transport. Regulations relating to railway are as
follows.
The Railways (Accident Investigation and Reporting) Regulations

The Railways (Licensing of Railway Operators) Regulations
The Railways (Safety Plan) Regulations
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7.1.3
Chapter 7
The Railways (Handling and Transportation of Dangerous Goods and Substances)

Draft
The Railways (Automatic Brake, Passenger Communication Unit and Automatic
Coupler) Draft
The Railways (Training , Competence and Medical Fitness of Safety Critical Workers)
Draft
The Railways (Function and Duties of Chief Inspector of Railway Safety and Related
Matters) Regulations , 2009 (Draft)
The Railways(Level Crossing) Regulations ,2009 (Draft)
Road
For the road sector, SUMATRA provides the regulatory services such as; registering and
licensing commercial vehicles; determining and/or monitoring national and international
yardsticks/benchmarks which can be used in determining the reasonableness of charges/rates/
tariffs charged by the providers of road transport services; formulating and reviewing codes of
conduct for the providers and users of the road sector services; overseeing investigation in road
transport accidents in collaboration with other stakeholders; liaising with Police, Ministry of
Public Safety and Security and Ministry of Infrastructure Development on issues affecting road
transport; developing rules and regulations in Road Transport; and regulating tariff and charges.
Regulations relating to road are as follows.
7.1.4
Passenger Vehicle Technical Safety and Quality of Service Standard Rules 2008
(*NEW*)
The Transport (Road Passenger) Licensing Regulation 2007
Bajaj (Motorcycles and Tricycles) Regulations
Amendment of the Transport Licensing Act
Air
The Tanzania Airports Authority (TAA) oversees air transport in Tanzania. Its mission is to
provide high quality airport services and facilities to international and domestic air transport
system in a most cost-effective manner and its vision is to become a model for provision of
airport facilities and services in East Africa. Regulations relating to air transport are as follows.
Tanzania Civil Aviation Authority Act 2003

The Air Tanzania Corporation (Re-Organization and Vesting of assets and Liabilities)
Act, 2002
The Civil Aviation Act 1977 revised 2002
7.2
Policy Framework on Freight Transport and Trade Facilitation

System
7.2.1
National Investment Promotion Policy in Economic Development in

Tanzania
(1)
Past Economic Policies
In the economic reforms initiated in 1986, the first Investment Code was put into effect in June
1990, with a view to accelerating the trade liberalization. Also, private investment is allowed in
allocated areas. Some of the problems addressed in implementing the 1990 Investment Policy &
the Act as per studies carried out were; restrictive investment environment; lack of coordination
between sectoral and investment policies; existence of several laws and regulations that
conflicted with the investment code; existence of a non-commercialized society; and Existence
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Chapter 7
of a non-facilitative civil service. Also, corrective measures were taken to further improve the
investment climate in Tanzania, in which new frameworks have been introduced such as the
New Investment Policy 1996 and the new investment code 1997. Also Tanzania Investment
Centre (TIC) One Stop Shop has been established for investors, and there has been efforts to
harmonized key legislation, remove restrictions on investment areas, and enhance economic and
social reforms.
(2)
Tanzania Economic Reforms
The Government has implemented reforms aimed at transforming its large State-owned sector
and central planning-based economy to a market- and private sector-based economy. Major
legislations which were put into effect from 1990 to 2002 are as follows.
The Export Processing Zones Act No. 11 of 2002

The Privatization Trust Act No. 7 of 1997
The Tanzania Investment Act No. 26 of 1997
(3)
Investment Relating Regulation System in Tanzania
a)
Tanzania Investment Act, 1997
This Act was passed in 1997 pursuant to the promulgation of the National Investment
Promotion Policy 1996 discussed in 7.2.1. (1), and the Tanzania Investment Centre (TIC) was
established based on this Act. This Act offers a wide range of incentives to investors under the
umbrella of the Centre, provided the investment capital is not below USD 300,000.00 and
USD 100,000.00 for foreign and local investors respectively. The incentives include benefits
under the Income Tax Act, Customs Tariff Act and the Value Added Tax Act. Non-fiscal
incentives are also provided by the Act.
b)
National Trade Policy, 2003
The Policy emphasizes the role of the government as implementer of trade policy and that of the
private sector as the engine of growth and partners in the formulation and implementation
process. It sets new and modern rules on how to increase international competitiveness,
establishes how these rules are made and implemented, elevates the role of the private sector
and creates opportunities for its development. On infrastructure development, the Policy
advocates for several strategies, one of which is modernization and expansion of the
transportation infrastructure based on increasing recourse to private sector resources through
Build, Own, Operate and Transfer (BOOT) and Build, Operate and Transfer (BOT) schemes.
c)
Establishing TIC
The Tanzania Investment Centre (TIC) established in 1997 has the objectives of: 1) being The
Primary Agency of the Government to coordinate, encourage, promote and facilitate
investment, 2) serving as a One-Stop Facilitative Centre with officers from Ministry of Trade
& Industry, Business Registration & Licensing Authority (BRELA), Lands, Immigration,
Labour and TRA stationed at the TIC, 3) visiting investment projects on a regular basis to
follow up on implementation and obtain feedback to resolve any business problems, 4)
facilitating investors to acquire land by offering them land derivative titles on behalf of the
Government, 5) providing necessary information with regard to investment in Tanzania to
foreign and local investors, 6) providing information on investment opportunities and fund for
investment as well as establishment of joint venture companies in Tanzania, and 7) providing
investors with services that aim at assisting both new and old investors with regulatory
problems and the identification of new markets or opportunities for the expansion of business.
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7.2.2
(1)
Chapter 7
Regulatory Framework for Partnerships between Public and Private

Sectors in East African Regional Agreement
Treaty for the Establishment of the East African Community (EAC)
For EAC, both the Treaty and the Protocol guarantee investors a bigger market for the products
and services they produce. The Partner States shall endeavour to adopt programmes that would
strengthen and promote the role of the private sector as an effective force for the development of
their respective economies. Besides the promotion of the private sector, the Treaty also
advocates for cooperation among the Partner States in infrastructure and services provision. In
order to promote the achievement of the objectives of the Community as set out in Article 5 of
this Treaty, the Partner States undertake evolvement of coordinated, harmonized and
complementary transport and communication policies. Partner States shall coordinate activities
with respect to the construction of trunk roads connecting the Partner States to common
standards of design and maintenance of existing road networks, as such standards will enable
carriers of other Partner States to operate to and from their territories efficiently. (Article 90).
The Partner States shall harmonize their inland waterway transport policies and shall adopt,
harmonize and simplify rules, regulations and administrative procedures governing waterways
transport on their common navigable inland waterways. (Article 94). The EAC has embarked on
several programmes directed at actualizing the latter as well as the spirit of these Articles for
general betterment of the Partner States and for promotion of private investment in the
respective States.
(2)
Protocol on the Establishment of the East African Community Common

Market
This protocol regulates investment activities in that; it enumerates the principles of the Common
Market to which Partner States are bound; the Partner States are supposed to observe the
principle of non-discrimination of nationals of other Partner States on grounds of nationality;
treatment to nationals of other Partner States should not be less favourable than the treatment
accorded to third parties; Removal of restrictions is required on the right of establishment and
residence of nationals of other Partner States in their territory in accordance with the provisions
of the Protocol; and it also requires removal of the measures that restrict movement of services
and service suppliers; harmonize standards to ensure acceptability of services traded.
(3)
SADC Protocol on Transport Communications and Meteorology
The SADC Protocol on Transport Communications and Meteorology is another Regional

Agreement promoting inter-regional investments in transport infrastructure and it stipulates that;
the Agreement commits the Tanzanian Government to cooperate with other Member States of
SADC in the provision of inter alia, road, railway and maritime infrastructure and services
through the involvement of both public and private sectors; Member States shall cooperate in
providing, operating and maintaining transport infrastructure which supports the provision of
integrated transport services; and infrastructure should be progressively self-sustaining with
funding based on a user pays principle and that Member States shall promote private sector
involvement in railway investment with a view to improve railway network and services
standards while lowering unit costs for services.
7.2.3
(1)
Investment Promotion Policies in Tanzania

Outline of EPZ
The Export Processing Zones (EPZ) Act was established in April 2002, followed by an effective
implementation in March 2003. In February 2006, the Act was amended to strengthen
supervision of the programme and to improve the incentive package. The objectives of
establishing EPZ are: 1) attracting and promoting investment for export-led industrialization, 2)
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Chapter 7
increasing foreign exchange earnings, 3) creating and increasing employment opportunities, 4)

attracting and encouraging transfer of new technology, and 5) promoting the processing of local
raw materials for export (adding values).
The EPZ Council, composed of 7 Ministers, Attorney General, Governor of the Central Bank,
Chairman of TPSF, Executive Secretary of the TNBC and Secretary General of TUCTA,
approves EPZ plans and programmes and gives general policy directions. The Minister
responsible for industry is the Chairman of the Council and has authority and power to declare
EPZs. The Export Processing Zones Authority (EPZA) is responsible for EPZ programme
design, management and investor facilitation.
EPZ investments are classified into two types, Industrial Parks and Stand Alones (single
factory units), which involve EPZ Developers (investors in construction of EPZ factory
buildings and warehouses for lease or hire/rent), EPZ Operators (undertakers of EPZ
manufacturing operations), and EPZ Service Providers (providers of EPZ utility services) as
key players. The relevant incentives for these players can be classified as follows.
a) Fiscal Incentives
Exemption from corporate tax for ten (10) years
Exemption from withholding tax on rent, dividends and interests for 10 years
Remission of custom duty, VAT and other taxes on raw materials and goods of capital
nature related to production in EPZs.
Exemption from taxes and levies imposed by Local Government Authorities on
products produced in EPZs
Exemption from VAT on utility and wharfage charges
b) Non-Fiscal Incentives
Exemption from pre-shipment or destination inspection requirements
Unconditional transferability of profits, dividends, loyalties, etc.
Lower port charges compared to other cargo box rate (transit cargo)
Access to the export credit guarantee scheme
Allowance to sell 20% of goods to the domestic market
c) Procedural Incentives
One-Stop-Service Centre by EPZA for set-up, facilitation and aftercare service
Operation is under one license issued by the EPZ Authority
Rapid project approval
On-site customs inspection in the Export Processing Zones
Heavily composed EPZ Council to avoid bureaucracy in decision-making
(2)
Outline of SEZ Act
SEZ aimed at fast-tracking economic growth and poverty reduction. It combines both exportoriented investments and investments targeting the domestic market. The SEZ Act was passed in
February 2006. SEZ specifically includes:
Export Processing Zones,

Free Ports,
Free Trade Zones, Industrial Parks,
Regional Headquarters,
Science and Technology Parks,
ICT Parks,
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Chapter 7
Agricultural Free Zones, and

Tourism Development Zones and Business Incubation.
(3)
Investment Promotion in the Policies Transport Related Regulations
a)
The National Transport Policy (NTP) 2003
The National Transport Policy (NTP) 2003 was a key promotional document to potential
investors in the transport sector. NTP acknowledges the weaknesses in the development and
management of the transport sector. These include inadequate formalized coordination and
consultation among principal actors and insufficient dialogue between the public and private
sectors. It is a basis of an institutional framework which ensures that appropriate mechanisms
exist to effectively promote intermodal coordination and communication between the user, the
operator, the regulatory agency and the Government on all transport questions and issues.
NTP has several policy statements which encourage the participation of the private sector in the
provision of infrastructure and services in the road, railway and maritime transport sub-sectors.
It underlines the need for private sector participation including the planning and rehabilitation of
the roads that pass through local communities. The role of railway transport for efficient intermodal transit cannot be over emphasized. NTP also underlines the need for further development
of modal and inter-modal interface facilities and institutions. For this to happen, involvement of
the private sector in infrastructure development and operation of railways is considered
necessary. In addition, NTP recognizes the need for further restructuring of ports for increased
infrastructure, safety, security and operations efficiency. Private sector involvement in the
enhancement of infrastructure, services in port development, operations and in shipping services
is underlined.
b)
The National Investment Promotion Policy (NIPP) 1996
NIPP is another important promotional document for investment in Tanzania, prepared; to

encourage participation by private and public sectors and foreign investment in the transport
sector, as well as regional cooperation and investments in transport services and facilities; to
encourage investments in inland water and maritime transport facilities; and to promote an
integrated and linked national, regional and international road, railway and air transport
networks in order to enjoy not only the benefits of economies of scale, but also to maintain
international standards and levels. In order to achieve these objectives, the NIPP offers, among
others, the following investment policy strategies.
c)
It commits the Government as a promoter and facilitator of both local and foreign
investments.
It establishes the Tanzania Investment Centre (TIC) as the focal point of the promotion,
coordination, and monitoring of local and foreign investments.
It invests in TIC with the obligation to provide the investors with services that aim at
assisting both new and old investors with regulatory problems and the identification of
new markets or opportunities for the expansion of business.
The investment incentives are categorized into fiscal and non-fiscal.
National Road Safety Policy (NRSP) 2009
The National Road Safety Policy provides the basis for attaining the vision of a safe traffic
environment for potential investors. The underlying theme of the Policy is that, all concerned
actors in society, including investors in this case, should work in harmony by cooperating and
sharing knowledge, expertise and resources to reduce road crashes. NRSP, like the preceding
Policies, attaches significant importance to multimodal transport and the participation of the
private sector in road safety issues.
7-6

7.2.4
Chapter 7
Necessity of Public Private Partnership (PPP) for the Economic

Development
PPP Policy defines the reason why it is necessary for Tanzania to have PPP. According to PPP
Policy, the Government of Tanzania recognizes the role of private sector in bringing about
socio-economic development through investments. PPP framework provides avenues for
attracting investments. The PPP Policy acknowledges that PPP have been identified as viable
means to effectively address constraints of financing, managing and maintaining public goods
and services. Moreover, PPP can enable the Government to fulfil its responsibilities in efficient
delivery of socioeconomic goods and services by ensuring efficiency, effectiveness,
accountability, quality and outreach of services.
7.3
PPP
7.3.1
PPP Policies in Tanzania
(1)
National Public Private Partnership (PPP) Policy
National Public Private Partnership (PPP) Policy was put into effect in 2009. The Government
of Tanzania recognizes the role of private sector in bringing about socio-economic development
through investment. The Public Private Partnership framework provides avenues for attracting
investments.
(2)
Benefits of PPP
The following benefits are expected as a result of the PPP policy.
7.3.2
(1)
Facilitating creative and innovative approaches in stimulating the private sector

Enhancing the governments capacity to develop integrated PPP solutions
Reducing costs of implementation and simplifying licensing procedures
Accessing technical and managerial expertise as well as financial resources
Facilitating large-scale capital injections
Improving response to consumer needs
Fostering economic growth by developing new investment opportunities
Ensuring fulfilment of the best interest of the public and private sector
Problems which Tanzania Faced in Implementing PPP Policies
Challenges Facing PPPs in Tanzania
Tanzania has faced various problems in implementing PPP projects, such as; the lack of
comprehensive policy, legal and institutional frameworks that provide clear guidelines and
procedures for development and implementation of PPPs; shortage in analytical capacity to
assess investment proposals; absence of long-term financing instruments; insufficient capacity
in negotiations, procurement, implementation and management of PPPs; lack of appropriate risk
sharing mechanisms; and insufficient of public awareness on the benefits of PPPs.
(2)
Lessons from Failure of Railway PPP Project with RITES
PPP project between TRL and RITES, can be a good example of such challenges. The contract
negotiation initiated in 2002, and the operation was commenced in 2007. However, the delay of
the negotiation and the optimistic business forecast led to serious deterioration of the railway
assets which affected the railway staff morale. The agreement was terminated and the project
halted. This project indicates various problems which Tanzania faces in implementing
infrastructure-related PPP projects. This research can be utilized for improving Tanzanias
7-7

Chapter 7
future PPP policies by analyzing why the project failed. In the Study Teams view, the sources
of this failure can be summarized as follows.
1. Contract negotiation was delayed
One of the bidders launched a legal challenge in a local court and even though the case was
eventually dismissed, close to one year was lost. The preferred bidder selected GAPCO as a
local partner, but the same was not acceptable to IFC, a potential lender to the Concessionaire.
That led to a contentious and time-consuming process. Firstly, railway concessioning is a
complex process and delays are common. It would have been prudent to plan for the possibility
of delay in the concession becoming operational.
2. No maintenance was done, which led to deterioration of the railway assets
No budgetary allocation for support to TRC for the deteriorating railway assets. IDA funds for
rehabilitation was not used timely even before the award of the concession. And there were not
enough funds to avoid adding to the backlog of maintenance during the concessioning process
from the government.
3. The business plan was too optimistic
The key assumptions of traffic growth, cost reduction, and adequate surplus generation did not
materialize. Traffic forecast was too optimistic, and the project underestimated the risks for the
railway due to concessioning delay. To deal with it, contingency plan should have been
considered in case of slippage from the concessioning timeframe. In addition, adequate traffic
marketing strategy did not work, in that; TRC carried much small (wagon load) traffic servicing
many small customers but did not have many large-volume customers; and TRL did not create
large-volume customers such as mines in the North West of Tanzania and in the neighbouring
countries of Rwanda, Burundi and DRC. Also, appropriate legal framework to support the
railway from competition with other modes of transport was not available.
4. The retrenchment plan was not appropriate
Retrenchment of surplus staff should have been done as early as possible to save on operating
costs. The concession kept the large number of personnel subject to retrenchment and transfer to
the Concessionaire, which resulted in significant cost and affecting project management. The
government eventually paid close to USD 56 million to retrench about 3,500 staff (almost USD
16,000 per person). It was rather high comparing with other similar projects. Most staff
remained uncertain about the terms of retrenchment and that adversely affected their morale and
productivity. Inadequate retrenchment plan also created social concern, and a large amount of
funding was needed to compensate it.
5. The project was not profitable
In Africa, where infrastructure is in very poor condition and heavy investment is required to
restore the infrastructure to standard condition, the burden on the concessionaire becomes too
heavy. The railway infrastructure is often in poor state and in need of substantial investment.
The response has been very limited and not from the best players. It would be better if the
governments commit to offer the railways in good condition without any backlog of
maintenance. There was a clear need for huge funds to liquidate the backlog of maintenance and
rehabilitation of railway infrastructure. As per the railway records, more than 2,000 km were
estimated to be in need of rehabilitation in 2002 and the funds needed for rehabilitation would
have amounted to USD 400 million.
7-8

7.3.3
Chapter 7
PPP Policy
PPP policy is comprised of the following.

Chapter 1: INTRODUCTION
Status of Public-Private Partnerships in Tanzania
Challenges Facing PPPs in Tanzania
Rationale, Benefits and Scope
Chapter 2: VISION, MISSION, GOAL AND OBJECTIVES
What are the objectives and goals of PPP
Vision and mission of PPP
Chapter 3: POLICY ISSUES, OBJECTIVES AND STATEMENTS
7.3.4
(1)
PPP Act
PPP Act Outline
The PPP Act came into effect in 2009. The act aims to define guidelines for the procedures for
the government authorities to implement PPP projects. It stipulates the roles and responsibilities
of the relevant organizations, such as contracting authorities, coordination Unit, Finance Unit,
Committee of Experts, Finance Minister, Attorney General and Contract Negotiation Team.
PPP Act is comprised of the following.
PART I: PRELIMINARY PROVISIONS
Definition of PPP-related words
Role of private sector in the preliminary stage
Unsolicited proposal by the private sector
PART II: IDENTIFICATION OF PROJECTS
Feasibility study by public sector
Preliminary study by private sector
PART III: RECOMMENDATION OF PROJECTS BY COORDINATION UNIT
Consideration by committee
Recommendation by the Coordination Unit
Projects to be kept in a register
PART IV: APPROVAL OF PROJECTS BY THE FINANCE UNIT
Consideration by Finance Committee
Consideration by the Finance Unit
Approval by the Minister responsible for finance
Funds for implementation of project
PART V: PROCUREMENT BY CONTRACTING AUTHORITY
Advertisement for the tender
Procurement of unsolicited proposals
PART VI: NEGOTIATIONS, AGREEMENT AND AWARD
Agreement
Negotiating Team
Drafting of agreement
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Chapter 7
Approval and finalization of contract

Implementation of projects
Supervision of the project by accounting officer
Audit
PART VII: TERMINATION OF PROJECTS

Termination of the project
Compensation and remedy for the private sector
PART VIII: GENERAL PROVISIONS
(2)
Business Flow of Approval Procedure and Verification
Table 7.1: Flow of Approval Procedure and Verification according to the PPP Act
No.
JOB
A private sector submits Unsolicited Proposal
A public sector shall select or identify specific project or projects
A private sector submits preliminary study to contracting authority
CU(Coordination Unit)FU(Finance Unit) approves preliminary study and make recommendation
A private sector makes project concept before conducting preliminary study, and submits it to contracting authority
Contracting authority approves project concept after evaluating it with the stipulated criteria
A private sector finalizes feasibility study and submits it to contracting authority
Contracting authority establishes committee of experts after receiving feasibility study and receives their recommendation
Contracting authority consults with regulatory authorities relevant to the project and receives their recommendation
10
Contracting authority makes its final conclusion whether implementing the project or not
11
Contracting authority submits project application to Coordination Unit after the ministry responsible for the authority approves
the feasibility study
12
Coordination Unit asks the committee of exports for verifying the application within 30 days
13
Coordination Unit submits their recommendation to Finance Unit upon consultation with the committee of experts
14
Finance Units establishes committee of finance experts
15
Finance makes its decision whether or not implement the project after receiving recommendation from committee of finance
experts
16
Finance minister makes final decision of the project and initiate funding process
17
Contracting authority advertise for tenders for the project
18
Contracting makes selection of the successful tender
19
Contracting authority initiates contract negotiation with private sector
20
Contracting authority forms negotiation team
21
Contracting authority submits draft of contact to Finance Unit and Finance minister for approval
22
After receiving recommendation from the attorney general, contracting authority makes final draft of the contract
23
Contracting authority notify the final draft of the contact to private sector, and accounting officer signs the agreement
24
Contracting authority shall ensure that the agreement is properly implemented, managed, enforced, monitored
25
The accounting officer review the implementation of, and performance of the project under the agreement, and prepares reports
over the project.
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(3)
Chapter 7
Roles and Functions of Organizations Involved
The PPP Act stipulates the roles and functions of each organization as follows.
Line Ministries
Leading Government Ministry
Ministry of Transportation
Ministry of Finance
Contracting Parties
Risk Management Unit

Planning Commission
Contaracting Authority
PPP Board
TIC
Private Sector
PPP Advisory Unit

Coordination Unit +
PPP Committee
Finance Unit
Figure 7.1: PPP Institutions in Tanzania

(4)
The Criteria of Evaluation and Approval
Coordination Unit and Finance units evaluate the preliminary Feasibility study with the
following criteria.
(5)
The project is in line with government priorities as per national development plan
The project complies with the value for money requirement
The project complies with affordability requirement
The project presents new and cost-effective methods of service delivery
The project will address acute social needs sustainably
The private sector participation in the project will result in net benefits and savings as
compared to public procurement
The project adheres to the Act and other relevant laws
The project includes adequate risk analysis and sharing
It complies with other conditions relevant to public private partnership.
Roles of Committee of Finance Experts
A committee of finance experts evaluates the project with the criteria below.
7.3.5
Affordability of the project

Value for money
Risk sharing
Government development priorities
Commercial viability
How Tanzania Will Respond to Future Railway PPP Projects
In order to make use of the past experiences, following points need to be considered.
7-11

1.
In case negotiation of the contract delays, can Tanzania adequately respond to the existing
business?
2.
The negotiation with RITES was initiated in 2002 and operation commenced in 2007,
but the agreement and the project were terminated in 2009.
When the PPP project with RITES was in progress, the PPP Act did not exist, so
obviously the Act was not applied. If another railway PPP project is implemented, the
guidelines in the Act will be applied so the situation is anticipated to improve.
However, the guidelines require more time for its approval process, such as several
series of verifying by coordination unit, finance unit, committee of experts, Minister of
Finance and Attorney General. Therefore it will take some time until a project is
finalized. In such case, interim management contract will be applied to handle existing
business.
As described in the approval process in Chart 7.1, there are many check points, so
sometimes it will take more time than before. Whether the guidelines would work
appropriately in the circumstances, which might change from moment to moment, is a
concern.
No budgetary allocation for support to TRC was taken in the RITES project, which led
to deterioration of the railway asset. However, if the interim management contract is
implemented, it would avoid the problems from before.
The function of PPP units will be able to respond to various problems which future
projects in Tanzania will face.
However, simply having a PPP unit is not sufficient. It is important that a PPP unit have
broad knowledge, know-how and ability of coordination with the relevant government
authorities.
Will it be able to make proper business forecasts?
3.
Chapter 7
The government office which has administered the targeted business so far has most
knowledge and information about business plans, market trend predictions and
marketing strategies.
However, the organization in charge of the project tends to make the business plan in
their favour with unrealistic figures.
For the tendency mentioned above, a Coordination Unit and expert Committee in the
PPP ACT can work as a watchdog function
In business plan development, it is expected that Coordination Unit serves the function,
while it may take some time until the unit starts functioning efficiently.
Can Tanzania offer feasible PPP projects?
This is the most focal point.

Yes, it is possible depending on determination of the government, though a large
amount of expenses for the track rehabilitation and repair of facilities is necessary for
the project enforcement.
In the country where industry developed at a constant level, the privatization of the
railway business basically can be managed within the railroad section. On the other
hand, railway business is more likely to fail in a country like Tanzania where the
circumstances are different.
In Tanzania, a PPP in the railway business does not merely make the business plan only
for railway. Instead it should be examined based on the national industrial development
plan.
7-12

7.3.6
(1)
Chapter 7
Concluding Remarks and A Proposal

Coordinated Movement with the National Industrial Development Plan
Tanzania should propose and implement PPP projects based on the transportation infrastructure
development programme that is harmonized among each of the ministries and government
offices with the leadership of the Planning Commission of the President Office.
(2)
Improvement of the Regulatory Framework for PPP Investment Promotion
With a view to further encouraging the PPP investment promotion, the Study Team propose; the
establishment of a PPP unit (experts unit to enforce and supervise PPP projects); improvement
of the PPP guidelines that the PPP Act stipulates; setting a legal framework supporting the
competitiveness with other transportation means; and an incentive system affects profitability of
the business.
(3)
The Improvement of Investment Promotion System for Public Private

Partnership
As for the investment promotion system, it is suggested that; incentives should be provided to
PPP investments other than the taxation system (such as reduced gasoline prices, the supply of
parts); and the investment promotion system itself should be improved for the investment
promotion programmes such as TIC, EPZ and SEZ.
(4)
The Coordinated Movement with the Local Agreement
Also it should be ensured that the policies are well coordinated with the regional arrangements,
through; securing consistency with investment promotion regulations of the Common Market
which EAC stipulates as well as domestic regulations; and identifying and revising domestic
regulations that are against the purpose of Common Market.
7.4
Fiscal Measures
7.4.1
Overview of the Fiscal Resource Allocation for Transport Sector
To understand the fiscal environment for the transport sector in Tanzania, several different
frameworks for allocating fiscal resources need to be reviewed. In this section, such frameworks
will be examined, starting with the wider framework for the national development plan
(Tanzania Development Vision 2025) down to the sector-specific investment plan (TSIP) as
well as annual budgets. In that process, the interrelation/interaction among these different
frameworks will also be reviewed.
(1)
Tanzania Development Vision 2025 (TDV2025)
As a new national vision, Tanzania Development Vision 2025 (TDV2025) was announced in
1999. The basic idea is that by 2025 Tanzania should have gone through an unprecedented
economic transformation and development to achieve middle income status (with a per capita
income of USD 3,000 in nominal terms), characterized by high levels of industrialization,
competitiveness, quality livelihood, rule of law, and having in place an educated and prolearning society. One of the core focuses of TDV2025, in relation to the transport sector
development, is to achieve a strong and competitive economy, which is characterized by:
Diversified and semi-industrialized economy;

Macroeconomic stability, with an annual growth rate of 8% or more;
Adequate level of physical infrastructure; and
Active/competitive player in regional/world markets.
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Chapter 7
While TDV2025 was originally designed to be operationalized through a series of five-year

development plans, the announcement was not followed by an initial five-year plan. Instead,
short-to-medium term Poverty Reduction Strategy (PRS, 20002003) was adopted to mitigate
the negative impact of the reforms on the countrys poor, which was followed by the first fiveyear National Strategy for Growth and Reduction of Poverty (MKUKUTA, 20052010) as
detailed below.
(2)
Mkakati wa Kukuza Uchumi na Kupunguza Umaskini Tanzania, or the

National Strategy for Growth and Reduction of Poverty (MKUKUTA)
MKUKUTA, an overarching framework for development and poverty reduction in Tanzania,

has been designed based on the TDV2025 and committed to the achievement of the Millennium
Development Goals (MDGs). It focuses on growth and governance, and has mainstreamed
cross-cutting issues (gender, environment, HIV/AIDs, disability, children, youth, elderly,
employment and settlements). To meet the resource requirements, the national budget has been
aligned to MKUKUTA with direct links to the public expenditure review.
The basic idea is achieving higher incomes thus reducing poverty through balanced growth, by
allowing higher household incomes to improve human capabilities through better education,
health, nutrition and shelter. In other words, a cycle in which human capability leads to longterm growth, and the growth enables the government to collect revenue for provision of services.
Also, governance provides conditions for growth, well-being and poverty reduction.
The performance/achievement of MKUKUTA has been monitored through the Monitoring
Master Plan (MMP), which specifies the indicators such as follows, as far as the transport sector
is concerned:
Percentage of the road network in good and fair condition. (e.g. Based on the data on
network length, type of road, and surface condition, the road conditions are categorizes
into good, fair and poor);
Percentage of the total rural population living within 2 km of an all-season passable
road.
The first MKUKUTA, covering the period of 2005/062009/10, has been rolled over for
another five years as MKUKUTA II (2010/112015/16). With spending plans for MKUKUTA
II included in the budget for FY2010/11, its implementation is underway. This second round
particularly focuses on scaling up the role and participation of the private sector in economic
growth and employment, through improving the business climate, and investing in people and
infrastructure development. Specifically, it refers to the appropriate prioritization and
coordination of policies and emphasizes the importance of harnessing PPP potentials.
(3)
Medium Term Expenditure Framework (MTEF)
Under the above mentioned visions and strategies, more detailed plans for public expenditures
are organized around the Medium Term Expenditure Framework (MTEF). It is formulated
within the context of the national macro-economic framework in the medium term in line with,
and as a basis of macroeconomic performances such as economic growth, inflation, domestic
revenue, exchange rate, etc. In that process, it takes into account the consistency with the
implementation of MKUKUTA, particularly in the context of resource allocation among
different sectors. In that sense, MTEF can be regarded as a framework to bridge the idea of
TDV2025/MKUKUTA and the actual budgeting. At the sector level, priority areas for
expenditure are identified within the framework through the systematic process for the
preparation of the Medium Term Plan and Budget Framework as described in the annual budget
guidelines from the Ministry of Finance and Economic Affairs (MOFEA).
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Chapter 7
As pointed out by IMF, MTEF has several weaknesses that make it difficult to realize its full
benefits. Currently, the structure for discussing the MTEF within the government and with
donors (with targets for revenues, expenditures, and the deficit) does not allow MTEF to help
position the annual budget in terms of the medium-term perspective, due to the insufficient
alignment with the annual budgeting process. It is also pointed out that a lack of focus on
expenditure ceilings in MTEF and limited political ownership make it difficult to ensure that
medium-term planning and annual budgeting assume consistent resource constraints.
(4)
National Transport Policy 2003 (NTP2003)
GOT has announced the National Transport Policy 2003 (NTP2003), with a mission to develop
safe, reliable, effective, efficient and fully integrated transport infrastructure and operations
which will best meet the needs of travel and transport at improving levels of service at lower
costs in a manner, which supports government strategies for, socio-economic development
whilst being economically and environmentally sustainable. It also identifies the need for; 1)
institutional reforms, 2) strategic planning framework, 3) formal coordination/consultations
through sectoral technical consultative meetings and annual national consultative technical
meetings, 4) computer-based transport database, and 5) more systematic coordination of
transport planning and operations on the back of regional cooperation. As a general guideline
for the direction of sector development, NTP2003 does not refer to the specifics on the fiscal
side, but at least provides the idea behind the allocation of fiscal resources. GOT is currently
updating NTP2003 for better aligning with MKUKUTA II as well as with EAC and SADC
regional strategies, and also taking into consideration the Five Year Development Plan (FYDP)
mentioned below.
(5)
Transport Sector Investment Program (TSIP)
There is also a sector-specific investment planning framework, TSIP (Transport Sector

Investment Program), which was adopted by GOT in 2007 for two consecutive five-year
segments beginning in FY2007/8 and ending in FY2016/17. In other words, this started as an
implementation plan for MKUKUTA/NTP2003, and is structured to align and integrate
different sub-sectors (such as roads, railways, ports and airports) on the usage side, and to
specify the funding sources (such as government budget, donors, private investors, etc.) on the
financing side. Toward the end of the initial five years, the part for the second half is being
prepared.
However, the budget execution rate under TSIP for the first five years will be significantly low,
and a large volume of unfinished projects will be carried over to the next five years, according
to the rapid budget analysis conducted by the team led by Dr. Ozeki 1. The team also points out
that the limited physical execution ratios were accompanied by relatively high financial
execution ratios, which implies an increase in the construction costs and other costs resulting
from management inefficiencies. To make up for this financing gap, GOT is aggressively
pursuing PPP arrangements, particularly in the non-road subsectors to complement public
investments.
(6)
Short Transport Sector Investment Program (STSIP)
To bridge the annual budget with TSIP and MTEF, Short Transport Sector Investment Program
(STSIP) was developed for FY2009/102011/12, and has been rolled over to another round
(FY2011/122013/14), back to back. In other words, STSIP has been expected to address the
widening gap between TSIP and the diverging annual breakdown for MTEF, to be more
realistic with what are proposed through TSIP. While STSIP points out GOT and donors as the
1
Rapid Budget Analysis Transport Sector (draft as of November 14, 2011) prepared by a team consisting of
Yuzuru Ozeki (lead), JICA, Maria Iarrera, European Commission, and Prosper Charle, African Development Bank.
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Chapter 7
most likely sources for bridging the funding gap, it also recommends encouraging long-term
private investments, as well as the additional efforts toward cost recovery (e.g. increase in fuel
levy for the road maintenance).
For the road sector, the Road Fund allocation is expected to increase going forward, given the
growing vehicle uses and continuing fuel price upside. But this will not be enough to bridge the
funding gap for the development side. STSIP therefore recommends relying on GOT and donors
as the prime funding sources, while also seeking guarantees from the donor communities when
inviting the private sector, as in the PPP for toll roads. Also for the railway sector, STSIP
assumes GOT and donors as the most likely funding sources, while it does not rule out the
private sector as a potential funding source over the long-term. As for the airport sector, STSIP
identifies the greater role of its own revenue sources such as landing/parking charges, rental
charges, concession fees, passenger service charges, advertisements, and car parking, although
they are not enough to fill the funding gap immediately.
(7)
Five Year Development Plan (FYDP)
Lastly, there is a new framework that started, which is the Five Year Development Plan (FYDP).
After running MUKUKUTA under TDV2025, a coherent framework for coordinating the use of
resources towards strategic areas for socio-economic development was sought. To be able to
achieve the target of a middle-income economy by 2025, GOT identified the necessity to shift
from needs-based planning (which is restricted by the availability of financial resources) to an
opportunity-based one, focusing on the country's comparative advantages. This approach
emphasizes leveraging on increasingly integrating regional markets (in light of the geographical
advantage as a gateway to servicing landlocked neighbouring countries), as well as on natural
resource endowments. By implementing this strategy, GDP is expected to grow between 8 and
10% until 2025, which is quite optimistic in the Study Teams view.
This first FYDP (2011/122015/16) has been designed as the initial set of medium-term
planning tool required to operationalize the long-term plan, which addresses the following
implementation bottlenecks identified through reviewing TDV2025:
i.
ii.
Misalignment and failure to articulate a manageable number of operational priorities;

Prioritizing short-term operational needs over long-term projects, due to the lack of
guiding plans;
iii. Lack of comprehensive and complementary perspective in project identification;
iv. Lack of a clear financing strategy, leading to overdependence on donations and underfunding;
v. Weak institutional framework for the implementation of national plans; and
vi. Weak monitoring and evaluation framework to check consistency and coherence.
The main objectives of this plan are to improve the physical infrastructural networks and human
capital in order to hasten investment for the transformation of the countrys production and
trade supply structures (agriculture, manufacturing and services), and foster Tanzanias
competitiveness through: 1) improving implementation through detailed, prioritized, and
sequenced interventions, 2) improving synergistic and complementary growth, and 3)
streamlining the institutional framework for effective implementation.
While FYDP is not a total replacement for MTEF as a multi-year budgeting tool, it is expected
to play a greater role as a comprehensive framework or guideline for fiscal resource allocation
on a medium-term basis. Technically, FYDP has been formulated under the Planning
Commission (P/C) under the Presidents Office, through prioritizing the investment projects
proposed by line ministries, while the final budget allocations are under the control of MOFEA.
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Chapter 7
The selected projects from P/C are reviewed by MOFEA, and the finalized budget bill is sent to
the Cabinet Office for approval.
In relation to the transport sector, the plan seeks a more multimodal approach through greater
investments in the railway sector. As shown in Table 7.2, it is expected that the share of the
railway investment in the overall transport sector is expected to grow from around 10% in
FY2011/12 to more than 40% in FY2015/16. As seen in the blank cells for financing breakdown
(with an exception of the road sector), however, financing for these investments over the next
five years is yet to be specified. In this regard, FYDP is an opportunity-based" plan as
explained earlier, with insufficient financial justification. In other words, the framework itself
allows the maximum flexibility to alter the activities in adjusting to the actual annual budgets,
as long as such adjustments are in line with the goals and objectives fixed for the whole five
years.
Table 7.2: Transport-Sector-Related Investment Plans in the FYDP
(2011/1215/16)
(Unit: Tsh mn)
Road
Railway
Marine
Air
Transport Sector Total (A)
Priority Areas Total (B)
(A) / (B) (%)
Total
6,236,257
2,097,359
716,000
1,027,329
10,076,945
37,152,488
27.1%
Total Cost
GOT
DPs
4,421,890
1,700,005
4,421,890
6,915,787
63.9%
1,700,005
3,589,878
47.4%
PPP
1,677,050
0.0%
2011/12
2012/13
2013/14
2014/15
2015/16
1,855,095
252,535
95,712
117,000
2,320,342
7,497,008
31.0%
1,958,416
272,065
104,724
208,000
2,543,205
9,189,888
27.7%
1,230,896
280,385
123,862
208,000
1,843,143
8,138,173
22.6%
687,302
644,615
163,284
307,000
1,802,201
7,865,877
22.9%
504,548
647,760
228,418
187,329
1,568,055
5,040,287
31.1%
After all, these development frameworks have been introduced to complement each other,
generally to fill the gap between longer-term frameworks and shorter-term ones (as in MTEF to
materialize the concept of TDV2025/MKUKUTA into annual budgeting, or STSIP to bridge
between TSIP and annual budgeting), as well as those between economy-wide frameworks and
sector-specific ones (again STSIP, filling the gap between MTEF and annual budget).
However, the linkage is not clear enough between some of them, and the numbers under
different frameworks, in and of themselves, are not always consistent with each other.
Figure 7.2 below illustrates such relationships between different frameworks using a combined
perspective of timeframe and the possible gap from the actual annual budget. Generally the
plans with longer timeframes tend to divert from the annual budget particularly due to the lack
of financial justifications. Among others, functional division between MTEF and FYDP is not
yet clear, due particularly to the lack of consistency on the funding side. In that sense, FYDP is
more of a wish list by GOT, while a bridging mechanism will be required to trickle the idea
down to MTEF and further to annual budgeting.
7-17
Possible Gap from Actual Budget

Chapter 7
TDV2025
MKUKUTA
Linkage still unclear
FYDP
TSIP
MTEF
STSIP
Annual
Budget
Filling the gap between:

1) MTEF & annual budget
2) TSIP & annual budget
Timeframe
Note:
1) Timeframe varies from 1 to 30 years.
2) Transport-sector-related frameworks are shown in red tones.
Source: JICA Study Team, based on various sources.
Figure 7.2: Relation between Different Development

Planning Frameworks in Tanzania
7.4.2
Overview of the Fiscal Resource Allocation for Transport Sector
To have a bird's eye view on the current status and the future prospect of the fiscal resource
allocations to the transport sector, a study conducted on the Public Expenditure Review for the
Transport Sector (PERTS) 2007/082008/09 (August 2010) provides a useful perspective.
Taking advantage of this survey result, a visualization of the fiscal landscape of the transport
sector was undertaken.
The PERTS evaluates the public expenditure performances for subsectors through the criteria to
see whether; 1) GOT strategic objectives receive due consideration in budget deliberation, 2)
expenditures correspond to budget, 3) expenditures deliver value for money (VFM), 4) relevant
institutions are economically viable, 5) institutional reforms are applied without delay, 6)
budget is reliable for stakeholders, 7) budget is well adjusted later on. The original scoring (No,
or only to a small degree = lowest, To some degree = middle and Yes, or to a pronounced
degree = highest) was converted into five levels (as shown in Table 7.3), considering the scores
in between. Also, the seven criteria were categorized into two aspects of efficiency; budgeting
efficiency and operational efficiency. The former includes the criteria regarding how
efficiently the budget is formulated and adjusted, whereas the latter focuses on the operational
efficiency of the entities that actually spend the allocated fiscal resources.
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Chapter 7
Table 7.3: Modified Scoring for the Public Expenditure Performances

by Sub Sector
National Road
Local Road
Railway
Port
Airport
Maint
Dev
Maint
Dev
TRA/RAHCO
TAZARA
TPA
TAA
1) GOT strategic objectives receive due

consideration in budget deliberation
2) Expenditures correspond to budget
3) Expenditures deliver VFM
4) Institutions economically viable
2
3
5) Institutional reforms w/o delay
4
5
1
2
2
1
5
3
5
3
6) Reliable budget for stakeholders
7) Budget well adjusted
15
13
11
9
15
7
12
7
5
4
7
4
15
12
15
12
Budgeting Efficiency (1+2+6+7)

Operational Efficiency (3+4+5)
Note:
1. Original survey result has been converted into scores, where "No, or only to a small degree" and "Yes, or to a pronounced
degree" are given the lowest (=1) and the highest (=1) scores respectively.
2. "Maint" = maintenance, "Dev" = development
Source: JICA Study Team, based on Final Report: Public Expenditure Review for the Transport Sector 2007/08-2008/09 (August
2010).
A close look at the modified score provides some implications which confirm the Study Teams
general perceptions on the performance of each sub sector.
Road sub sector represents a relatively high score, particularly in the budgetary
efficiency on the maintenance side (both for national and local roads), thanks to the
stability provided by the Road Fund, as well as the relatively high productivity on
maintenance works. For operational efficiency, local road lags behind national road, the
low score reflecting its lack of score itself for the capability of institutional reforms for
the local road, meaning they are also under the strong control of TANROADS. On the
development side, both budgeting and operational efficiencies lag behind the
maintenance side, reflecting the relative difficulty in obtaining financial resources for
donor-funded projects in the face of still-swelling back logs.
Railway sub sector ranks the lowest both in terms of budgeting and operational
efficiencies, reflecting the budget shortage even for rehabilitation and maintenance
works, inefficient management due to the collapse of the concessionary agreement (in
the case of TRL/RAHCO) and two country ownership (in the case of TAZARA).
Unrealistically optimistic plans have also negatively affected the reliability of their
budgets. If the standard gauge were to be applied for the railway tracks as discussed
under the regional framework such as East African Community (EAC), the Study Team
is concerned that the financial requirement will far exceed not only the fiscal capacity of
GOT but also availability of other funding sources such as donor support and private
sector investments. The situation is more serious for TRL/RAHCO than TAZARA,
which has infrastructure that has deteriorated more. Also from the management point of
view, comprehensive institutional reform is becoming more necessary, with a view to
rebalancing the investment burden among the stakeholders.
Port and Airport sub sectors, status quo seems to be rather stable, with some revenue
generating capability and funding sources. Particularly in the case of the port sector,
TPAs management efforts to ensure financial viability has contributed (as in its plan to
expand its landlord role), which is further extended to the investments through its own
revenue/financing sources. This relatively robust financial condition of port and
aviation sectors seems to be sustained as long as their management autonomies are
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Chapter 7
ensured. At the same time however, there is a need to keep an eye out for the possibility
of investment demands beyond their financing capacity (as those for the port of Dar es
Salaam under the Port Master Plan).
To summarize these observations, Figure 7.3 illustrates the combination between budgeting and
operational efficiencies as of now. It can be characterized by relatively high efficiencies in the
port and aviation sectors with its own sources of revenue generation, and extremely poor
situation for railway sector on the other extreme. Road sector comes in between, with the
maintenance side more robust in terms of budgeting efficiency on the back of the Road Fund.
Budgeting Efficiency
Airport
(TAA)
Port
(TPA)
Local
Road
Maint
National
Road
Develop
Local
Road
Develop
Rail
(TRL)
National
Road
Maint
Rail
(TAZARA)
Operational Efficiency
Source: JICA Study Team, based on Final Report: Public Expenditure Review for
the Transport Sector 2007/08-2008/09 (August 2010).
Figure 7.3: Public Expenditure Performances

in Terms of Budgeting/Operational Efficiencies
Also Table 7.4 (rearranged from the information in PERTS) summarizes the funding capacity of
each subsector by funding type (funding through the government budget, donor funding, and
private sector funding). The road sector generally has robust budget funding, especially on the
maintenance side thanks to the Road Fund, while there is almost no private sector funding at
this moment. There is a prospect of utilizing PPP, however, for the national road development,
going forward. The two railway companies have suffered from very poor funding from all
sources, due to the impaired concessions which not only cut off the public funding sources but
also weakened the private funding sources. Unless the current concession structures are
reorganized substantially, it will be difficult to break out of the present deadlock in their
financial position. For the port and airport sectors, on the other hand, the challenges are
relatively straightforward: 1) maintain the current financial position which is relatively strong,
and 2) further develop the framework for involving the private sector, while additional budget
and donor funding should provide better grounds for private sector participation.
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Chapter 7
Table 7.4: Funding Capacity by Sub Sector

National Road
General Situation
Budget Funding
Maint
Strong but
under stress
Large &
stable (RF)
Donor Funding
Private Sector Funding
Current: Own
Private
Potential: Own
Private
None
None
Little
Little
Local Road
Dev
Declining
Maint
Improving
Large
(GOT)
Large but
below target
Large &
stable (RF)
None
None
Little
Some (PPP)
None
None
Little
Little
Dev
Improving
Railway
TRA/RAHCO
Poor &
degrading
Some
Almost
(RF & GOT)
none
Small &
Small &
below target
declining
None
None
Little
Little
TAZARA
Poor but
stable
Almost
none
Below target Below target

None
Below target
Pending
Pending
Pending
Pending
Port
Airport
TPA
Strong &
stable
Almost
none
Some
Dev
TAA
Strong &
improving
Large (Dev)
Some (Rec)
Large dev but
below target
Large
Large
Some
Some
Large
Some
Large
Large
Note: "RF" = Road Fund, "Maint" = maintenance, "Dev" = development, "Rec" = recurrent
Source: JICA Study Team, based on Final Report: Public Expenditure Review for the Transport Sector 2007/08-2008/09 (August 2010).
7.4.3
(1)
Key Factors for Improvements

Further Alignment between Different Planning Frameworks
As reviewed above, planning frameworks for resource allocation to the transport sector are not
necessarily consistent with each other. Particularly in the context of altering the composition of
sub sectors (as in the resource shift toward the railway sector from other sub sectors), it will
become important to ensure consistency between different plans. To make this happen more
smoothly, it may be suggested that each of the frameworks be assigned clearer definition of its
relevancy to the budgeting process, with a view to avoiding the discrepancy between longerterm plans with goals that are too aggressive and annual budgeting under tight fiscal constraints.
As sought in FYDP, it will also be necessary that each and every one of the frameworks be
given the flexibility to adjust in line with the ongoing changes in other frameworks.
(2)
Additional Efforts toward Cost Recovery
As a part of reviewing the revenue sources, income generation capacity in each sub sector also
needs to be further examined and maximized.
For the road sector, the maintenance side relies heavily on the Road Fund, financed through fuel
levies (95% of total), transit charges and overload fees. While the fund is currently under review
for further expansion, it is less likely that the expansion is enough to cover the development side.
As proposed in FYDP, tapping into the fees related to road licenses, goods/motor vehicle
licenses and vehicle inspection fees (collected through vehicle insurance agencies), can be a part
of the development funding sources, but this is likely to be limited in its contribution.
By the same token, establishment of the Railway Fund is currently under consideration, the
proposal for which MOT has already requested to RAHCO. The proposal is expected to include
fuel levy and some form of transfers from GOT and TPA as financing sources, to cover
maintenance of railway tracks and rolling stocks. Evaluation of the proposal shall be included in
the rest of this study once it becomes available. While it is reasonable to tap into the available
sources from the beneficiaries as a part of the longer-term strategy, immediate and desperate
needs for maintenance (particularly those on old tracks and spare parts for locomotives) have to
be, and actually are in the process of being met by more urgent support from the donor
community.
Port and aviation sectors seem more self-sustaining on the back of relatively stable and
commercial- based revenue sources, but sources are not unlimited. On airports, for example,
user charges and revenues from tenants can support the operations, but only for a limited
number of them (out of total 58 airports) such as Dar es Salaam, Kilimanjaro and Muwanza,
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Chapter 7
which can enjoy the number of passengers beyond the break-even point. This limitation requires
greater focus on strategic locations, which are profitable enough to be able to support the local
airports.
(3)
Improving Efficiency in Budget Execution
As reviewed in the evaluation of operational efficiencies, the rise in construction costs needs to
be addressed through enhancing transparency in the procurement process and tighter monitoring
of budget execution. Also, efficiency in spending needs to be improved through reducing and
streamlining current spending, ensuring timely and appropriate maintenance of infrastructure on
the recurrent side, and setting aside a minimum threshold for expenditures on the development
side.
(4)
Expanding the Revenue Sources
In order to increase the tax revenue, it will be necessary to: 1) cover the activities which are
currently not fully captured, such as those in the informal sector, as well as in the natural
resource sectors, 2) remove unnecessary tax exemptions if any, 3) monitor the application of tax
exemptions more closely, and 4) improve the tax collection efficiency through minimizing
loopholes and evasions. On the non-tax side of the revenue, royalties from natural resources,
sale of shares or privatization proceeds of state enterprises, could be the candidates on the
medium to long-term.
(5)
Expanding the Financing Sources
In the context of declining availability in donor funds, especially on the General Budget Support
front, GOT will be required to devise alternative funding sources. In addition to developing
additional revenue sources mentioned above, additional financing sources have to be sought to
enhance the overall fiscal capacity.
On the domestic borrowing side, a 3.5 percentage point rise in the domestic savings is expected
in the current FYDP (2011/122015/16), creating greater capacity in the domestic credit for the
next five years. For the road sector financing, this could be supported by the Road Fund as
collateral for domestic borrowings from financial institutions. As for external borrowing, the
current market condition is not very favourable due to the global credit contraction, but is
expected to turn around in a longer timeframe. Prior to the global financial in 2008, there were
active discussions in Tanzania about the infrastructure bond focusing on the transport sector.
GOT will need to be prepared to take advantage of the recovery in the market momentum.
Under the current difficulty in the credit market as well as the donor financing, Public Private
Partnership (PPP) is expected as an alternative financing measure, as detailed in the previous
section. The process has just recently started, as GOT issued the National Public-Private
Partnership Policy in November 2009 and the Public-Private Partnership Act No.19 was enacted
in August 2010. While the introduction of this policy framework is in line with MTEF
(2011/122013/14), the use of PPP at this point is constrained to the operation of relatively
small existing projects (rather than brand new investments), due to the limited amount of
domestic investment money and the poor appetite from the investors abroad. As a longer-term
objective, a step-by-step strategy for expanding the investor base needs to be sought.
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7.5
Environmental and Social Considerations
7.5.1
Environmental Legal Framework and Administration
(1)
Chapter 7
Introduction
This comprehensive transport and trade system development study consists of the following two
parts: (i) Master Plan development study and (ii) Pre-Feasibility studies. Pre-feasibility studies
are to be selected after contents of this master plan are consolidated. Afterward, relevant
environmental license approval processes for selected pre-feasibility studies are to be initiated
eventually. It should be noted that SEA Law (CAP.191, 2008), to be described later, requires
that all master plan development studies conducted in Tanzania shall obtain approval from the
Vice Presidents Office regarding appropriate SEA study and its examination process.
(2)
Environmental Organization
The highest-level organizations of environmental administration in Tanzania are the Minister of

State Responsible for Environment and the National Environmental Advisory Committee, both
belonging to the Vice Presidents Office. It shall be noted that no ministry directly responsible
for environmental administration at the national level exists in Tanzania. Instead, the Minister of
State Responsible for Environment commands and supervises the following two environmental
subsections: (i) Division of Environment and (ii) National Environment Management Council.
Major roles and functions of each organization are briefly described below.
1) NEAC (National Environmental Advisory Committee)
This committee is an advisory body to the Minister of State Responsible for Environment and
the Sector Ministry on any environmental issues at the national level. The NEAC is composed
of members from various fields of environmental management from the public and private
sectors and civil society.
2) Minister Responsible for Environment
The Minister has overall responsibility for the protection and management of the environment in
Tanzania. The Minister may issue general guidelines to the Sector Ministries, Government
Departments, the Council, NEAC (National Environmental Advisory Committee), City,
Municipal or District Environmental Management Committees, agency or any other public or
private institution for the successful implementation of the Environmental Management Act,
2004 (No. 20 of 2004), described later.
3) Division of Environment
This Division is responsible for the (i) coordination of various environmental management
activities to be implemented by other agencies; (ii) the integration of environmental
considerations into development policies, plans, programmes, strategies, projects; and (iii)
undertaking strategic environmental assessment (SEA) to be applied for all Master Plan
Development Studies.
4) NEMC (National Environment Management Council)
This Council is to undertake enforcement, compliance, review and monitoring of environmental
impact assessment (EIA), and, in that regard, shall facilitate public participation process within
environmental decision making, exercise general supervision and coordination for all
environmental issues.
7-23

7.5.2
(1)
Chapter 7
Environmental Laws
Summary of Current Environmental Codes
Basically, GN. No. 20 of 2004, described later, is a core environmental code in Tanzania.
Based on this code, two more relevant environmental laws, GN. No. 348 of 2005 and GN.
No.349 of 2005, have been issued.
Recently, several environmental standards such as emissions and effluents were approved in
December of 2007 in Tanzania. Also, a new SEA Law (CAP.191, 2008) was enacted in 2008.
Basically, all master plan development studies shall conduct SEA to obtain the approval from
the Vice Presidents Office. Several important environmental codes are described in this section.
(2)
The Environmental Management Act, 2004 (G.N. No. 20 of 2004)
This law consists of 20 parts. The outline of the environmental approval process for
infrastructure development projects and relevant EIA are described in Part VI. Also, general
descriptions about SEA are provided in Part VII.
(3)
The Environmental Regulations, 2005 (G.N. No. 348 of 2005)
This law consists of 7 parts and describes the registration system of environmental experts to be
in charge of EIA studies. It shall be noted that all official the environmental impact statement
(hereinafter referred to as EIS) documents, described later, shall be prepared and submitted to
NEMC by a registered EIA consultant. Otherwise, the project owner can not apply for the
official environmental license of the project of concern. The entry and the validity of the
registration are specified in Part V.
(4)
The Environmental Impact Assessment and Audit Regulations, 2005 (G.N.

No. 349 of 2005)
This law consists of 12 parts and describes in more detail the EIA study procedures and its
approval process. Project registration and its preliminary screening are specified in Part III
while ToR development process with NEMC is described in Part IV.
(5)
The Environmental Management Act, 2008 (G.N. No. 153 of 2008)
This law consists of 8 parts and describes in more detail the SEA study procedure and its
approval process. Basically, all master plan development studies shall conduct SEA and obtain
the approval from the Vice Presidents Office. The process of the environmental screening is
specified in Part III while ToR development process with NEMC is described in Part IV. The
main objective of SEA, to be required for all master plan development studies in Tanzania is to
disseminate relevant information among stakeholders and have common understanding and
knowledge of the master plan of concern. In other words, establishments of good inter-ministry
communications and/or liaison among various stakeholder play a vital role within the SEA
process. So that, most of SEA studies, conducted so far, takes more than 1 year to obtain the
approval from Vice President Office.
7.5.3
(1)
Environmental License
Introduction
As mentioned earlier, a comprehensive transport and trade system development master plan is
to be developed in this study. Then, several prioritized short-term development projects (i.e.,
pre-feasibility studies) are to be selected. In other words, the master plan to be developed needs
an appropriate SEA study while prioritized projects (i.e., pre-feasibility studies) need IEE and/or
EIA, depending on the magnitude of potential negative impacts to be caused by those
7-24

Chapter 7
implementations. Application procedures of both EIA/IEE and SEA are described separately in
the following sections.
(2)
Environmental License (EIA)
Basically, the entire environmental licensing and its relevant EIA examination process in
Tanzania consist of the following four (4) steps: (i) project registration and screening, (ii) ToR
development and its approval; (iii) relevant environmental studies and the preparation of EIS
report; and (iv) EIS evaluation and its license approval. The following is the outline of these
IEE/EIA Examination steps.
1)
Submit an official application form for an environmental impact assessment certificate to

NEMC with a project brief that summarizes the project and the surrounding bio-physical
and socio-cultural environment of the project site. This project brief shall be prepared by
the registered EIA experts.
2)
NEMC starts the screening of the project brief and evaluates the magnitude of possible
negative impacts to be caused by the proposed project. This project brief evaluation takes at
most forty five (45) days.
3)
If NEMC concludes that the proposed project will not cause severe negative environmental
impacts, or the environmental mitigation programme attached therein is comprehensive and
sufficient, NEMC may recommend the Minister responsible for Environment (hereinafter
referred to as Minister) to approve the project.
4)
If NEMC concludes that the proposed project will cause significant negative environmental
impacts, and/or environmental mitigation programme, described in the project brief, is not
sufficient, then NEMC will ask the project owner to conduct either (i) Preliminary
Assessment, or (ii) full-scale EIA, depending the temporal and spatial scale of the possible
negative environmental impacts to be caused by the implementation of the proposed project.
It shall be noted that Preliminary Assessment is equivalent to IEE used in general EIArelated terminology.
Preliminary Assessment
5) ToR of environmental studies to be required for this preliminary assessment do not need
approval from NEMC prior to implementation, whereas it is mandatory for full-scale EIA
studies. Therefore, upon reviewing the guideline for preliminary assessment specified in
GN. NO. 349 of 2005, the project owner can start relevant environmental studies and
submit documentations required for the approval.
6)
If NEMC concludes that the proposed project will not cause severe negative environmental
impacts and the environmental mitigation programme attached therein is comprehensive
and sufficient, the NEMC may recommend the Minister to approve the project. Otherwise,
the NEMC will inform the project owner to undertake a full-scale EIA.
Full-scale EIA
7) As mentioned above, the project owner shall obtain approval of ToR of relevant EIArelated environmental studies from NEMC, and this ToR development shall be conducted
through a series of consultation processes with NEMC. This EIA study shall be conducted
by registered EIA experts.
8)
During the EIA study period, the project owner shall conduct relevant PAPs identification
work and discuss the necessity of public meetings with the NEMC.
9)
Based on study results of the EIA study, the project owner shall prepare the EIS. This EIS
shall be signed by each of the individuals involved the assessment works. The project
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Chapter 7
owner shall submit fifteen (15) sets of original copies and one (1) electronic copy of the
EIS to the NEMC.
10) Examination of a submitted EIS report is to be conducted by a cross-sectoral technical
advisory committee set up by the NEMC. Within fourteen (14) days of receipt of the EIS
report, the NEMC submits a copy to any relevant Ministry and public institutes. Also, the
NEMC will issue a public announcement for public review, inviting the general public for
their comments. The examination of a submitted EIS is to be done by the Advisory
Committee, line ministry, public institutions and the general public, separately. Within
thirty (30) days of receipt of the EIS, the NEMC also has to decide whether or not to
convene a public hearing.
11) Comments from the line ministry and public institutes are to be summarized within thirty
(30) days of the receipt of the EIS report. Upon considering the overall features of
proposed project, this examination period may be extended by NEMC.
12) The NEMC will undertake the review of a submitted EIS. Meantime, the NEMC may
arrange on-site technical visits with the project owner. It shall be noted that relevant travel
expense and per diem shall be paid by the project owner.
13) Upon completion of all review processes, the NEMC will prepare a report of the review of
submitted EIS, and submit this report to the Minister. Then, the Minister will give his
decision on the submitted EIS within thirty (30) days of receiving recommendations from
the NEMC.
Figures 7.4 and 7.5 show the schematic diagram of the entire environmental license approval
system in Tanzania.
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Chapter 7
Project Registration
Submit Project Brief
Screening
No Significant Impacts
Approved
Minor Impacts
Preliminary Assessment
EMP well prepared
Approved
Severe Impacts and/or Need more EMP
Full-scale EIA
ToR Development
Need ToR Approval
from NEMC
Consultation with NEMC
EIA-related Environmental
Study
Preparation of EIS
Need Public Meeting?

No
Yes
Public Meeting
Submission of EIS to NEMC

EIS Review Starts
Figure 7.4: Environmental License Approval Process in Tanzania
7-27

Chapter 7
EIS Review
Review by
Relevant Ministry
Review by Public
Institution
Public
Review
Review by
NEMC
Based on Comments, NEMC prepare

Recommendation to Minister.
Revising EIS
Conduct
Supplemental Study
Ministers Ruling
Not Approved
EIS Satisfactory;
EMP well-written
1st Attempt
License Approved
2nd Attempt
Fail;
Start from scratch.
Figure 7.5: Environmental License Approval Process in Tanzania (Continued)

(3)
Environmental License (SEA)
Strategic Environmental Assessment (SEA) shall be initiated at the commencement of the

preparation of a bill, regulation, policy, strategy, programme or plan, and continue throughout
the process to the stage of promulgation of such Bill, regulation, policy, strategy, programme or
plan. A Sector Ministry (i.e., the Ministry of Transport within this Master Plan study),
government agency or department shall, where it is found necessary at the commencement of
preparation of a Bill, regulation, policy, strategy, programme or plan form a team to carry out
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Chapter 7
the SEA. The SEA study team shall comprise of experts in SEA or environmental and natural
resources management from a Sector Ministry, the government agency, the department and
public higher learning and research institutions or registered environmental experts. The
following is the outline of SEA Examination steps.
1) Screening
The Sector Ministry shall prepare a summary of its views as to whether or not a Bill, regulation,
policy, strategy, programme or plan is likely to have significant environmental effects at the
beginning of the entire SEA process. The Sector Ministry shall send a summary to the Director
of Environment and other relevant Ministries for consideration. Each relevant Ministry shall
respond to the Director of Environment within twenty one (21) days of the receipt of the
summary.
2) Scoping
The Sector Ministry shall conduct scoping in order to determine and establish the ToR of the
SEA study to be required for the examination of a Bill, regulation, policy, strategy, programme
or plan.
3) ToR Development
And the level of detail of the information to be included in the SEA report to be prepared while
identifying key authorities to be consulted, providing opportunities for public consultation and
determining the consultation period it intends to use.
4) Identification of Alternatives and Impact Assessment
5) Preparation of the SEA Report (D/F).
The report shall identify, describe and evaluate the significant effects on the environment and
health for implementing a Bill, regulation, policy, strategy, programme or plan.
6) Consultation and Participation
7) Revising of the SEA Report (D/F) and Preparation of Final Report
8) Approval of the SEA Final Report
The Minister shall take into account the review process and makes one of the following
decisions:
(i) SEA Report is approved;
(ii) SEA Report is not approved; or
(iii) SEA Report is conditionally approved subject to incorporating the relevant authoritys
recommended changes.
9) Monitoring of significant environmental impacts of implementation of a Bill, regulation,
policy, strategy, programme or plan. The Sector Ministry shall monitor the significant
environmental effects of implementation of a Bill, regulation, policy, strategy, programme or
plan for which it has carried out the SEA.
Figure 7.6 shows the schematic diagram of the entire SEA approval system in Tanzania.
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Chapter 7
Submission of SEA Letter (MoTVPO)
Screening
SEA not required
SEA required
Scoping & ToR Development
SEA Study
Submission of SEA Report
Stakeholder Meeting
SEA Report Review
Revising SEA Report &

Preparation of Final Report
Ministers Ruling
Conditionally approved.
Need additional studies
No
Yes
SEA Approved
Failed (not approved)
Figure 7.6: SEA Approval Process in Tanzania
7-30

Chapter 8
Chapter 8
Estimation of Transport Demand
8.1
Forecasting Methodology and Data Collection
8.1.1
Purpose of Transport Demand Forecast
The purpose of transport demand forecasting and issues to be discussed are as follows:
Estimation of future freight origin and destination matrix by type of commodity
An origin-destination (OD) matrix representing the movement of freight imported to and
exported from Tanzania and neighbouring countries was estimated by type of commodity. OD
matrices was expressed with specified zones consisting of (i) regions inside Tanzania for
domestic area coverage, (ii) seven zones for neighbouring countries, and (iii) integrated areas
for other countries. Three different units (currency, weight, and twenty-foot equivalent units)
were used for OD matrix estimation.
Assessment of function expected based on the estimated freight movement
In order to forecast transport along each corridor, the OD matrices estimated above were broken
down into the corridors considering the service level of each corridor and the principal
characteristics of each commodity. If there was more than one feasible corridor for the transport
of a commodity, the amount of transport by commodity was estimated with a model estimating
the possibility of selecting a corridor based on the level of service, which will be determined
based on a stated preference survey of transport operators.
Analysis of the balance between transport demand and the supply of infrastructure proposed in
the Master Plan
The supply of infrastructure based on projects proposed in the Master Plan was analyzed by
comparing it with the demand for freight movement along each corridor. Total transport system
costs was assessed with indicators such as transport cost (i.e., the sum of time and expenses
required for transporting commodities along all corridors). The benefits of the Master Plan were
calculated from the difference in transport costs between the cases with and without the Master
Plan.
8.1.2
Development of the Existing Origin-Destination Matrix
An OD matrix was developed based on the format displayed in Figure 8.1. As shown in the
figure, this matrix consists of four parts: (i) interregional freight (domestic movement inside
Tanzania), (ii) export trade from Tanzania, (iii) import trade to Tanzania, and trade between the
rest of the countries and areas. Part (iv) includes trade between the neighbouring countries and
between the neighbouring countries and the rest of the world. Some trade, for example exports
from Burundi to the Middle East, could be transported along corridors inside Tanzania. This
type of trade was estimated, while the trade between countries in the rest of the world that has
no possibility to be transported inside Tanzania was not estimated.
In order to develop the existing OD matrix representing freight movement between two
countries, statistical data on the amount of trade by commodity type was obtained from the UN
COMTRADE database (http://comtrade.un.org/). After compiling this data in the format of an
OD matrix between two countries, the part that represents imports to and exports from Tanzania
was distributed to regions for analysis of domestic traffic, while the part for the rest of the world
was aggregated into areas such as Asia, the Middle East, and Europe. This distribution was done
by considering regional ratios of variables such as population and gross regional domestic
product (GRDP).
8-1

Domestic
Arusha
National
Arusha
DES
Domestic
Tanzania
DES
Dodoma
Dodoma
Freight
Chapter 8
Neighbouring Countries
Tanga
inside
Burundi
DRC
Kenya
Other Area
Zambia
Other
Africa
Asia
Middle
East
Europe
Export from Tanzania
Tanga
Neighbouring
Countries
Burundi
Import to Tanzania
DRC
Possibly Transit
Kenya
Other Area
Zambia
Other
Africa
Asia
Middle
East
Europe
Others
Figure 8.1: Format of the OriginDestination Matrix

On the other hand, domestic movement inside Tanzania should include not only international
trade between two countries but also the movement between regions of goods that are produced,
transported, and consumed in Tanzania. This was established by estimating the amount of goods
by type of commodity in terms of production and consumption in each region, and a selfcontained ratio. It was assumed that the production surplus of regions is transported to regions
with production deficits, and this comprises domestic freight inside Tanzania and is added as a
component of the interregional freight part of the matrix.
The following statistical data was required for this analysis:
8.1.3
Population by region;
Number of workers and employees by region;
Regional economic indicator (GRDP);
Amount of and/or cultivated area for major agricultural products by region; and
Amount of industrial product by region.
Network Database Development
The information provided from the network database for this project is the value of time savings
calculated by using a linear combination of travel time and cost, termed the generalized cost
for a specific route or corridor. When production and consumption areas are determined, the
network database provides the minimized-cost route or corridor from origin to destination by
calculating the sum of travel time and cost on the route.
The network database was developed using a geographical information system (GIS). Most GIS
systems are originally developed for point, line, and polygon processing. The transport network
can be expressed with a set of lines and transport terminals such as ports, stations, and export
processing zones (EPZs) expressed with a set of points in the GIS.
8-2
Others

Chapter 8
Details follow:
Two layers, a line layer for the network and a polygon layer for the regions, were
developed.
The polygon layer consists of region, country, and areas, and regional statistics are kept
in the polygon layer.
The network layer includes road, railway, waterway, airline, pipeline, and foreign sea
routes.
The network is composed with a line and node; a line connects two nodes and
information is kept on each link so that the data can be transformed into the format of
the System for Traffic Demand Analysis (STRADA) network data that was used for
searching a minimized cost route.
For the development of network database, the following data was collected:
8.1.4
Road inventory (e.g., road name, length, pavement, carriageway width);

Railway (e.g., name of line, location of stations, distance, operating hours, service data);
Maritime and inland waterway (e.g., route, frequency and operating time, tariff,
handling capacity, transportation performance);
Pipeline (e.g., route, capacity, transportation performance).
Corridor Choice Model
Generally, bulk cargo such as mineral products is transported by railway or inland waterway,
and commodities requiring frequent and short distance transport are carried by land transport
(e.g., by truck). Thus, it is necessary to analyze the preference and choice of transport mode by
transport-related and logistics companies. In order to collect the data used for this analysis, an
interview survey was conducted with major shipping companies and freight companies selected
in Tanzania and neighbouring countries. The interview was designed to collect the following
information:
Company profile (e.g., company name, major products, number of employees);

Major product and material (e.g., type of products, amount of products, major
destinations of products and major origin of materials);
Transportation (e.g., annual transport volume of products and materials, transport route,
transport time and cost by route);
Preference of route choice (e.g., reasons for route choice, alternative route choice in
different conditions of transport time and cost).
Figure 8.2 shows possible chains of mode choice between origins and destinations inside
Tanzania, which is the basis of analysis for formulating the corridor choice model.
8-3

Chapter 8
Figure 8.2: Candidate Modal Chains

For forecasting future corridor choice, the following model was examined to analyze the
relationship between the current trend of route choice and transport cost.
a0 a1 tijk a2 cijk a3 1K a4 2k
Rijk
e
e
a0 a1 tijl a2 cijl a3 il1 a il2
Where
Rijk : choice probability of corridor k for zones between i and j;
t ijk , cijk : travel time and travel cost on corridor k for zones between i and j;
1k , 2k ,: other factors for the selection of corridor k;

a0 , a1 , a2 , : parametres; and
lcandidate corridors.
8.1.5
Calibration of Models
The existing OD matrix was elaborated through the process described above. The development
process includes some assumptions and parameters obtained with the analysis based on the data
collected. Therefore, the process and output, an OD matrix, were examined to gauge the
accuracy of the forecast, and if the accuracy was insufficient, the process and parameters were
determined again.
8-4

Chapter 8
There are three steps involved in the calibration. First, the estimated OD matrix was compared
with the surveyed OD matrix obtained by OD interview surveys. Second, the estimated freight
volume at intermodal stations such as railway stations, seaports, and logistics terminals was
checked by comparing it with the amount of freight actually carried by each mode at the stations
after selecting a corridor for distribution of some commodity. This was carried out in order to
check the total amount of the commodity included in the OD matrix. The third step is that the
vehicle traffic volume by transport mode on each link in the road network was examined by
comparing it with the traffic volume counted in the transport surveys.
The following information was required for this calibration:
8.1.6
Results of the OD interview surveys (amount of freight by type of commodity for origin
and destination pairs);
Performance statistics by type of mode (amount of freight between stations by railway
mode and type of commodity, amount of freight between ports by inland waterway and
type of commodity); and
Performance statistics at transport terminals (amount of freight performed by type of
commodity at port, customs, and logistics terminal).
Transport Demand Forecasting
Figure 8.3 presents the procedure for transport demand forecasting. In the beginning of the
procedure, a model forecasting the production and attraction of freight volume by zone, which is
the sum of elements in the OD matrix, was estimated by analyzing the relationship between
national and regional economic statistics and the volume of national imports, exports, regional
production, and consumption. The future national and regional economic and regional
development situation was projected by reviewing the national economic plan and development
projects, and then was used as input to the model for estimation of future OD matrices.
The future network was developed by improving and/or adding future projects on the existing
network data. The following sector projects were considered to be included in this improvement.
New construction and improvement of road sections;

Improvement of operational service level of existing railway lines;
Improvement of handling capacity at existing seaports and lake ports;
Construction of new international seaports; and
Improvement of service levels for customs clearance at borders.
Based on the future network, the performance of each corridor was analyzed in terms of
transport time and cost. The probability was then calculated by inputting the transport time and
cost by corridor into the model as described in the previous section and the transport flow was
distributed to the corridors according to the probability, so that the OD matrix by corridor and
the transport volume by type of transport mode was specified.
8-5

Chapter 8
Figure 8.3: Transport Demand Forecasting Procedure
8.2
Field Surveys
In order to clarify commodity and passenger movements in and through Tanzania, a roadside
traffic survey was conducted at specific locations in and around Tanzania as a part of the study.
The roadside traffic survey consisted of: (i) an origin and destination survey (OD survey) for
freight; (ii) a passenger OD survey; and (iii) a traffic count survey. The surveys were
implemented by a subcontractor contracted by the JICA Study Team. The survey results were
compiled and verified by the JICA Study Team. After verification, the final data files were used
to build origin and destination tables. A summary of the surveys and verification follows.
8.2.1
Summary of Field Surveys
The field surveys were conducted from the mid-September to mid-October 2011 after
preparation of survey sheets, training of surveyors, and implementation of a pilot survey with
the JICA Study Team. The three categories of surveys are summarized below.
(1)
Origin and Destination Survey for Freight
Directed at truck drivers passing through survey locations, the freight OD survey was conducted
mainly to obtain information on the origins and destinations of truck trips to transport
commodities. Surveyors interviewed truck drivers and filled out interview sheets at each survey
location. The survey results were processed to develop a database that was used to estimate the
origins and destinations of freight movements by commodity.
Considering the large number of survey locations and the limited duration of the survey, the
survey period at most was set as one day (i.e., the 16 hours with the highest traffic volume per
8-6

Chapter 8
day1). The target sample size was set as 20 or above per hour at high traffic locations with 25
freight vehicles or more per hour; it was set as 80% of the total freight vehicles or above at
locations with lower traffic volumes.
Major data items surveyed included: (i) vehicle type; (ii) vehicle registration number; (iii) trip
origin and destination; (iv) category of commodity; (v) cargo weight; (vi) vehicle tare weight;
and (vii) transport time by the vehicle. Additional questions regarding the time taken for each
stage of the trip including port procedure, highway, checkpoints (police and weighbridge), and
border crossing were asked of 20% of interviewees. In addition, truck drivers crossing borders
or using inland clearance/container depots (ICDs), or export processing zones (EPZs)/special
economic zones (SEZs) were asked how many documents and how much time were usually
required to pass through the survey location.
Table 8.1 and Figure 8.4 show the final survey locations. Appendix 3 shows the survey sheets
used for the interviews, as well as the instruments for the passenger and freight origin and
destination surveys.
(2)
Passenger Origin and Destination Survey
Although the main subject of the study is freight transport, a passenger origin and destination
survey was also conducted in order to identify the relative portions of freight and passenger
flows within overall transport movement in and through Tanzania.
The passenger OD survey was conducted at the survey locations at which both freight and
passenger vehicles pass. For example, referring to Table 8.1, at the crossing points in 21 regions
on trunk and/or regional roads and at border points with neighbouring countries crossed by
trunk and/or regional roads, both truck drivers and drivers and/or passengers of passenger
vehicles (e.g., buses and sedans) were interviewed for both the freight and passenger OD
surveys. In the case of railway stations and lake ports, where interviews of truck drivers were
conducted at the gates of the freight yards, passengers walking from/to the railway station or
lake port were interviewed.
The survey period at each location for the passenger OD survey was the same as that for the
origin and destination survey for freight. However, the target sampling size was set lower than
that of survey for freight because the major target of the overall study is freight transport.
Specifically, target sample size for the passenger survey was set at 10 passenger vehicles
interviewed or above per hour at high traffic locations with 12 passenger vehicles or above per
hour, while at locations with lower traffic 80% or above of the passenger vehicles were
interviewed (in addition to freight vehicles). The driver or only one passenger was interviewed
in each bus or other passenger vehicle surveyed. 2
Major data items surveyed include: (i) vehicle type; (ii) passenger characteristics (e.g., gender,
age); (iii) trip origin and destination; (iv) physical address of the interviewee; and (v) number of
passengers in the vehicle. Additional survey items at railway stations and lake ports include the
origin/destination and transit points of the subject transport mode, and transport modes used
from/to the origin/destination of the subject transport mode. For example, in the case of an
interview at a railway station, origin/destination and transit stations and transport mode used
from/to the destination/origin station (e.g., bus, private car, or walking) were asked of the
interviewees.
1
At some locations where there is traffic for less than 16 hours per day (e.g., at some border posts and the freight
yards of some railway stations, ports, and ICDs), the survey was conducted only during the operating hours.
2
Because the area of each origin/destination zone is large, the origin and destination of all passengers on the same
passenger vehicle were regarded as the same.
8-7

(3)
Chapter 8
Traffic Count Survey
The traffic count survey was conducted in order to specify the total number of freight and
passenger vehicles at the locations where the freight and passenger OD surveys were conducted.
The survey period was set as one to three days depending on the location. The vehicle types
were categorized as follows: (i) car; (ii) utility vehicle (bus/van); (iii) bus (26 seats); (iv) bus (26
seats or above); (v) light truck (2 axles); (vi) medium truck (3 axles); (vii) heavy truck (4 axles);
(viii) heavy truck (5 axles); (ix) heavy truck (6 axles); (x) heavy truck (7 axles or above); (xi)
motorcycle/bicycle; and (xii) animal-drawn or hand cart, or other vehicle type.
8.2.2
Results of Field Surveys
By the end of October 2011, the field surveys at all survey locations had been completed. Then,
the interview results on the survey sheets were captured in Excel data files, and these were
compiled and verified. Table 8.1 summarizes the implementation of the field survey.
Table 8.1: Summary of the Implementation of the Field Survey
Location Category
(Survey Category)
Border points with
neighbouring countries
crossed by trunk and/or
regional roads
(Freight and Passenger
OD Survey/Traffic
Count)
Crossing points in 21
regions on trunk and/or
regional roads (Freight
and Passenger OD
Survey/Traffic Count)
Location
Number
B-1
B-2
B-3
B-4
B-5
B-6
B-7
B-8
B-9
B-10
C-1
C-2
C-3
C-4
C-5
C-6
Location Name
Sirari/Isebania
Namanga
Tarakea
Holili
Horohoro
Umoja Bridge
Kasumulu
Tunduma
Rusumo
Mutukula
Rubana
Katoro
Kahama
Tinde
Mwandinga
Ushokola
C-7
C-8
C-9
C-10
C-11
Lwanzali
Cheyo
Shingida
Kikuyu
Gairo
C-12
Mikese
C-13
Uyole
C-14
C-15
C-16
C-17
Songea
Mletele
Ruvuma
Igumbilo
C-18
C-19
C-20
C-21
C-22
Freight OD
Date of
Sample
Survey
Size
26-Sep
43
23-Sep
66
3 & 4-Oct
21
6,7 & 9-Oct
38
15-Oct
18
25-Sep
7
10-Oct
26
2 & 3-Oct
96
12-Oct
76
8-Oct
13
28 & 29-Sep
107
4-Oct
47
14-Oct
48
16-Oct
90
27-Sep
46
30-Sep & 124
Oct
4 & 5-Oct
7
6, 7 & 9-Oct
51
9 & 10-Oct
136
12-Oct
27
15 & 16-Oct
158
Passenger OD
Date of
Sample
Survey
Size
26-Sep
3
23-Sep
12
4-Oct
1
6-Oct
7
25-Sep
10-Oct
7
1
12-Oct
2
4
28
13
14
14
10
81
60
30-Sep
3
18
46
395
5-Oct
Mingoyo-Lindi
Kilombero
Msata
Minjingu
27-Sep
18-Oct
3-Oct
25-Sep
59
3
85
68
5-Oct
13, 14, 15
& 16-Oct
23 & 24Sep
27-Sep
4
43
Mtwara Yatch Club
12, 16 & 19Oct

30-Sep & 1Oct
5-Oct
5 & 6-Oct
5 & 6-Oct
13, 14, 15 &
16-Oct
23 & 24-Sep
28-Sep
4-Oct
14-Oct
16-Oct
27-Sep
30-Sep &
1-Oct
4 & 5-Oct
6-Oct
9-Oct
12-Oct
15 & 17Oct
12-Oct
3-Oct
25-Sep
55
27
8-8
53
18
8
19
16
33
26
69
52

Location Category
(Survey Category)
Railway stations/yards
in Tanzania (TRL)
OD Survey/Traffic
Count)
Railway stations/yards
in Tanzania (TAZARA)
OD Survey/Traffic
Count)
Lake Ports
OD Survey/Traffic
Count)
Seaport Gates
(Freight OD Survey/
Traffic Count)
Inland Container and
Freight Ports
(Freight OD Survey/
Traffic Count)
Location
Number
C-23
C-24
C-25
C-26
R-1
R-2
R-3
R-4
R-5
R-6
R-7
R-8
R-9
L-1
Location Name
USA River/Kikatiti
Himo
Hedaru
Mutukula
Dar es Salaam
(TRL)
Morogoro (TRL)
Kaliua (TRL)
Mpanda (TRL)
Kilosa (TRL)
Dodoma (TRL)
Tabora (TRL)
Mbeya (TAZARA)
Makambako
(TAZARA)
L-2
L-3
L-4
L-5
S-1
Kyela (New
Kiwira)
Kasanga
Kigoma
Bukoba
Mwanza
Dar es Salaam
S-2
I-1
I-2
I-3
I-4
I-5
I-6
D-1
Tanga
MOFED
AICD
DICD
AMI
AZAM
MCCL
Mbeya
Chapter 8
Freight OD
Date of
Sample
Survey
Size
28-Sep
93
30-Sep
95
9, 10, 11 &
271
13-Oct
8-Oct
18
24 & 25-Sep
10
11 & 12-Oct
13
Passenger OD
Date of
Sample
Survey
Size
28-Sep
40
30-Sep
95
8-Oct
7 & 8-Oct
13
110
18-Oct
30-Sep
25-Sep
19-Oct
12-Oct
3-Oct
1-Oct
66
25
27
18
24
58
10
11-Oct
40
12
26
90
62
29 & 30-Oct
26 & 27-Oct
4
10
10, 11, 12 &

17-Oct
17 & 18-Oct
15-Oct
19-Oct
8-Oct
6-Oct
19-Oct
19-Oct
30-Sep & 1Oct
19-Oct
17-Oct
29-Sep
29 & 30-Sep
7-Oct
6-Oct
186
30-Oct
28-Sep
7-Oct
1 & 2-Oct
50
40
10
32
49
17
6
5
Isaka
23
Dar es Salaam
45
Kilimanjaro
3
Mwanza
3
BWM-SEZ
5
Millennium
29
Business Park
E-3
Hifadhi EPZ
6-Oct
16
E-4
Kisongo
26-Sep
62
Total
67 locations
3111
Abbreviations: DSM = Dar es Salaam, EPZ = export processing zone, OD = origin-destination, SEZ
economic zone, TAZARA = Tanzania Zambia Railway Authority, TRL = Tanzania Railways Limited
International Airports
(Freight OD Survey/
Traffic Count)
EPZs and SEZs
(Freight OD Survey/
Traffic Count)
D-2
A-1
A-2
A-3
E-1
E-2
8-9
1213
= special

Mutukula
10
26
Chapter 8
Sirari/Isebania
1
4
Bukoba
Rusumo
9
Mwanza
5
Namanga
2
Tarakea
3
2
23
22
Horohoro
5
25
9
6
Holili
3 5
Kigoma
4
24
11
21
10
12
20
17
20
Kasanga
2
13
8
Tunduma
7
Kasumulu
1 Kyela/New Kiwira
19
Crossing points in 21 regions on trunk and/or regional roads (in total 26):
Border points with neighboring countries crossed by trunk and/or
regional roads (in total 10):
14
15
18
16
Mbamba Bay
6 Umoja Bridge
Lake Port (in total 5):
Figure 8.4: Survey Locations

Border Points, Regional Crossing Points, and Lake Ports
Two steps were required to verify the survey results. First, the subcontractor checked survey
sheets and made modifications in columns with obvious mistakes in which the appropriate
responses were clear.3 Second, JICA Study Team checked the all survey sheets by themselves,
added missing information which were shown on the survey sheets but not reflected to the Excel
data files by the subcontractor, and modified mistakes of data capturing by the subcontractor.
The samples whose data on the original survey sheet was recognized inadequate were
eliminated as invalid samples by JICA Study Team. The number of valid samples verified by
the process above is 2930.
8.2.3
Estimation of Existing Origin-Destination Matrix in Tanzania
The valid samples described in Subsection 8.2.2 were complied as a dataset for estimation of the
origin and destination (OD) matrix in Tanzania.
These modifications by the subcontractor focused on the transport time at each stage of travel. For example, if the
total transport time was not recorded appropriately, but if the appropriate answer was obvious from the time taken at
each stage of travel, the subcontractor calculated the sum of the time taken for each stage of travel and recorded the
calculation result.
8-10

Chapter 8
In order to estimate the OD matrix for road transport, at first the data from the crossing points in
21 regions and border points was extended based on the traffic volume at the survey location by
vehicle category. Next, base OD tables by commodity were compiled. The final OD matrix was
estimated through a calibration process using the base tables.
The data from railway stations, lake ports, seaports, and airports was extended based on the
cargo handling or cargo transport volume of each transport mode at each survey location. The
final OD was again estimated through a calibration process using the base tables.
8.3
Findings on Existing Transport Demand
8.3.1
International Trade
(1)
Amount of Trade by Tanzania and Neighbouring Countries
Table 8.2 shows the past trends of Tanzanias foreign trade and that of its neighbouring
countries (Burundi, the Democratic Republic of the Congo/DRC, Kenya, Malawi, Mozambique,
Rwanda, Uganda, and Zambia) calculated based on the statistics obtained from was obtained
from the UN COMTRADE database (http://comtrade.un.org/). Figure 8.5 presents an image of
the trading volume of each country and its growth from 2001 to 2010.
As illustrated in Figure 8.5, Kenya has the largest volume with US$12.1 million in total goods
trade, followed by Zambia with US$12.5 million and Tanzania with US$12.1M. Zambia has a
surplus of exports over imports, while the rest of the countries have a surplus of imports over
exports. The highest growth rate for imports was that of Burundi at 6.0 from 2001 to 2010,
which is an equivalent average annual growth rate (AAGR) of 22.0%, while the highest growth
for exports was that of Zambia at 7.3, or an AAGR of 24.7%. The growth rate of both imports
and exports for the rest of the countries in the table exhibit a similar trend.
Uganda
Kenya
Rwanda
DRC
Burundi
Tanzania
(US$ million)
2001
10,000
5,000
Malawi
1,000
Zambiz
Mozambique
Import
Export
2010
10,000
5,000
1,000
Import
Export
Figure 8.5: Growth in Trade Volume of Tanzania

and Neighbouring Countries from 2001 to 2010 (US$ Million)
8-11

Chapter 8
Table 8.2: Import/Export Trends of Tanzania and Neighbouring Countries

(20012010)
Unit: US$ million
Year
Import
Burundi
Kenya
Malawi
Mozambique
Rwanda
Uganda
Tanzania
Zambia
Export
Burundi
Kenya
Malawi
Mozambique
Rwanda
Uganda
Tanzania
Zambia
Total
Burundi
Kenya
Malawi
Mozambique
Rwanda
Uganda
Tanzania
Zambia
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
138.9
4,008.0
561.6
1,063.1
278.7
1,005.5
1,728.5
1,081.8
128.8
3,074.6
695.0
1,543.0
252.8
1,073.8
1,691.2
1,102.5
144.7
3,475.0
785.4
1,753.0
261.7
1,375.1
2,164.3
1,573.8
172.7
4,563.5
928.7
2,034.7
310.1
1,720.2
2,556.4
2,152.1
258.2
5,846.2
1,165.2
2,408.2
411.7
2,054.1
3,246.8
2,558.0
433.6
7,232.9
1,206.7
2,869.3
487.9
2,557.3
4,526.7
3,074.3
423.0
8,989.3
1,377.8
3,049.7
679.1
3,493.4
5,919.0
4,007.0
315.2
11,127.8
2,203.7
4,007.8
1,035.6
4,525.9
8,087.7
5,060.5
344.8
10,202.0
2,021.7
3,764.2
1,112.0
4,247.4
6,530.8
3,792.6
832.5
12,092.9
2,173.0
3,564.2
4,664.3
8,012.9
5,320.8
42.2
1,520.2
449.4
703.1
186.7
450.5
762.9
987.4
26.6
1,400.4
377.5
809.8
54.1
467.4
901.4
956.3
65.9
2,551.1
502.4
1,043.9
51.3
531.6
1,132.0
980.4
82.7
2,683.2
458.7
1,503.8
99.5
653.5
1,473.1
1,575.6
113.8
3,419.9
495.5
1,745.3
149.1
812.8
1,671.8
1,809.8
228.5
3,501.7
666.2
2,381.1
140.7
962.2
1,864.7
3,770.4
156.2
4,080.8
868.6
2,412.1
182.8
1,336.7
2,139.3
4,617.5
141.8
5,000.9
879.0
2,653.3
250.2
1,724.3
3,121.1
5,098.7
112.9
4,463.4
1,187.9
2,147.2
260.7
1,567.6
2,982.4
4,312.1
275.5
5,169.1
1,066.2
2,243.1
237.8
1,618.6
4,050.5
7,200.3
181.1
5,528.2
1,011.0
1,766.2
465.4
1,456.0
2,491.4
2,069.3
155.4
4,475.0
1,072.5
2,352.8
306.9
1,541.1
2,592.6
2,058.8
210.6
6,026.1
1,287.8
2,796.9
312.9
1,906.7
3,296.3
2,554.3
255.5
7,246.7
1,387.4
3,538.5
409.7
2,373.8
4,029.6
3,727.7
371.9
9,266.1
1,660.7
4,153.5
560.8
2,866.9
4,918.6
4,367.8
662.2
10,734.6
1,872.9
5,250.5
628.6
3,519.5
6,391.4
6,844.6
579.2
13,070.1
2,246.4
5,461.8
861.9
4,830.0
8,058.4
8,624.4
456.9
16,128.8
3,082.7
6,661.0
1,285.8
6,250.2
11,208.8
10,159.2
457.7
14,665.4
3,209.6
5,911.4
1,372.7
5,815.0
9,513.2
8,104.7
1,108.1
17,262.0
3,239.2
5,807.3
6,282.9
12,063.4
12,521.1
(2)
Change in Type of Commodity Traded by Tanzania
Tables 8.3 and 8.4 indicate the changing trends of Tanzanias imports and exports by type of
commodity; Figure 8.6 graphically shows their shares. Mineral fuel is the most imported
commodity with imports reaching 3.6 million tonnes in 2010, followed by vegetable products at
1.5 million tonnes. The share of mineral fuel in total imports increased from 31% in 2001 to
47% in 2010, while the share of vegetable products decreased from 32% to 19% over that same
period. Commodities imported with relatively high volumes in 2010 were mineral products at
646,000 tonnes, products of chemicals and allied industries at 556,000 tonnes, and metals at
498,000 tonnes.
Regarding exports, vegetable products accounted for the highest volume at 821,000 tonnes,
followed by mineral products at 384,000 tonnes, and foodstuffs at 330,000 tonnes. The share of
vegetable products decreased gradually from 48% in 2001 to 38% in 2010. There has been
considerable diversification from agricultural exports.
8-12

Chapter 8
Figure 8.6: Trend of Shares by Type of Commodity
8-13

Chapter 8
Table 8.3: Import Trends of Tanzania by Type of Commodity (20012010)

Import
2001
Animal and Animal
Products
3.4
Vegetable Products
839.6
Foodstuffs
124.0
Mineral Products
85.9
Mineral Fuel
819.1
Chemicals and
Allied Industries
177.0
Plastics/Rubber
80.7
Raw Hides, Skins,
Leather, and Furs
2.6
Wood and Wood
Products
55.6
Textiles
77.9
Footwear/ Headgear
5.2
Stone/Glass
40.6
Metals
211.9
Products
71.0
Transportation
50.2
Miscellaneous
13.6
Service
0.0
Total
2,658.3
2002
Unit: 1,000 tonnes

2009
2010
2003
2004
2005
2006
2007
2008
5.4
759.9
100.0
180.7
836.3
5.8
1,000.1
100.5
209.9
1,475.7
5.2
1,142.1
116.0
166.7
1,230.8
6.1
905.9
115.0
155.3
1,724.7
7.5
1,498.4
135.2
169.1
1,855.2
13.3
1,303.1
221.1
140.9
2,940.7
17.5
862.4
146.5
480.1
2,723.3
16.2
1,231.9
182.1
636.7
3,964.4
16.3
1,468.5
227.1
646.0
3,648.3
235.3
84.7
252.9
87.9
334.5
107.2
395.5
141.1
354.2
145.6
401.7
147.8
664.8
184.9
530.3
194.3
556.0
233.2
0.1
0.2
0.3
0.4
0.6
0.6
1.1
0.9
1.2
59.5
74.8
0.3
25.6
200.4
66.6
80.4
0.6
26.5
299.1
81.9
86.0
0.9
30.8
214.5
141.0
86.0
0.6
34.4
309.8
85.1
90.1
1.0
38.0
397.5
104.5
105.7
0.6
46.2
410.6
105.2
251.0
1.1
57.7
533.0
139.0
125.2
1.4
67.9
441.7
122.2
196.2
1.9
68.8
497.9
11.9
4.1
6.9
0.0
2,585.8
12.4
4.8
7.3
0.0
3,630.7
16.9
6.1
8.2
0.0
3,548.1
24.4
9.4
7.8
0.0
4,057.4
34.8
7.6
9.3
0.0
4,829.1
27.6
9.3
14.2
0.0
5,887.9
130.2
12.9
109.5
0.0
6,281.3
132.4
11.0
14.1
0.0
7,689.5
31.7
11.0
16.5
0.0
7,742.9
Table 8.4: Export Trends of Tanzania by Type of Commodity (20012010)

Export
Animal and Animal
Products
Vegetable Products
Foodstuffs
Mineral Products
Mineral Fuel
Chemicals and
Allied Industries
Plastics/Rubber
Raw Hides, Skins,
Leather, and Furs
Wood and Wood
Products
Textiles
Footwear/Headgear
Stone/Glass
Metals
Transportation
Miscellaneous
Service
Total
2001
2002
2003
2004
2005
2006
2007
2008
Unit: 1,000 tonnes

2009
2010
47.3
345.8
115.0
97.8
0.9
41.6
478.2
128.4
88.1
1.6
50.2
500.5
126.9
90.2
0.7
53.7
519.8
164.8
107.1
54.5
52.6
552.2
198.3
75.3
73.1
40.4
445.3
234.2
72.9
26.5
52.1
655.6
290.8
120.3
7.7
49.8
575.5
279.1
208.3
18.8
37.7
585.7
300.9
198.1
16.5
41.6
820.7
330.1
384.6
16.0
9.6
0.6
18.9
0.7
18.3
3.1
42.4
4.4
58.7
9.2
61.7
13.3
81.0
19.5
89.7
15.0
84.7
24.7
105.6
26.6
10.1
11.0
11.2
10.8
7.8
12.3
16.1
12.4
8.7
11.5
2.8
59.7
1.8
16.8
6.6
1.4
0.0
0.1
0.0
716.2
5.4
56.5
0.1
21.2
9.4
0.2
0.0
0.1
0.0
861.6
6.8
71.3
0.0
21.7
19.5
0.0
0.0
0.0
0.0
920.6
9.4
104.6
0.1
16.2
37.9
5.2
0.4
0.2
0.0
1,131.4
12.5
175.0
0.0
25.4
36.9
0.6
0.1
0.1
0.0
1,277.8
21.8
88.3
0.1
16.0
41.7
0.7
0.2
0.3
0.0
1,075.7
92.3
127.8
0.3
15.0
123.4
2.1
0.3
0.4
0.0
1,604.8
219.3
137.0
0.5
11.6
89.5
1.4
0.4
0.3
0.0
1,708.6
222.1
147.5
0.2
8.8
35.9
2.1
0.2
0.7
0.0
1,674.5
180.1
116.6
0.0
12.3
89.3
1.3
0.2
0.3
0.0
2,136.9
8-14

(3)
Chapter 8
OD Matrix Between and Among Countries
Tables 8.5 and 8.6 show the volume of foreign trade, imports, and exports, respectively,
between Tanzania and the eight neighbouring countries in 2010.
Only 5% of Tanzanias commodities is imported from the eight neighbouring countries, while
95% is imported from the rest of the world. Of the eight neighbouring countries, Kenya has the
highest import amount at US$236 million, but this represents only about 3% of the total volume
of imports.
In contrast, more than 50% of Tanzanias exports are to the eight neighbouring countries and
less than 50% to the rest of the world. The share of exports to Kenya is the highest at 21%,
followed by Rwanda at 7%.
Table 8.5: Import Trade between Country Pairs in 2010
Unit: US$ million
Import
Tanzania
Tanzania
0.0
Burundi
1.5
DRC
1.5
Kenya
236.0
Malawi
35.1
Mozambique
83.1
Rwanda
1.4
Uganda
27.7
Zambia
29.7
Others
7,326.9
Total
7,742.9
Burundi
69.4
0.0
0.3
28.0
0.0
0.5
9.6
55.2
98.8
78.4
340.2
DRC
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Kenya
233.3
1.2
5.8
0.0
7.4
72.6
7.8
246.4
12.5
7,992.4
8,579.3
Malawi
69.1
0.0
0.0
22.8
0.0
70.0
0.0
0.1
213.0
1,273.0
1,648.1
Mozambique
0.5
0.0
0.0
1.5
0.9
0.0
0.0
0.3
0.0
904.4
907.5
Rwanda
4.8
8.2
10.6
28.3
0.0
0.0
0.0
21.1
0.1
29.3
102.4
Uganda
86.4
3.5
9.6
960.8
0.0
0.2
23.5
0.0
0.1
3,483.9
4,568.0
Zambia
38.3
0.0
403.2
40.5
28.6
19.1
0.0
0.1
0.0
3,303.4
3,833.2
Others
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total
501.8
14.4
431.0
1,318.0
72.0
245.5
42.3
350.8
354.2
24,391.7
27,721.7
Table 8.6: Export Trade between Country Pairs in 2010

Unit: US$ million
Export
Tanzania
Tanzania
0.0
Burundi
5.4
DRC
0.0
Kenya
344.6
Malawi
25.6
Mozambique
0.2
Rwanda
1.8
Uganda
49.5
Zambia
42.3
Others
0.0
Total
469.4
8.3.2
Burundi
154.4
0.0
0.0
49.8
0.3
0.0
0.7
102.9
103.3
0.0
411.4
DRC
122.2
3.2
0.0
115.0
0.2
0.0
5.1
597.7
685.2
0.0
1,528.6
Kenya
464.9
9.7
0.0
0.0
17.2
1.4
0.0
278.1
13.7
0.0
785.0
Malawi
87.1
0.0
0.0
23.7
0.0
10.2
0.0
0.1
203.5
0.0
324.6
Mozambique
7.3
0.0
0.0
6.2
16.3
0.0
0.0
0.1
4.3
0.0
34.3
Rwanda
157.0
3.5
0.0
96.7
0.1
0.0
0.0
330.9
4.8
0.0
592.9
Uganda
133.8
5.6
0.0
1,022.0
0.1
0.0
1.1
0.0
0.1
0.0
1,162.6
Zambia
51.6
0.0
0.0
26.5
34.2
1.1
0.0
0.1
0.0
0.0
113.5
Others
1,057.4
23.5
0.0
1,822.4
908.0
913.5
3.4
543.4
1,666.9
0.0
6,938.4
Import, Export, and Transit Movement
This section reviews the transport situation relating to import, export, and transit flows with
regard to Tanzanian customs transaction data. Customs data is a useful source to grasp the
overall figure of international trade and traffic passing through the national border and ports on
the mainland of Tanzania.
8-15
Total
2,235.8
50.7
0.0
3,506.9
1,002.1
926.4
12.1
1,902.8
2,724.0
0.0
12,360.8

(1)
Chapter 8
Characteristics of Data
The base data for analysis was extracted from records processed by the customs software,
ASYCUDA (Automated System for Customs Data),4 in cooperation with Tanzania Revenue
Authority (TRA). ASYCUDA (version ++) had been installed into 17 major Tanzanian customs
offices by the end of 2009 5 and is currently being rolled out at other stations. The software
digitally processes information on customs declarations that are submitted by importers/
exporters and the data is finally stored centrally at headquarters of TRA, in Dar es Salaam. Data
items shown in Table 8.7 were obtained from the customs data for the purpose of this study, i.e.,
to comprehend traffic volume crossing Tanzanias national boundary.
Table 8.7: Available Information from Customs Database
Category
Trade Flow
Geographical
Information
Trade Volume
Transport
Items
Customs Procedure Code
A Processing/Clearing Office
Entry/Exit Office
Trading Country
Commodity Code
Net Weight
Customs Value
Border/Frontier Transport Mode
Remarks
HS*1 commodity classification

Weight in kilograms
Value in CIF /FOB*2 of Tsh.
Notes: (*1) Harmonized System coding is an internationally used commodity classification for trade comprising 8digit numbers. (*2) The Cost, Insurance, and Freight price is applied to import transactions and the Free on Board
price to exports. The former includes costs such as transport and insurance in addition to the latter.
(2)
Trend of Freight Movement at the Border
Using the customs data, the trade volume of Tanzania can be broken down by frontier customs
office. The location and import/export throughput of major offices (except for Dar es Salaam)
are shown in Figure 8.7. Also, Table 8.8 presents the details of trade volume including transit by
office in 2010.
From this dataset, it is apparent that Dar es Salaam (mainly the seaport) is the trade hub of
Tanzania, handling 88% of import volume and 43% of exports. The second busiest border
crossing point is Tunduma, where huge volumes of transit cargo to/from Southern Africa are
handled. In terms of imports, the second largest gate is Tanga, followed by two land border
crossing points with Kenya (Sirari and Namanga). Besides Dar es Salaam, relatively large
export points are Namanga, Rusumo, Kabanga and Mtwara. Countrywide, import volume is
larger than export volume, whereas in trade with neighbouring countries the volume of exports
is larger than the volume of imports. It was also found that land border crossing points generally
handle more cargo volume than lakeside offices (Kigoma and Mwanza).
ASYCUDA was developed by the United Nations Conference on Trade and Development (UNCTAD) and has been
or us being installed in more than 90 countries and regions for modernization of customs administration. See
http://www.asycuda.org/.
5
Julius Nyerere International Airport (JNIA), Dar es Salaam Port, Kasumulu, Tunduma, Isaka, Sirari, Namanga,
Holili, Horohoro, Tanga Port, Morogoro, Mwanza, Kigoma, Mtwara, Arusha, Moshi and Kilimanjaro International
Airport (KIA). Source: Tanzania Revenue Authority, Tanzania Time Release Study, 2009.
8-16

Mutukula
Mutukula
Rusumo
Rusumo
Kabanga
Kabanga
Chapter 8
Sirari
Sirari
Mwanza
Mwanza
Namanga
Namanga
Arusha
Arusha
Holili
Holili
Horohoro
Horohoro
Kigoma
Kigoma
Tanga
Tanga
Pave Road
Unpave Road
Rail
500,000
Tunduma
Tunduma
Kasumulu
Kasumulu
Mtwara
Mtwara
Import
Export
Inbound Transit
Outbound Transit
Unit: Net tonne

Note: Throughput at Dar es Salaam is not shown in this figure due to the extremely high trade volumes there
compared to that other border points.
Source: Summarized by the JICA Study Team based on customs data from that Tanzania Revenue Authority
Figure 8.7: Cargo Throughput at Major Border Points, 2010

Table 8.8: Trade Throughput at Major Border Crossing Points, 2010
Unit: net tonne
Dar es Salaam
Arusha & KIA
Holili
Horohoro
Kabanga
Kasumulu
Kigoma
Mtwara
Mutukula
Mwanza
Namanga
Rusumo
Sirari
Tanga
Tunduma
Others
Unknown
TOTAL
Import
6,791,377
21,473
48,486
64,554
1,489
34,626
3,059
21,387
84,708
34,882
105,002
1,630
137,216
299,035
55,064
3,349
144
7,707,481
Export
892,969
2,418
47,216
93,257
112,324
80,250
58,926
110,194
18,464
39,364
223,239
169,307
58,992
72,934
86,009
3,239
26
2,069,126
Inbound
Transit
1,982,872
56
31,384
16,017
45,987
880
130
1
45,075
8,944
3,038
55
647,076
728
2,782,245
Outbound
Transit
836,500
1
18
11,087
252,174
128,080
69,880
163
29,359
35,290
44,770
389,974
10
54
796,412
681
187,791
2,782,245
Others
1,257,468
15
62
2,138
1
1
21
18
4,784
1,264,507
TOTAL
11,761,018
23,948
95,720
200,297
382,066
291,081
132,746
131,744
132,663
109,536
418,087
569,876
199,273
372,076
1,589,346
8,168
187,961
13,937,538
8-17

Chapter 8
Figure 8.8 illustrates the recent three-year trend for each trade flow in volume and value. The
growth of trade value from 2009 to 2010 was more rapid for all trade flows in comparison with
20082009. This figure implies that export value per unit volume is higher than the value per
unit volume for imports. This finding can be explained by the export of precious stones, which
have high unit values compared with other commodities.
Table 8.9 provides a breakdown by major border office. Import and export throughput volume
increased at most offices during this period. In particular, Kabanga, Mtwara, Mutukula, and
Rusumo showed the highest growth rates. On the other hand, Tunduma showed a slight
decreasing trend both for imports and exports.
9,000
12,000
8,000
1,000 ton
6,000
8,000
5,000
6,000
4,000
3,000
4,000
2,000
Billion Tsh.
10,000
7,000
2,000
1,000
0
2008
2009
2010
Import Volume
Export Volume
Transit Volume
Import Value
Export Value
Transit Value
Note: Transit volume is counted once (the same volume of cargo passes
through entry and exit points). Import and transit values were recorded at
the Cost, Insurance Freight price, while exports were recorded at the Free
On Board price.
Source: Summarized by the JICA Study Team based on customs data from
that Tanzania Revenue Authority
Figure 8.8: Recent Trade Flow Trends

Table 8.9: Trends of Import and Export Volume at Major Border Points
Unit: net tonne
Dar es Salaam
Arusha & KIA
Holili
Horohoro
Kabanga
Kasumulu
Kigoma
Mtwara
Mutukula
Mwanza
Namanga
Rusumo
Sirari
Tanga
Tunduma
TOTAL
2008
4,966,159
1,500
36,118
80,042
29
15,709
842
3,682
321
49,043
58,045
46
6,708
236,922
59,690
5,515,362
Import
2009
7,177,483
137,031
49,783
75,982
22
33,065
1,597
12,387
385
45,970
178,293
17
224,072
227,697
53,193
8,219,076
2010
6,791,377
21,473
48,486
64,554
1,489
34,626
3,059
21,387
84,708
34,882
105,002
1,630
137,216
299,035
55,064
7,707,481
2008
773,983
3,078
23,642
48,746
7,275
61,718
79,282
4,576
2,498
31,465
93,143
20,036
44,015
48,708
116,247
1,358,502
Export
2009
669,928
3,706
10,698
54,929
6,184
61,088
55,990
92,533
2,232
39,690
199,954
16,475
49,315
71,327
84,767
1,419,323
2010
892,969
2,418
47,216
93,257
112,324
80,250
58,926
110,194
18,464
39,364
223,239
169,307
58,992
72,934
86,009
2,069,126
8-18

Chapter 8
A breakdown of transported commodities by category is summarized in Figures 8.9 and 8.10 by

major border point. Mineral products are the leading import in terms of volume (49% of total)
and vegetable products follow (19%). Some offices specialize in a few categories of
commodities; e.g., mineral products in Dar es Salaam, Horohoro, and Tanga; foodstuffs in
Mutukula; and vegetable products in Mwanza. Other offices such as Holili, Namanga, and Sirari
deal with a variety of import commodities.
The leading export commodities are vegetable products (33%), mineral products (18%), and
foodstuffs (16%). For imports, Holili, Kabanga, Kasumulu, and Kigoma specialize in mineral
exports, Horohoro in wood products, and Mtwara in foodstuffs.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
Dar es Salaam
Arusha & KIA

Holili
Horohoro
Kasumulu
Mtwara
Mutukula
Mwanza
Namanga
Sirari
Tanga
Tunduma
TOTAL
Vegetable Products
Foodstuffs
Mineral Products
Plastics / Rubbers
Raw Hides, Skins, Leather, & Furs
Wood & Wood Products
Textiles
Footwear / Headgear
Stone / Glass
Metals
Machinery / Electrical
Transportation
Miscellaneous
Source: Summarized by the JICA Study Team based on customs data from that Tanzania Revenue
Authority
Figure 8.9: Share of Import Commodities at Major Border Points, 2010
8-19
100%

0%
10%
20%
30%
Chapter 8
40%
50%
60%
70%
80%
90%
100%
Dar es Salaam
Holili
Horohoro
Kabanga
Kasumulu
Kigoma
Mtwara
Mutukula
Mwanza
Namanga
Rusumo
Sirari
Tanga
Tunduma
TOTAL
Vegetable Products
Foodstuffs
Mineral Products
Plastics / Rubbers
Textiles
Footwear / Headgear
Stone / Glass
Metals
Transportation
Miscellaneous
Source: Summarized by the JICA Study Team based on customs data from that Tanzania Revenue
Authority
Figure 8.10: Share of Export Commodities at Major Border Points, 2010

(3)
Transit Freight Movement
Besides import and export flows, there is transit trade flow passing through Tanzania to/from
neighbouring countries. Transit cargo enters the territory with the submission of necessary
declarations and bonds. The declaration information from the customs database is summarized
as a form of origin-destination data as shown in Table 8.10.
Dar es Salaam (including the seaport, airport, and long room) is the largest transit point, where
66% of the total transit cargo departs for other inland border offices and 30% arrives from
inland offices. A large portion of transit cargo from Dar es Salaam goes to the border with
Zambia, Tunduma (38% of transit cargo from Dar es Salaam), which is followed by Rusumo
(20%) and Kabanga (13%). On the other hand, most cargo shipped out from Dar es Salam
(DSM) are transferred through Tunduma (75%).
Transit between inland border offices accounts for 6% of the total. Most of this flow is
characterized by north-south movement across the country; i.e., between Namanga and
Kasumulu, and between Namanga/Horohoro and Tunduma.
8-20
Unit: net tonne
Destination
8-21
Origin
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Kigoma
Mutukula
Mwanza
Namanga
Rusumo
Tunduma
Others/Unknown
TOTAL
DSM
209,323*
33
1,283
Horohoro
174
9,727
18
625,741
103
836,500
1,183
4
11,087
Kabanga
250,499
1,441
Kasumulu
102,421
10,893
Kigoma
69,141
565
Mutukula
25,966
Mwanza
35,290
3,053
84
14,741
148
25
252,174
128,080
Namanga
274
Rusumo
389,612
30,825
47
191
Tunduma
748,171
18,248
30
29,961
341
174
69,880
29,359
35,290
13,658
13
44,770
62
62
389,974
3
796,412
Others/
Unknown
152,002
203
15,970
878
880
130
1
271
8,944
5,921
3,517
188,719
TOTAL
1,982,872
31,384
16,017
45,987
880
130
1
45,075
8,944
647,076
3,876
2,782,245

Table 8.10: OD between Customs Offices for Transit through Tanzania, 2010
Note: Movements between/among the long room, seaport, and airport were counted.
Chapter 8

Chapter 8
Table 8.11 describes the trend in the direction of transit over the last three years. As a whole,
transit volume in 2010 increased 44% from that in 2008 after decreasing in 2009. Dar es Salaam,
Namanga, and Horohoro are the offices whose inbound transit volumes were bigger than
outbound, while outbound movement was predominant in other offices. Kabanga and Rusumo
are border points showing significant increase in outbound transit.
Table 8.11: Trend of Transit Volume at Major Border Points
Unit: net tonne
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Kigoma
Mutukula
Mwanza
Namanga
Rusumo
Tunduma
TOTAL
2008
1,345,067
6,345
Inbound
2009
1,535,747
11,217
47,388
1,915
53,084
732
2,606
21,013
48,655
489,566
1,936,754
430,843
2,084,350
2010
1,982,872
31,384
16,017
45,987
880
130
1
45,075
8,944
647,076
2,782,245
2008
677,114
14,082
71,540
118,830
18,619
37,983
9,566
37,450
142,540
599,207
1,936,754
Outbound
2009
683,738
13,178
177,024
112,099
34,201
32,650
81,190
45,660
238,597
511,289
2,084,350
2010
836,500
11,087
252,174
128,080
69,880
29,359
35,290
44,770
389,974
796,412
2,782,245
Major commodities of transit are shown in Figures 8.11 and 8.12. More than one third of transit
cargo volume is accounted for by mineral products, and 19% by metals. Mineral products
including fuels are distributed from Dar es Salaam to inland border points for the consumption
of neighbouring countries. Metals are transferred from Southern African countries to Dar es
Salaam through Tunduma.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Dar es Salaam
Horohoro
Kasumulu
Namanga
Tunduma
TOTAL
Vegetable Products
Foodstuffs
Mineral Products
Plastics / Rubbers
Textiles
Footwear / Headgear
Stone / Glass
Metals
Transportation
Miscellaneous
Figure 8.11: Share of Inbound Transit Commodities at Major Border Points, 2010
8-22

0%
10%
20%
30%
Chapter 8
40%
50%
60%
70%
80%
90%
100%
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Kigoma
Mutukula
Mwanza
Namanga
Rusumo
Tunduma
TOTAL
Vegetable Products
Foodstuffs
Mineral Products
Plastics / Rubbers
Textiles
Footwear / Headgear
Stone / Glass
Metals
Transportation
Miscellaneous
Figure 8.12: Share of Outbound Transit Commodities

at Major Border Points, 2010
(4)
Transport Mode and Commodities by Customs Office
Railway lines are connected to border points of Tunduma (Tanzania Zambia Railway Authority,
TAZARA), Kigoma, and Mwanza (Tanzania Railway Limited, TRL). By comparing railway
and customs statistics, the share of railway transport was calculated as shown in Table 8.12.
One quarter of outbound transit volume through Kigoma and Mwanza is transported by TRL,
although it is hardly used for inbound movements. Larger volumes of transit cargo are
transported to inland countries by truck on different routes, and TRL cargo volume accounts for
8.5% of total outbound cargo through Kigoma, Mwanza, Kabanga, and Mtukula. TAZARA
carries a large volume of transit cargo from Southern African countries, and it accounts for
nearly 30% of inbound cargo through Tunduma and 13.4% of outbound cargo through Dar es
Salaam.
Table 8.12: Inland Modal Split from/to Border Points, 2010
Unit: tonne
Border
Dar es Salaam
Kigoma & Mwanza
(TRL line)
Tunduma
(TAZARA line)
Flow
Inbound
Outbound
Inbound
Outbound
Inbound
Outbound
Total
8,774,080
1,729,470
38,823
203,460
702,140
882,421
Source: JICA Study Team based on data from TRL, TAZARA, and TRA
8-23
Railway
229,686
231,952
180
52,214
208,695
178,846
Share
2.6%
13.4%
0.5%
25.7%
29.7%
20.3%

Chapter 8
Table 8.13 summarizes share of air cargo at cities with major international airports. The share is
quite low in terms of volume, though the mode is used for transporting goods of higher value. In
Mwanza, 8.1% of import cargo volume is carried by air and it accounts for 77.4% of the total
import value. This is mainly due to machinery/electrical and mineral products.
Table 8.13: Share of Air Cargo, 2010
Border
Dar es Salaam
KIA
Mwanza
Volume (tonne)
Total
Air
Share
6,791,208
11,650
0.2%
892,970
2,482
0.3%
858
858
100%
2,418
2,418
100%
34,882
2,812
8.1%
39,364
Flow
Import
Export
Import
Export
Import
Export
Value (million TZS)

Total
Air
Share
8,791,570
789,731
9.0%
2,343,748
121,076
5.2%
24,374
24,374
100%
70,427
70,427
100%
133,467
103,258
77.4%
589,702
8.3.3
Transport Cost by Corridor
In order to develop a model for route choice and modal choice, the relationship among transport
cost/price, transport time, and distance was studied. The transport cost of a multimodal transport
route consists of various components as shown in Figures 8.13 and 8.14. Although the cost
components related to seaports, lake transport, and railway transport can be considered as fixed
prices, it is difficult to set such fixed prices for road routes because of the large number of such
routes. Therefore, the fixed cost component of road transport associated with transport time and
the variable cost component associated with transport distance were calculated separately (see
Figure 8.14). On the other hand, the fixed transport prices set by each agency were studied for
other (i.e., non-road) transport modes. The results of transport cost/price analysis by transport
mode or procedure are described in the following subsections.
Clearance Cost
Clearance Cost
Customs
Customs
Sea
Port
Rail
Station
Maritime
Transport Price
Handling Charges
& Relevant Fees
Rail
Station
Lake
Port
Lake
Port
Lake Transport
Price
Rail Transport
Price
Handling Charges
& Relevant Fees
Destination
Road Transport
Price/ Cost
Handling Charges
& Relevant Fees
Figure 8.13 Transport Cost Components on an Example Route (1)
8-24

Chapter 8
Clearance Cost
Clearance Cost
Customs
Customs
(Border)
Sea
Port
Maritime
Transport Price
Handling Charges
& Relevant Fees
Destination
Road Transport Price/Cost
Fixed Cost (per hour or day)

Effected by Transport Time
Variable Cost (per distance)

Effected by Transport Distance
Road Toll (per distance out of registered country)

By Cross-border Transport Distance
Figure 8.14 Transport Cost Components on an Example Route (2)

(1)
Road Transport Cost
Road transport cost consists mainly of vehicle operating cost and road tolls, which relate to
transport distance and route. Accordingly, these two cost components were assessed.
Road Transport Operating Cost: The most detailed document showing the breakdown of road
transport operation cost by category of vehicle in the study area is the South Africa-based Road
Freight Association (RFA) Vehicle Cost Schedule. According to Edition 39 (April 2009) of this
schedule, the fixed cost, variable cost, and total vehicle operating cost per year by category of
vehicle are as shown in Table 8.14, based on the following assumptions:
Travel distance per truck of 48,000 km/year;

Vehicles used 225 days/year;
12 chargeable hours/day;
Payload utilization ratio of 70%; and
Annual loading ratio of 75%.
8-25

Chapter 8
Table 8.14: Vehicle Operating Cost in Southern Africa by Vehicle Category

Average
Payload
(tonnes)
1.0
#
1
Annual
Fixed
Cost
(US$)
15,111
Total
Variable
Cost
(US$)
6,506
Annual
Total
Cost
(US$)
21,617
Vehicle Category
Vehicle Configuration
Two Axle Non-Artic
4 2 Rigid LDV
(2,400 kg or Less)
2
Two Axle Non-Artic
4 2 Rigid
2.3
28,353
9,371
37,724
(2,400 to 5,000 kg)
3
Two Axle Non-Artic
4 2 Rigid
3.9
30,407
13,118
43,524
(5,001 to 7,500 kg)
4
Two Axle Non-Artic
4 2 Rigid
5.8
36,197
16,179
52,376
(7,501 to 10,000 kg)
5
Two Axle Non-Artic
4 2 Rigid
8.1
36,672
20,305
56,977
(over 10,000 kg)
6
Three Axle Non-Artic
6 4 Rigid
15.3
51,542
28,543
80,086
7
Three Axle Artic
4 2 TT + Single Axle ST
14.3
48,164
37,076
85,240
8
Four Axle Artic
4 2 TT + Tandem Axle ST
19.6
64,176
58,464
122,640
9
Five Axle Artic
6 4 TT + Tandem Axle ST
26.8
73,837
67,591
141,428
10 Five Axle Artic
4 2 TT + Tridem Axle ST
24.6
70,979
62,974
133,953
11 Six Axle Artic
6 4 TT + Tridem Axle ST
32.0
77,425
72,196
149,621
12 Four Axle Combination 4 2 Rigid + 2 Axle Trailer
16.6
56,513
27,233
83,746
13 Five Axle Combination 6 4 Rigid + 2 Axle Trailer
27.2
68,746
50,528
119,274
14 Seven Axle
6 4 Rigid + 4 Axle Trailer
35.5
85,321
97,118
182,440
Combination
15 Five Axle Combination Doubles Combination
25.9
72,598
63,742
136,340
16 Six Axle Combination
Concept 08 + 2 Axle Trailer
24.5
78,493
86,524
165,017
17 Seven Axle
Concept 09 + 2 Axle Trailer
34.3
92,120
96,142
188,262
Combination
18 Seven Axle Interlink
6 4 TT + Tandem/Tandem ST
33.9
91,979
96,142
188,121
19 Eight Axle Interlink
6 4 TT + Tridem/Tandem ST
32.8
93,211
100,074
193,285
Abbreviations: LDV = light-duty vehicle; ST = semitrailer; and TT = truck tractor.
Note: The 1 April 2009 exchange rate of South African Rand 0.10464 to US$1.00 was adopted (from
www.oanda.com).
Source: Calculated and compiled from Road Freight Association (RFA) Vehicle Cost Schedule, Edition 39, April
2009
The annual fixed cost was defined as the sum of the following cost components: (i) the cost of
capital; (ii) depreciation; (iii) insurance; (iv) vehicle staff costs; (v) administration expenses
(overhead); (vi) operational expenses (overhead), and (vii) license fee. Variable cost was
defined as the sum of the following running cost components: (i) fuel; (ii) lubricants; (iii)
maintenance; and (iv) tyres.
Although fixed costs are related to transport time, variable costs relate to transport distance.
Considering the assumptions on average running distance, payload utilization rate, and annual
loading rate in the RFA Vehicle Cost Schedule, fixed cost per cargo transport time and variable
cost per cargo transport distance were calculated as shown in Table 8.15.
8-26

Chapter 8
Table 8.15: Vehicle Operating Cost per Cargo Transport Time and Distance 1
Cost per Truck
#
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Vehicle Category
Two Axle Non-Artic
(2,400 kg or less)
Two Axle Non-Artic
(2,400-5,000 kg)
Two Axle Non-Artic
(5,001-7,500 kg)
Two Axle Non-Artic
(7,501-10,000 kg)
Two Axle Non-Artic
(over 10,000 kg)
Three Axle Non-Artic
Three Axle Artic
Four Axle Artic
Five Axle Artic
Five Axle Artic
Six Axle Artic
Four Axle
Combination
Five Axle
Combination
Seven Axle
Combination
Five Axle
Combination
Six Axle Combination
Seven Axle
Combination
Seven Axle Interlink
Eight Axle Interlink
Cost per Tonne
Daily
fixed cost2
(US$/day)
89.55
Hourly
fixed cost3
(US$/hour)
7.46
Variable
cost per
km4
(US$/km)
0.181
Daily
fixed cost5
(US$/day)
127.93
Hourly
fixed cost6
(US$/hour)
10.660
Variable
cost per
km7
(US$/km)
0.258
168.02
14.00
0.260
104.36
8.697
0.162
180.19
15.02
0.364
66.00
5.500
0.133
214.50
17.88
0.449
52.83
4.403
0.111
217.32
18.11
0.564
38.33
3.194
0.099
305.44
285.42
380.30
437.55
420.62
458.81
334.89
25.45
23.78
31.69
36.46
35.05
38.23
27.91
0.793
1.030
1.624
1.878
1.749
2.005
0.756
28.52
28.51
27.72
23.32
24.43
20.48
28.82
2.377
2.376
2.310
1.944
2.036
1.707
2.402
0.074
0.103
0.118
0.100
0.102
0.090
0.065
407.38
33.95
1.404
21.40
1.783
0.074
505.61
42.13
2.698
20.35
1.696
0.109
430.21
35.85
1.771
23.73
1.977
0.098
465.14
545.90
38.76
45.49
2.403
2.671
27.12
22.74
2.260
1.895
0.140
0.111
545.06
552.36
45.42
46.03
2.671
2.780
22.97
24.06
1.914
2.005
0.113
0.121
Notes: 1 The 1 April 2009 exchange rate of South African Rand 0.10464 to US$1.00 was adopted (from
www.oanda.com). 2 Calculated as annual fixed cost (US$)/225 days/annual loading ratio (0.75). 3 Calculated as daily
fixed cost (US$)/chargeable hours (12 hours). 4 Calculated as total variable cost per year (US$)/travel distance
(48,000 km)/annual loading ratio (0.75). 5 Calculated as daily fixed cost per truck (US$/day)/average payload (tonne)/
payload utilization ratio (0.70). 6 Calculated as hourly fixed cost per truck (US$/hour)/average payload
(tonne)/payload utilization ratio (0.70). 7 Calculated as variable cost per km per truck (US$/km)/average payload
(tonne)/payload utilization ratio (0.70).
Source: Calculated and compiled from RFA Vehicle Cost Schedule, Edition 39, April 2009
The average road transport operating cost by commodity depends on the vehicle type(s) used for
transport of each category of commodity and the average weight of the commodity. Vehicle
type(s) by commodity category was considered based on analysis of the results of the traffic
survey described in Section 8.2.
Road Toll: In the region including Tanzania and neighbouring countries, the major road toll is
the COMESA [Common Market for Eastern and Southern Africa] Transit (Cross-border) Road
User Charge (RUC), which is assessed only on foreign-registered vehicles based on transport
distance in each country. Table 8.16 presents COMESA Transit RUC levels based on the
applicable COMESA regulation. Most COMESA member countries 6 including the
neighbouring countries of Tanzania have implemented these charges. In addition, Southern
African Development Community (SADC) countries including Tanzania have applied a similar
transit toll in line with the recent movement toward tripartite harmonization of the regulations of
6
COMESA member countries are: Kenya, Uganda, Burundi, Rwanda, Democratic Republic of Congo, Angola,
Zambia, Zimbabwe, Malawi, Mauritius, Madagascar, Swaziland, Seychelles, Comoros, Egypt, Libya, Djibouti, Sudan,
Eritrea, and Ethiopia.
8-27

Chapter 8
COMESA, SADC, and the East African Community (EAC). For example, the transit toll of
Tanzania for 100 km is equivalent to US$6 for 3-axle vehicles and US$16 for vehicles with four
or more axles.7
Table 8.16: COMESA Transit Road User Charges for Freight Vehicles
Region of Registration
COMESA
Outside of COMESA
Vehicle Type
Truck/trailer up to 3 axles
Truck/trailer more than 3 axles
Truck/trailer up to 3 axles
Truck/trailer more than 3 axles
Charge per 100 km (US$)

6
10
8
16
Source: Kenya Revenue Authority
This Transit RUC was included in the road transport cost in the case of cross-border transport
from/to or through Tanzania.
(2)
Railway Freight Tariffs
Railway freight tariffs (rates/charges) are based on weight by commodity or per container
depending on the transport distance. There is a tendency for rail freight tariffs per km to
decrease substantially if transport distance increases. TRL and TAZARA freight tariffs were
assessed both for domestic transport and for regional transit. In addition, the transit freight
tariffs of the KenyaUganda Railway, which is the main railway route competing with Central
Corridor of Tanzania, was summarized.
TRL: TRLs current tariffs for domestic cargo are described in the Addendum to Special
Traffic Notice No. 01, Revision of Tariff, July 2009 (TRL), while the tariffs for transit cargo are
set out in the Addendum to Special Traffic Notice No. 01, Revision of Tariff, February 2008
(TRL).
Domestic tariffs are set per wagon except for small quantities of goods, the tariffs for which
are shown per 100 kg. The tariff per wagon is set by commodity category by distance. The
maximum weight of cargo per wagon is 40 tonnes, except for tobacco, the weight of which is
limited to 14 tonnes per wagon, and cotton, which can be loaded up to 18 tonnes per wagon.
The average loaded weight per wagon is 3637 tonnes. There is no transport price set per
container or twenty-foot equivalent unit (TEU) 8 for domestic cargo. In other words, the freight
tariff for a container depends on the content of the container. One 40-foot container or two 20foot containers fit on a TRL wagon.
Rail freight tariffs for transit cargo are in general set higher than the tariffs for domestic cargo.
Also, the freight tariff per container is specified in the case of transit cargo, and the tariffs are
set for specific pairs of origin and destination stations because the routes on which transit cargo
is shipped are limited.
PADECO Co., Ltd., The East African Trade and Transport Facilitation Project (EATTFP) Study for the
Harmonization of Vehicle Overload Control in the East African Community, 2011, prepared for the Japan
International Cooperation Agency and the East African Community.
8
The lack of the container handling equipment at TRL stations discourages container transport by rail. There are
only four railway stations (Irara Station, Isaka Station, Kigoma Station, and Dar es Salaam Port Station) where a
crane is available for container loading and unloading; at Irara and Isaka Stations the crane is owned by TRL, while at
the other two stations it is owned by the Tanaznia Ports Authority (TPA). Sometimes containerised cargo is opened at
Dar es Salaam Port to be transported by rail to a railway station without a crane, which is very ineffective.
8-28

Chapter 8
As an example of different rail freight tariffs for domestic and transit cargo by distance, the
tariffs for general goods9 are presented in Table 8.17.
Table 8.17: TRL Freight Tariff for General Goods by Distance per Large Wagon1
(Maximum of 40 tonnes)
Distance
(km)
1
101
121
141
161
181
201
221
241
261
281
301
321
341
361
381
401
421
441
461
481
501
521
541
561
581
601
621
641
661
681
701
721
741
761
781
801
821
841
861
881
901
921
941
961
981
100
120
140
Domestic
Tariff
(TZS)
1,503,320
1,555,240
1,608,340
Domestic
Tariff
(US$)2
1,127
1,166
1,206
160
180
200
220
240
260
280
300
320
340
360
380
400
420
440
460
480
500
520
540
560
580
600
620
640
660
680
700
720
740
760
780
800
820
840
860
880
900
920
940
960
980
1,000
1,661,440
1,713,360
1,766,460
1,819,560
1,871,480
1,924,580
1,977,680
2,029,600
2,082,700
2,135,800
2,187,720
2,240,820
2,293,920
2,345,840
2,398,940
2,452,040
2,503,960
2,557,060
2,610,160
2,662,080
2,715,180
2,768,280
2,820,200
2,873,300
2,926,400
2,978,320
3,031,420
3,084,520
3,136,440
3,189,540
3,242,640
3,294,560
3,347,660
3,400,760
3,452,680
3,505,780
3,558,880
3,610,800
3,663,900
3,717,000
3,768,920
3,822,020
3,875,120
1,246
1,285
1,325
1,365
1,404
1,443
1,483
1,522
1,562
1,602
1,641
1,681
1,720
1,759
1,799
1,839
1,878
1,918
1,958
1,997
2,036
2,076
2,115
2,155
2,195
2,234
2,274
2,313
2,352
2,392
2,432
2,471
2,511
2,551
2,590
2,629
2,669
2,708
2,748
2,788
2,827
2,867
2,906
1,215
Transit Traffic Tariff

(US$)
(Moshi
=> Taveta
: 50 km)
1,405
1,415
(Tabora
(Arusha
=>
=>
Isaka
Taveta
: 132 km)
: 136 km)
1,445
(Mwanza
=>
Isaka
: 245 km)
2,015
(Tabora
=>
Kigoma
: 403 km)
2,295
2,385
(Isaka
(DSM Port
=>
=>
Kigoma
Moshi
: 535 km)
: 558 km)
2,475
(DSM Port
=>
Taveta
: 608 km)
2,545
(DSM Port
=>
Arusha
: 644 km)
2,860
2,930
2,980
3,020
(Kigoma
(KDU
(KDU
(DSM Port
=>
=>
=>
=>
Mwanza
Isaka
Taveta
Tabora
: 783 km)
: 801 km)
: 837 km)
: 850 km)
3,285
2,025
(DSM Port
(Isaka
=>
=>
Isaka
DSM Port
: 982 km)
: 982 km)
Any commodity the freight tariff of which is not specified in the Addendum to Special Traffic Notice No. 01 is
included in the category general goods.
8-29

1,020
1,040
1,060
Domestic
Tariff
(TZS)
3,928,220
3,980,140
4,033,240
Domestic
Tariff
(US$)2
2,946
2,985
3,025
1,080
1,100
1,120
1,140
1,160
1,180
1,200
1,220
1,240
4,086,340
4,138,260
4,191,360
4,244,460
4,296,380
4,349,480
4,402,580
4,454,500
4,507,600
3,065
3,104
3,144
3,183
3,222
3,262
3,302
3,341
3,381
1,241
1,260
4,560,700
3,421
1,261
1,281
1,301
1,321
1,341
1,361
1,381
1,401
1,280
1,300
1,320
1,340
1,360
1,380
1,400
1,420
4,612,620
4,665,720
4,718,820
4,770,740
4,823,840
4,876,940
4,928,860
4,981,960
3,459
3,499
3,539
3,578
3,618
3,658
3,697
3,736
Distance
(km)
1,001
1,021
1,041
1,061
1,081
1,101
1,121
1,141
1,161
1,181
1,201
1,221
Chapter 8
Transit Traffic Tariff

(US$)
3,445
3,445
3,505
(KDU
(DSM Port
(KDU
=>
=>
=>
Mwanza
Shinyanga
Kigoma
: 1,045 km)
: 1,048 km)
: 1,072 km)
3,645
3,680
(Pongwe
(Tanga
=>
=>
Isaka
Isaka
: 1,137 km)
: 1,151 km)
3,830
2,860
3,915
2,535
(DSM Port
(Mwanza
(DSM Port
(Kigoma
=>
=>
=>
=>
Mwanza
DSM Port
Kigoma
DSM Port
: 1,229 km)
: 1,229 km)
: 1,254 km)
: 1,254 km)
4,230
(Pongwe
=>
Mwanza
: 1,294 km)
4,200
3,700
4,155
4,315
(Taveta
(Mwanza
(Pongwe
(Kigoma
=>
=>
=>
=>
Isaka
Tanga
Kigoma
Tanga
: 1,384 km)
: 1,407 km)
: 1,418 km)
: 1,434 km)
1,421 1,440
5,035,060
3,776
1,441 1,460
5,086,980
3,815
1,461 1,480
5,140,080
3,855
1,481 1,500
5,193,180
3,895
1,501 1,520
5,245,100
3,934
1,521 1,540
5,298,200
3,974
1,541 1,560
5,351,300
4,013
1,561 1,580
5,403,220
4,052
1,581 1,600
5,456,320
4,092
1,601 1,620
5,509,420
4,132
1,621 1,640
5,561,340
4,171
1,641 1,660
5,614,440
4,211
4,195 (Kigoma
=> Taveta
: 1,654 km)
1,661 1,680
5,667,540
4,251
1,681 1,700
5,719,460
4,290
1,701 1,720
5,772,560
4,329
1,721 1,740
5,825,660
4,369
1,741 1,760
5,877,580
4,408
1,761 1,780
5,930,680
4,448
1,781 1,800
5,983,780
4,488
Abbreviations: DSM = Dar es Salaam, TRL = Tanzania Railway Limited, and TZS = Tanzanian Shilling
Notes: 1 Although the tariff per small wagon and that per large wagon by different category of commodity are shown
in TRL pricing documents, only the price per large wagon or that per 100 kg is adopted. (The small wagons are
currently not used.) 2 For comparison, the price in TZS was converted to US$ with the 1 July 2009 exchange rate of
TZS 1 = US$0.00075 (from www.oanda.com).
Sources: Compiled from Addendum to Special Traffic Notice No. 01, Revision of Tariff, February 2008 (TRL) [for
transit traffic] and Addendum to Special Traffic Notice No. 01, Revision of Tariff, July 2009 (TRL) [for domestic
traffic]
The rail freight tariff for specific commodity categories is generally lower than those for general
goods. For example, the tariffs for cotton and coffee are set about half as that for general goods,
while that motor vehicles is about the same as that for general goods. Only the tariff for bulk oil
(which depends on the type of oil) exceeds that for general goods. There is a tendency for the
tariffs for heavy commodities to be higher than for lighter ones. Also, the tariffs for traffic from
8-30

Chapter 8
inland origins toward the sea (down direction) tend to be lower than for traffic in opposite
(up) direction because transport demand from inland origins is lower (reflecting the volume of
trade in the two directions). Table 8.18 presents different rail freight tariffs by cargo category,
for domestic transport of 900 km10 and for transit transport of 982 km (i.e., between Dar es
Salaam Port and Isaka).
Table 8.18: TRL Freight Tariffs by Commodity Category per Large Wagon1
Domestic Tariff
(TZS)
(881900 km)
3,610,800
3,322,880
1,978,860
1,551,700
1,806,580
2,600,720
3,033,780
3,037,320
4,086,340
3,160,040
3,313,440
Domestic Tariff
(US$)2
(881900 km)
2,708
2,492
1,484
1,164
1,355
1,951
2,275
2,278
3,065
2,370
2,485
Transit Traffic Tariff (US$)

(DSM Port to
(Isaka to DSM
Isaka, 982km)
Port, 982 km)
3,285
2,025
3,470
2,140
Commodity Category
General Goods
Cement
Coffee
Cotton
Cotton Seeds and Paddy
Motor Vehicles
Fertiliser
Timber and Logs
Salt
Grain up direction
Maize up direction
Maize, Rice, and Grains down
direction
1,897,440
1,423
Empty Bottles in Crates/Pallet

1,538,720
1,154
Bulk Oil (Petrol and Others)

4,754,220
3,566
5,100
Bulk Oil (LPG)

6,636,320
4,977
Bulk Oil (IDO and Fuel Oil)

3,195,440
2,397
4,660
Bulk Oil (Petrol and Others in

Tanktainers)3
4,469,840
3,352
Bulk Oil (LPG in Tanktainers)

5,262,800
3,947
Bulk Oil (IDO and Fuel Oil in

Tanktainers)
3,003,100
2,252
Full Container4 (1 40 ft or
2 20ft)
3,380
2,560
Empty Container (1 40 ft or
2 20 ft)
736,320
552
1,460
1,990
Abbreviations: DSM = Dar es Salaam, IDO = industrial diesel oil, TRL = Tanzania Railway Limited, and TZS =
Tanzanian Shilling
Notes: 1 Although the tariff per small wagon and that per large wagon by different category of commodity are shown
in TRL pricing documents, only the price per large wagon or that per 100 kg is adopted. (The small wagons are
currently not used.) 2 For comparison, the price in TZS was converted to US$ with the 1 July 2009 exchange rate of
TZS 1 = US$0.00075 (from www.oanda.com). 3 A tanktainer is a tank built on a standard (generally 20-foot)
container frame for the transport of liquids. 4 The container tariff for transit transport is set only for full containers
and empty containers. The tariff for domestic transport of full containers depends on the weight and commodity
category of the cargo in the containers.
Sources: Compiled from Addendum to Special Traffic Notice No. 01, Revision of Tariff, February 2008 (TRL) [for
transit traffic] and Addendum to Special Traffic Notice No. 01, Revision of Tariff, July 2009 (TRL) [for domestic
traffic]
TAZARA: The rail freight tariffs of TAZARA are set for 11 commodity categories by distance.
The categorization of more than 1,000 types of commodities is specified in detail in the
Tanzania Zambia Railway Authority Official Tariff Book 2nd Edition, Effective Since 1 st July,
1988. Although this tariff book has not been revised since 1988, the tariffs themselves are
officially revised every year by TAZARA. These days TAZARA sets its tariffs in US$ rather
than TZS. Table 8.19 summarizes TAZARAs rail freight tariffs for 11 commodity categories
and presents information on the major commodities in each category.
10
Although the rail freight tariff for distances up to 1,800 km are set for most types of commodities, they are defined
up to about 900 km for some commodity categories.
8-31
Distance
(km)
8-32
200
300
400
500
600
700
800
900
1,000
1,100
1,200
1,300
1,400
1,500
1,600
1,700
1,800
Category 1
Mixed
Goods,
Chemicals,
Rice
14.74
22.11
29.48
36.85
44.22
51.59
58.96
66.33
73.70
81.07
88.44
95.81
103.18
110.55
117.92
125.29
132.66
Category 2
Empty
Bottles,
Machinery
14.62
21.93
29.24
36.55
43.86
51.17
58.48
65.79
73.10
80.41
87.72
95.03
102.34
109.65
116.96
124.27
131.58
Category 3
Furniture
14.52
21.78
29.04
36.30
43.56
50.82
58.08
65.34
72.60
79.86
87.12
94.38
101.64
108.90
116.16
123.42
130.68
Category 4
Containers Loaded, Fuel,
Batteries, Used
Clothes, Caustic
Soda,
Concentrates,
Manganese (ore)
14.40
21.60
28.80
36.00
43.20
50.40
57.60
64.80
72.00
79.20
86.40
93.60
100.80
108.00
115.20
122.40
129.60
Category 5
Leather
14.30
21.45
28.60
35.75
42.90
50.05
57.20
64.35
71.50
78.65
85.80
92.95
100.10
107.25
114.40
121.55
128.70
Category 6
Asphalt
(in tank
cars)
14.20
21.30
28.40
35.50
42.60
49.70
56.80
63.90
71.00
78.10
85.20
92.30
99.40
106.50
113.60
120.70
127.80
Category 7
Beer
14.08
21.12
28.16
35.20
42.24
49.28
56.32
63.36
70.40
77.44
84.48
91.52
98.56
105.60
112.64
119.68
126.72
Category 8
Coffee,
Cocoa, Tea,
Soap,
Manganese
(dioxide),
Copper
(steel cored)
13.98
20.97
27.96
34.95
41.94
48.93
55.92
62.91
69.90
76.89
83.88
90.87
97.86
104.85
111.84
118.83
125.82
Category 9
Copper
(scrap)
13.88
20.82
27.76
34.70
41.64
48.58
55.52
62.46
69.40
76.34
83.28
90.22
97.16
104.10
111.04
117.98
124.92
Category 10
Timber,
Cotton,
Sugar, Paper
13.76
20.64
27.52
34.40
41.28
48.16
55.04
61.92
68.80
75.68
82.56
89.44
96.32
103.20
110.08
116.96
123.84
Category 11
Containers
Empty, Cement,
Maize, Fertilizer,
Pulp, Molasses,
Aggregate Stones,
Cotton Seed,
Bitumen, Logs
13.68
20.52
27.36
34.20
41.04
47.88
54.72
61.56
68.40
75.24
82.08
88.92
95.76
102.60
109.44
116.28
123.12

Table 8.19: TAZARA Freight Tariffs by Commodity Category (US$/tonne)
Abbreviation: TAZARA = Tanzania Zambia Railway Authority

Sources: Tanzania Zambia Railway Authority Official Tariff Book 2 nd Edition, Effective since 1st July, 1988 and Tanzania Zambia Railway Authority Rates Effective 1 st July 2011
Chapter 8

Chapter 8
Kenya-Uganda Railway: The transit transport routes of the Kenya-Uganda Railway include:
(i) the route between Mombasa Port and Kampala Station; and (ii) the routes between Mwanza
Port in Tanzania and Kampala Station, connected with the TRL route between Dar es Salaam
Port and Mwanza Station. In addition, fuel (a major transit cargo item carried by the railway) is
transported to Kampala from the oil terminal in Mzoma in Tanzania. Tables 8.20 and 8.21
summarize freight tariffs by commodity along these routes.
Table 8.20: KenyaUganda Railway Tariffs for Transit Traffic,
Containerised Cargo
Origin
Station
Mombasa
(Kilindini)1
Kampala
Destination
Station
Kampala
Distance
(km)
2 20 ft
(each)
(US$)
1 20 ft
(heavy)
(US$)
40 ft
(US$)
20 ft
(empty)
(US$)
40 ft
(empty)
(US$)
1,330
1,613
2,992
2,992
Mombasa
(Kilindini)
1,330
851
1,008
1,008
227
454
Mwanza
Kampala
(10)2
851
1,311
1,700
126
252
Notes: 1 Kilindini Station is in Mombasa Port Terminal. 2 The tariff includes: (i) lake transport from Mwanza Port to
Port Bell; and (ii) the railway tariff price between Port Bell Station and Kampala Station.
Source: Rift Valley Railways Freight Rates 2008, Effective 1st August 2008
Table 8.21: KenyaUganda Railway Tariffs for Transit Traffic,

Bulk Cargo between Kampala and Mombasa
General
Salt and
Origin
Destination
Distance
Cargo
Cement
Station
Station
(km)
(US$)
(US$)
Mombasa
Kampala
1,330
91
85
Kampala
Mombasa
1,330
51
Mwanza
Kampala
(10)
44
Mzoma
Kampala
(10)
Kampala
Mwanza
(10)
25
Source: Rift Valley Railways Freight Rates 2008, Effective 1st August 2008
(3)
Fuel
Oil
(US$)
123
52
-
White
Oil
(US$)
124
-
Vegetable
Oil
(US$)
99
-
Seaport Tariffs
The tariffs of the seaports on the major transport corridors in East Africa, including Dar es
Salaam Port, Tanga Port, Mtwara Port, and Mombasa Port, were assessed. In Tanzania, the port
tariff is commonly set for all ports under the Tanzania Ports Authority (TPA) but separately
from those for lake ports. The detail of the various categories of seaport tariffs for Tanzania are
set out the Tariff Book of Harbour Dues and Charges, Marine, Shipping and Stevedoring
Charges, Wharfage, Shore Handling and Miscellaneous Services on Deep Sea Going Vessels
and Coasters, Effective Date 1st July, 1997 (TPA); the seaport tariffs for Kenya including those
for Mombasa Port are set out Kenya Port Authority Tariff Book, Effective Date 1st February,
2008. Tables 8.22 and 8.23 summarize the major tariffs directly charged for cargo (excluding
for the fees charged vessels) in Tanzania and Kenya, respectively.
8-33

Chapter 8
Table 8.22: Major Seaport Tariffs in Tanzania (Directly Charged for Cargo)
Category
(1) Shorehandling Charges1
Domestic Traffic: General Cargo
Import (per tonne)
Export (per tonne)
Transshipment and overloaded cargo (per tonne)
Transit Traffic: General Cargo
Import (per tonne)
Export (per tonne)
Domestic Traffic: Containerised
FCL Containers
Empty Containers
Transit Traffic: Containerised
FCL Containers
Empty Containers
(2) Wharfage Charges2
Import (General Cargo, Liquid Bulk, and
Containerised)
Domestic
Transit
Export (General Cargo, Liquid Bulk, and
Containerised)
Domestic and Transit
Transshipment and overlanded cargo - charged once
(General Cargo, Liquid Bulk, and Containerised)
(3) Wayleave Dues
Import and Export: General Cargo (per tonne)
Import: Container (per TEU)
Export: Container (per TEU)
(4) Storage Charges
Domestic (Import): General Cargo
First 7 days
Next 30 days (per tonne per day)
Thereafter (per tonne per day)
Domestic (Export): General Cargo
First 7 days
Transshipment and Overloaded Cargo: General Cargo
First 10 days
Transit (Import): General Cargo
First 7 days
Next 30 days (per tonne per day)
Transit (Export): General Cargo
First 21 days
Domestic (Import): FCL Container
First 7 days
Next 30 days (per container per day)
Thereafter (per container per day)
Domestic (Export): FCL Container
First 7 days
Transit (Import): FCL Container
First 15 days
Rate (US$)
US$7.00
US$3.50
US$4.00
US$6.00
US$4.00
(up to 20ft)
US$90.00
US$10.00
(up to 20ft)
US$80.00
US$10.00
(over 20ft)
US$135.00
US$20.00
(over 20ft)
US$120.00
US$20.00
Additional 1.6% of cargo value


US$3.00
US$90.00
US$75.00
Free
US$1.00
US$1.50
Free
US$0.50
Free
US$0.50
Free
US$1.00
US$1.50
Free
US$0.50
(up to 20ft)
Free
US$20
US$27
(up to 20ft)
Free
US$16
(up to 20ft)
Free
8-34
(over 20ft)
Free
US$40
US$54
(over 20ft)
Free
US$32
(over20ft)
Free

Chapter 8
Category
Rate (US$)
US$20
US$40
US$27
US$54
Transit (Export): FCL Container
(up to 20ft)
(over 20ft)
First 21 days
Free
Free
US$16
US$32
Empty Container
(up to 20ft)
(over 20ft)
First 5 days
Free
Free
US$4.00
US$8.00
US$8.00
US$8.00
Abbreviations: FCL = full container load; ft = foot; SUMATRA = Surface and Marine Transport and Regulatory
Authority, TEU = twenty-foot equivalent unit, and TPA = Tanzania Ports Authority
Notes: 1 Shore-handling charges are applicable only for general cargo and containerised cargo but not for liquid bulk
because liquid bulk is transported by pipeline. Only wharfage charges are applicable for liquid bulk. 2 Wharfage
charges are assessed all cargo passing over the quays, wharves, jetties, and buoys belonging to the TPA.
Sources: Compiled from: (i) Tariff Book of Harbour Dues and Charges, Marine, Shipping and Stevedoring Charges,
Wharfage, Shore Handling and Miscellaneous Services on Deep Sea Going Vessels and Coasters, Effective Date 1 st
July, 1997 (TPA); and (ii) Public Notice, SUMATRA Order No. SMTRA/05/2011 for Upward Tariff Review of
Stevedoring and Shorehandling Charges for Dry General, Dry Breakbulk, Dry Bulk and Bagged Cargoes.
Table 8.23: Major Seaport Tariffs in Kenya (Directly Charged for Cargo)
Category
Rate (US$)
(1) Shorehandling Charges

Domestic Traffic: General Cargo
Import (per tonne)
Export (per tonne)
Transit Traffic: General Cargo
Import (per tonne)
Export (per tonne)
Domestic Traffic: Containerised
Import: FCL Containers
Export: FCL Containers
Import: Empty Containers
Export: Empty Containers
Transit Traffic: Containerised
Import: FCL Containers
Export: FCL Containers
Import: Empty Containers
Export: Empty Containers
US$7.50
US$6.00
(2) Handling Charges at ICDs1)

General Cargo
Import (per tonne)
Export (per tonne)
Container
Import & Export: FCL Containers
Import & Export: Empty Containers
(3) Wharfage Charges2
General Cargo and Liquid Bulk3 (per tonne)
(Domestic & Transit/Import & Export)
Motor Vehicles (per tonne)
FCL Container
Empty Container
US$6.00
US$4.80
(20 ft)
US$90.00
US$45.00
US$20.00
US$20.00
(20ft)
US$72.00
US$35.00
US$20.00
US$20.00
(40 ft)
US$135.00
US$68.00
US$30.00
US$30.00
(40ft)
US$110.00
US$55.00
US$30.00
US$30.00
US$6.00
US$4.00
(20 ft)
US$35.00
US$20.00
(40 ft)
US$52.50
US$30.00
US$ 5.00
US$5.00
(20 ft)
US$60.00
(20 ft)
US$20.00
8-35
(40 ft)
US$90.00
(40 ft)
US$30.00

Category
Chapter 8
Rate (US$)
(4) Storage Charges

Domestic (Import): Conventional Cargo (per tonne)
First 10 days
Free
Thereafter
US$1.50
Domestic (Export): Conventional Cargo (per tonne)
First days
Free
Thereafter
US$1.20
Transshipment: Conventional Cargo (per tonne)
First days
Free
Thereafter
US$1.00
Transit (Import): Conventional Cargo (per tonne)
First days
Free
Thereafter
US$1.20
Transit (Export): Conventional Cargo (per tonne)
First days
Free
Thereafter
US$1.00
Domestic (Import): FCL Container
(20 ft)
(40 ft)
First 7 days
Free
Free
Thereafter
US$25.00
US$37.50
Domestic (Export): FCL Container
(20 ft)
(40 ft)
First 11 days
Free
Free
Thereafter
US$20.00
US$30.00
Transit (Import): FCL Container
(20ft)
(40ft)
First 15 days
Free
Free
Thereafter
US$20.00
US$30.00
Transit (Export): FCL Container
(20 ft)
(40 ft)
First 21 days
Free
Free
Thereafter
US$16.00
US$24.00
Domestic through ICDs (Import): FCL Container
(20 ft)
(40 ft)
First 11 days
Free
Free
Thereafter
US$20.00
US$30.00
Transit through ICDs (Import): FCL Container
(20 ft)
(40 ft)
First 15 days
Free
Free
Thereafter
US$20.00
US$30.00
Domestic & Transit through ICDs (Export): FCL
(20 ft)
(40 ft)
Container
First 15 days
Free
Free
Thereafter
US$20.00
US$30.00
Empty (Import) Container
(20 ft)
(40 ft)
First 2 days
Free
Free
Thereafter
US$15.00
US$22.50
Empty (Export) Container
(20 ft)
(40 ft)
First 4 days
Free
Free
Thereafter
US$15.00
US$22.50
Abbreviations: FCL = full container load; ft = foot; and ICD = inland clearance/container depot
Notes: 1 Where import or export cargo is handled at ICDs, extra handling charges are assessed in addition to
sharehandling charges. 2 Wharfage charges are assessed all cargo passing over the quays, wharves, jetties, buoys, and
other installations within the harbour limits except for transhipment cargo. 3 The rate shown here is for domestic and
transit general cargo and liquid bulk leaving or entering the port on a truck, train or equivalent mode of transport. In
the case of bulk cargo handled via conveyors or pipeline from/to the vessel to/from existing liquid facilities within the
port or a storage facility outside the port, the rate is US$2.00 per tonne. The rate for such cargo handled through
private jetties or buoys is US$1.002.00 per tonne.
(4)
Lake Port Tariffs and Lake Transport Freight Tariffs
Lake port tariffs in Tanzania are set by the TPA and are simpler than those for seaport. Table
8.24 summarizes lake port tariffs directly charged for cargo. In addition to the lake port tariffs,
lake freight transport tariffs are charged cargo transported through lake ports. Although lake
freight transport tariffs vary by vessel operator, those of the major operator in Tanzania, Marine
8-36

Chapter 8
Services Company Limited (MSCL), are shown in Tables 8.25 and 8.26. As indicated, although
the tariffs for general goods are set differently for each of the three international lakes, the
tariffs for containers, rail wagons, and vehicles are the same for transport across these three
lakes.
Table 8.24: Major Lake Port Tariffs in Tanzania (Directly Charged for Cargo)
Category
Local Rate1 (TZS)
Foreigners Rate (US$)
Port Charges
Shore handling (per tonne)
3,600
3.00
Stevedoring (per tonne)
6,000
5.00
Survey tally charges (per tonne)
1,800
1.50
Wharfage Charges2
Goods/parcels/luggage (per tonne)
3,600
3.00
Motor cars
6,000
5.00
Small animals (per animal)
240
0.20
Large size animals (per animal)
600
0.50
Motorbike
5,400
4.00
(Minimum charge per consignment)
(5,400)
(4.00)
Wayleave Dues
Imports/exports (per tonne)
1,728
1.20
Containerised import (per TEU)
51,840
36.00
Containerised export (per TEU)
43,200
30.00
Warehousing and Storage of Goods3
For the first 3 days
Free
Free
After 3 days (per tonne per 24 hours)
1,200
1.00
Abbreviations: TEU = twenty-foot equivalent unit; TPA = Tanzania Ports Authority; TZS = Tanzanian shilling
1
Including 18% value added tax. 2 Wharfage charges are assessed all cargo including cargo accompanied by
passengers passing over quays, wharfs, jetties, and buoys belonging to the TPA. 3 Goods remaining in the Authoritys
warehouses, sheds or stacking grounds in excess of allowable free period shall be levied storage.
Table 8.25: Lake Freight Transport Charges in Tanzania General Goods

Distance
(km)
120
2140
4160
6180
81100
101120
121140
141160
161180
181200
201220
221240
241260
161280
281300
301320
321340
341360
361380
381400
401420
421440
441460
461480
Lake Tanganyika
(TZS)
(US$)
16,142
9.85
17,488
10.67
18,833
11.49
18,833
11.49
20,178
12.31
21,523
13.13
21,523
13.13
25,559
15.59
25,559
15.59
26,904
16.41
26,904
16.41
28,249
17.23
29,594
18.05
29,594
18.05
30,940
18.87
32,285
19.69
33,630
20.51
33,630
20.51
34,975
21.33
36,320
22.16
37,666
22.98
39,011
23.80
40,356
24.62
41,701
25.44
Lake Nyasa
(TZS)
(US$)
21,594
13.17
24,473
14.93
25,913
15.81
28,792
17.56
30,232
18.44
33,111
20.20
35,990
21.95
38,869
23.71
44,628
27.22
46,067
28.10
48,946
29.86
50,386
30.74
53,265
32.49
56,144
34.25
60,463
36.88
61,903
37.76
64,782
39.52
66,222
40.40
69,101
42.15
73,420
44.79
77,738
47.42
79,178
48.30
82,057
50.05
83,497
50.93
8-37
Lake Victoria
(TZS)
(US$)
16,142
9.85
16,142
9.85
16,142
9.85
17,488
10.67
18,833
11.49
21,523
13.13
21,523
13.13
24,214
14.77
24,214
14.77
25,559
15.59
25,559
15.59
25,559
15.59
28,249
17.23
28,249
17.23
30,940
18.87
30,940
18.87
33,630
20.51
33,630
20.51
33,630
20.51
34,975
21.33
34,975
21.33
37,666
22.98
40,020
24.41
40,356
24.62

Distance
Lake Tanganyika
(km)
(TZS)
(US$)
481500
41,701
25.44
501520
43,046
26.26
521540
44,392
27.08
541560
44,392
27.08
561580
47,082
28.72
581600
47,082
28.72
601620
48,427
29.54
621640
49,772
30.36
641660
49,772
30.36
661680
52,463
32.00
681700
53,808
32.82
701720
53,808
32.82
721740
55,153
33.64
741760
55,153
33.64
761780
56,498
34.46
781800
56,498
34.46
Chapter 8
Lake Nyasa
(TZS)
(US$)
87,816
53.57
89,255
54.45
92,134
56.20
95,014
57.96
99,332
60.59
100,772
61.47
105,091
64.11
106,530
64.98
109,410
66.74
110,849
67.62
115,168
70.25
116,608
71.13
120,926
73.77
122,366
74.64
126,685
77.28
128,124
78.16
Lake Victoria
(TZS)
(US$)
40,356
24.62
43,046
26.26
43,046
26.26
44,392
27.08
44,392
27.08
44,392
27.08
47,082
28.72
49,436
30.16
49,772
30.36
49,772
30.36
51,118
31.18
51,118
31.18
53,808
32.82
53,808
32.82
53,808
32.82
58,853
35.90
Table 8.26: Lake Freight Transport Charges in Tanzania

Containers, Railway Wagons, and Vehicles
(Common Rate for All Three International Lakes)
Distance
(km)
140
4160
6180
81100
101120
121140
141160
161180
181200
201220
221240
241260
161280
281300
301320
321340
341360
361380
381400
401420
421440
441460
461480
481500
501520
521540
541560
561580
581600
601620
621640
641660
661680
681700
Loaded Rail Wagon

(per unit)
(TZS)
(US$)
566,348
345.47
592,622
361.50
615,977
375.75
642,250
391.77
659,766
402.46
686,040
418.48
706,475
430.95
732,749
446.98
753,185
459.44
776,539
473.69
799,894
487.94
823,248
502.18
843,683
514.65
869,957
530.67
890,393
543.14
916,666
559.17
937,102
571.63
963,376
587.66
983,811
600.12
1,010,085
616.15
1,030,520
628.62
1,059,713
646.43
1,080,148
658.89
1,106,422
674.92
1,126,858
687.38
1,147,293
699.85
1,173,567
715.88
1,196,921
730.12
1,220,276
744.37
1,243,630
758.61
1,264,066
771.08
1,290,339
787.11
1,313,694
801.35
1,337,049
815.60
Loaded Container
(per TEU)
(TZS)
(US$)
523,802
319.52
550,942
336.07
575,368
350.97
602,508
367.53
629,648
384.09
656,788
400.64
683,928
417.20
711,068
433.75
735,494
448.65
762,634
465.21
784,346
478.45
814,200
496.66
841,340
513.22
882,050
538.05
887,478
541.36
914,618
557.92
941,758
574.47
968,898
591.03
996,038
607.58
1,031,320
629.11
1,047,604
639.04
1,072,030
653.94
1,101,884
672.15
1,126,310
687.05
1,153,450
703.60
1,175,162
716.85
1,205,016
735.06
1,232,156
751.62
1,253,868
764.86
1,281,008
781.41
1,305,434
796.31
1,338,002
816.18
1,365,142
832.74
1,386,854
845.98
8-38
Empty Container
(per TEU)
(TZS)
(US$)
206,264 125.82
219,834 134.10
227,976 139.07
238,832 145.69
249,688 152.31
257,830 157.28
265,972 162.24
282,256 172.18
290,398 177.14
295,826 180.45
309,396 188.73
317,538 193.70
328,394 200.32
339,250 206.94
347,392 211.91
355,534 216.88
371,818 226.81
379,960 231.78
388,102 236.74
398,958 243.36
409,814 249.99
423,384 258.26
428,812 261.58
436,954 266.54
453,238 276.48
461,380 281.44
469,522 286.41
480,378 293.03
488,520 298.00
499,376 304.62
507,518 309.59
521,088 317.86
526,516 321.17
540,086 329.45
Vehicle
(per unit)
(TZS)
(US$)
54,280
33.11
59,000
35.99
66,080
40.31
70,800
43.19
73,160
44.63
77,880
47.51
82,600
50.39
92,040
56.14
94,400
57.58
99,120
60.46
103,840
63.34
108,560
66.22
113,280
69.10
120,360
73.42
125,080
76.30
127,440
77.74
134,520
82.06
136,880
83.50
143,960
87.82
148,680
90.69
153,400
93.57
158,120
96.45
162,840
99.33
169,920 103.65
174,640 106.53
179,360 109.41
184,080 112.29
188,800 115.17
195,880 119.49
198,240 120.93
202,960 123.81
210,040 128.12
212,400 129.56
217,120 132.44

Loaded Rail Wagon

(per unit)
Distance
(km)
(TZS)
(US$)
701720
1,357,484
828.07
721740
1,383,758
844.09
741760
1,404,193
856.56
761780
1,430,467
872.58
781800
1,450,902
885.05
(5)
Loaded Container
(per TEU)
(TZS)
(US$)
1,413,994
862.54
1,441,134
879.09
1,462,846
892.34
1,492,700
910.55
1,517,126
925.45
Chapter 8
Empty Container
(per TEU)
(TZS)
(US$)
550,942 336.07
559,084 341.04
567,226 346.01
583,510 355.94
588,938 359.25
Vehicle
(per unit)
(TZS)
(US$)
224,200 136.76
228,920 139.64
233,640 142.52
238,360 145.40
243,080 148.28
Other Cost Factors to Be Considered
In addition to the transport charges described in subsections (1), (2), (3), and (4) above, a
clearing charge is assessed if a cargo owner requests a freight forwarder to represent him or her
for the entire cross-border transport operation. In the case of transport between an inland
country and a seaport from/to overseas, clearing charges for both the inland country and the
coastal country where the seaport is located are assessed. In the case of a land transport
operation between two countries, clearing charges for the importing country and the exporting
country are assessed. In other words, although there is no clearing charge for transport through
an inland transit country, the cost of the procedure is charged for passing through a seaport of a
coastal transit country. Clearing charges are about US$200300 in the case of a 40-foot
container. However, the charges vary widely depending on the commodity and cargo type.
Because the charge does not vary much among coastal countries in the region, this factor does
not affect route choice.
(6)
Total Transport Cost by Transport Route and by Combination of Different

Transport Modes on Each Route
The total transport cost by route and by transport mode combination (e.g., railway, lake
transport and road transport from/to railway) were studied taking into account the transport
costs of each mode.
8.4
Estimation of Demand for Burundi Ports
8.4.1
Summary of Forecasting Methodology
This section describes a method for forecasting traffic at Bujumbura port, which was an input to
the Master Plan Study for this port. This section first presents the present situation of freight
flow by reviewing statistical indicators, and then analyzes the relationship between the
economic situation and traffic volumes, to develop a traffic forecasting model. Using
socioeconomic indicators such as population and gross domestic product (GDP), this model
estimates the volume of traffic generated in and arriving at Burundi, as well as the traffic flow
from neighbouring countries (Republic of Rwanda, Democratic Republic of the Congo) to
foreign countries (some of which is handled as transit cargo at Bujumbura port).
Of the import/export cargo of the country, the traffic handled at Bujumbura port consists of
freight that uses corridors, including Bujumbura port, and it was estimated here by each possible
commodity. The possibility of using the Bujumbura port corridor was assumed based on
feasible scenarios and statistics obtained in a survey. Alternative transport routes for bilateral
freight flows analyzed in this estimation were assumed as shown in Table 8.27. Among these,
routes 1) and 2) involve transit at Bujumbura port.
8-39

Chapter 8
Table 8.27: Alternative Routes for the Transport of Freight between Country Pairs
Country
Burundi
Export to/ Import

from
Rwanda
Tanzania
Other Countries
Alternative Transport Routes

Land
Land
Water to Kigoma and
Railway 2)
Land
Land
Land
Water to Mpulungu and
Land 1)
Land to Mombasa
Land to DES
Burundi
Tanzania
Land
Land
Kenya
Uganda
DRC
Southern Africa
Other Countries
Land
Land
Land
Land to Bujumbura,
Land 1)
Land to Mombasa
Burundi
Rwanda
Tanzania
Land
Land
Land
Kenya
Uganda
Southern Africa
Land
Land
Land to Bujumbura,
Land 1)
Land to Mombasa
Kenya
Uganda
DRC
Southern Africa
Rwanda
DRC
Other Countries
Water to Kigoma and

Railway to DES 2)
Land to Bujumbura,
Water to Kigoma and
Railway 2)
Land to DES
Land to Bujumbura,
Water to Kigoma and
Railway to DES 2)
Land to Bujumbura,
Water to Kigoma and
Railway 2)
Land to DES
Land to Bujumbura,
Water to Kigoma and
Railway to DES 2)
8.4.2
(1)
Estimates of Trade Amount by Country

Trade Estimation Model
By analyzing the relationship between socio-economic data such as population and GDP, which
was obtained from the website of the International Monetary Fund (IMF), and trade amount, a
model for estimating the amount of future trade was developed as follows:
y a x1 b x2 c
Where
y : Import and Export (US$ million);

x1: GDP (US$ billion);
x2: Population (million); and
a, b, c: Parameters (see Table 8.28).
8-40

Chapter 8
Table 8.28: Model Parameters for Trade Forecasting

Country/
Parameter
Burundi
Rwanda
Item (US$)
(y)
Import
Export
Import
Export
GDP
(US$ billion )
(a)
2.15
0.63
0.67
0.23
Population
(million)
(b)
135.3
101.4
251.2
73.6
Constant
(c)
2,001.6
996.1
2,505.3
773.2
Correlation
Coefficient
r2
0.832
0.923
0.970
0.955
(2)
Forecasting Framework
In order to forecast future trade for the countries analyzed, it was necessary to make
assumptions concerning future population and GDP. These assumptions were made by adopting
the outlook below:
For GDP and population, the IMFs estimates were directly employed until 2016.
After 2016, an annual rate of increase of 4.5% was assumed for GDP and 1.5% for
population.
Table 8.29 presents projections of GDP and population for Burundi and Rwanda.
Table 8.29: Projections of GDP and Population
GDP
Year
2010
2015
2020
2025
2030
Burundi
(billion BDF)
696.2
882.7
1,104.8
1,376.8
1,715.8
Population (million)
Rwanda
(billion RWF)
1,417.2
1,956.4
2,485.2
3,097.0
3,859.4
Burundi
8.3
9.1
9.9
10.6
11.5
Rwanda
10.0
11.1
12.0
13.0
14.0
(3)
Trade Volume Forecasts
Table 8.30 presents forecasts of trade volumes in US$ million made by inputting the GDP and
population projections into the trade estimation model. Trade in Burundi was forecast to
increase about fourfold between 2010 and 2030.
Table 8.30: Forecasts of Trade Volume
Nation
Year
Import
2010
832.5
2015
1,129.0
2020
1,708.0
2025
2,395.4
2030
3,234.6
Burundi
Growth
Export
1.0
275.5
1.4
484.9
2.1
701.1
2.9
949.7
3.9
1,246.4
Growth
1.0
1.8
2.5
3.4
4.5
8-41
Import
1,112.0
1,590.5
2,177.4
2,820.2
3,581.8
Unit: US$ million

Rwanda
Growth
Export
Growth
1.0
237.8
1.0
1.4
496.6
2.1
2.0
687.4
2.9
2.5
897.5
3.8
3.2
1,147.7
4.8

8.4.3
Chapter 8
Forecasting Freight OD Volumes
In this subsection, total trade amounts estimated in the previous subsection are broken down by
partner country and by commodity type, to estimate bilateral traffic volumes for each item. In
order to break down the trade volumes by partner country and commodity type, the average
shares of partners and of commodities in the past were applied. Since the freight OD volumes
thereby obtained are bilateral trade amounts in terms of currency, they were converted to
tonnages by multiplying the ratio of currency to weight by each commodity with the freight OD
obtained above.
Tables 8.31 to 8.34 present the results of this exercise for the subject countries: Burundi and
Rwanda.
8-42
0.1
0.0
0.5
0.5
0.0
0.1
0.1
1.6
0.1
0.5
0.1
3.6
0.2
2.6
7.3
0.3
0.0
0.2
0.5
7.2
3.8
2.2
0.5
24.8
Transportation
0.0
2.0
1.8
1.6
0.0
0.3
0.3
10.0
2.9
8.2
4.0
31.2
Machinery/
Electrical
0.8
6.6
8.5
22.3
0.1
12.0
0.9
12.4
6.6
23.6
3.7
97.4
Metals
0.0
0.3
0.0
0.1
0.0
0.0
0.0
0.2
0.1
0.2
0.3
1.2
Stone/Glass
0.2
1.1
3.3
0.9
0.0
0.3
0.5
5.8
1.9
5.0
0.7
19.8
Footwear /
Headgear
1.3
7.1
16.1
7.4
1.9
2.8
11.8
61.1
5.9
113.9
3.8
233.1
Textiles
8.6
148.3
156.4
120.1
11.0
203.1
8.6
9.9
299.5
11.0
1.4
977.9
Wood &
Wood
Products
Mineral Fuel
and Oil
0.6
1.3
5.2
6.1
0.0
22.0
3.0
3.4
3.2
18.1
0.8
63.7
Raw Hides,
Skins,
Leather, &
Furs
Mineral
Products
3.0
25.3
3.7
45.9
0.2
1.0
20.8
27.3
0.5
73.0
9.2
209.9
Plastics/
Rubbers
Foodstuffs
0.1
0.3
1.0
1.4
0.0
0.1
0.0
1.0
0.9
2.3
0.2
7.3
Chemicals &
Allied
Industries
Vegetable
Products
Partner/
Commodity
Rwanda
Tanzania
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Other
Total
Animal &
Animal
Products
Unit: 1,000 tonnes
0.4
3.7
53.4
23.2
0.0
9.8
6.8
23.5
20.1
46.2
1.9
189.0
0.7
1.4
5.9
1.6
0.0
5.2
3.3
54.7
22.5
122.9
7.1
225.3
0.0
0.2
0.3
0.2
0.0
0.9
0.3
19.2
1.8
6.4
0.8
30.0
0.0
0.2
1.0
0.1
0.0
0.7
0.1
2.1
0.5
5.2
0.3
10.3
Total
16.2
200.4
264.3
231.7
13.2
258.5
57.1
239.0
370.4
438.8
34.8
2,124.4
Table 8.32: Forecast Export Freight OD by Commodity (Burundi, 2030)
Transportation
0.4
0.1
0.0
0.0
0.3
0.0
0.3
0.1
0.0
2.9
0.0
4.1
Machinery/
Electrical
0.1
0.1
0.0
0.0
0.6
0.0
0.0
0.1
0.0
0.1
0.0
1.1
Metals
0.0
0.0
3.2
0.1
0.0
0.0
0.0
1.0
0.8
1.3
0.0
6.4
Stone/Glass
0.2
0.1
0.0
0.1
0.5
0.0
0.0
0.4
0.0
0.0
0.0
1.3
Footwear/
Headgear
1.4
0.1
0.0
0.0
0.6
0.2
0.1
0.1
0.0
0.1
0.0
2.5
Textiles
Chemicals &
Allied
Industries
0.4
0.0
0.0
0.0
1.2
0.0
0.0
0.7
0.0
0.5
0.0
2.9
Wood &
Wood
Products
Mineral Fuel
and Oil
3.4
0.0
0.0
1.8
1.7
0.2
0.1
0.0
0.0
0.0
0.0
7.2
Raw Hides,
Skins,
Leather, &
Furs
Mineral
Products
0.5
0.4
7.2
1.1
0.4
1.8
0.2
5.2
1.6
63.8
0.8
83.0
Plastics/
Rubbers
Foodstuffs
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.1
0.0
0.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.4
0.0
0.0
0.0
0.6
0.0
24.6
8.5
0.0
35.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
4.7
5.0
3.4
1.6
5.6
1.4
6.8
6.4
0.7
7.3
0.3
43.2
0.0
0.1
0.2
0.0
0.2
0.1
0.1
0.7
0.0
0.0
0.0
1.5
0.0
0.0
0.1
0.0
0.0
0.0
0.0
0.1
0.0
0.0
0.0
0.3
Total
11.3
6.0
15.6
4.6
11.0
3.8
8.3
14.8
27.7
84.7
1.3
189.0
Chapter 8
Partner /
Commodity
Rwanda
Tanzania
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Other
Total
Vegetable
Products
Unit: 1,000 tonnes

Animal &
Animal
Products
8-43

Table 8.31: Forecast Import Freight OD by Commodity (Burundi, 2030)
0.0
2.4
17.1
6.8
0.0
2.4
3.6
22.3
11.8
14.3
3.5
84.3
0.0
0.0
0.1
0.3
0.0
0.0
0.0
0.7
0.7
0.1
0.1
2.1
0.0
1.0
13.4
8.1
1.7
4.1
4.1
14.2
6.7
15.9
1.8
70.9
0.7
3.1
8.0
7.2
0.9
1.5
2.3
34.8
23.6
36.5
9.7
128.3
0.0
0.1
10.3
1.2
0.0
0.1
0.0
3.6
2.1
0.6
0.4
18.4
0.0
1.8
15.0
2.0
0.0
0.9
2.7
20.4
12.5
8.5
4.8
68.8
0.1
6.7
35.8
79.8
0.0
16.9
6.8
64.3
18.5
35.2
11.5
275.8
Transportation
Raw Hides,
Skins,
Leather, &
Furs
0.8
20.3
36.0
29.4
0.4
5.7
6.9
48.6
7.0
103.5
11.1
269.7
Machinery/E
lectrical
Plastics/
Rubbers
0.0
7.0
140.0
6.3
0.0
16.1
5.2
62.6
346.4
51.4
2.0
637.1
Metals
Chemicals &
Allied
Industries
0.0
2.1
184.4
567.1
0.1
6.4
0.4
3.0
4.8
5.9
2.3
776.6
Stone/Glass
Mineral Fuel
and Oil
6.8
2.4
48.3
23.1
2.6
48.3
28.3
2.0
11.8
22.9
6.8
203.2
Footwear/
Headgear
Mineral
Products
1.5
82.4
71.7
254.9
20.5
1.4
5.9
60.3
3.8
106.5
59.4
668.3
Textiles
Foodstuffs
0.3
7.0
2.2
16.1
0.4
0.5
0.2
0.2
1.0
2.7
0.7
31.4
Wood &
Wood
Products
Vegetable
Products
Partner/
Commodity
Burundi
Tanzania
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Other
Total
Animal &
Animal
Products
Unit: 1,000 tonnes
0.0
0.3
2.5
0.8
0.0
3.7
1.1
15.8
8.5
27.5
3.5
63.7
0.2
0.2
2.0
0.5
0.1
1.0
0.9
29.2
7.0
12.6
1.2
54.7
Total
10.5
136.8
587.0
1,003.4
26.9
109.0
68.4
382.1
466.3
444.1
118.8
3,353.2
8-44

Table 8.33: Forecast Import Freight OD by Commodity (Rwanda, 2030)
Table 8.34: Forecast Export Freight OD by Commodity (Rwanda, 2030)
Vegetable
Products
Foodstuffs
Mineral
Products
Mineral Fuel
and Oil
Chemicals &
Allied
Industries
Plastics
Rubbers
Raw Hides,
Skins,
Leather, &
Furs
Wood &
Wood
Products
Textiles
Footwear/
Headgear
Stone/Glass
Metals
Machinery/
Electrical
Transportation
0.3
0.0
0.0
0.2
24.8
0.0
0.0
0.2
0.2
0.0
0.2
25.9
2.5
0.7
77.9
3.9
1.4
10.6
0.3
0.8
0.1
64.6
6.2
169.0
6.7
0.6
23.5
2.0
116.9
0.0
0.0
0.0
0.5
3.3
0.2
153.8
0.5
0.4
0.3
0.3
1.0
13.4
0.0
41.5
0.5
55.9
1.9
115.7
1.8
0.3
0.6
0.0
3.6
0.0
0.6
0.5
0.1
0.2
0.0
7.8
0.8
0.0
0.0
0.4
1.7
0.0
0.1
0.2
0.0
0.1
0.4
3.8
0.7
0.0
0.2
0.1
1.1
0.0
0.0
0.0
0.0
0.0
0.0
2.2
0.0
0.0
4.0
0.4
0.0
0.0
0.0
3.9
0.1
5.9
0.3
14.6
0.4
0.0
0.4
0.7
0.1
0.1
0.1
0.1
0.1
0.5
1.7
4.1
0.1
0.1
0.1
0.1
0.1
0.1
0.4
0.0
0.0
0.3
0.1
1.2
0.6
0.0
0.0
0.0
1.1
0.0
0.0
0.0
0.0
0.0
0.0
1.8
2.6
4.7
1.8
0.6
1.5
1.1
0.2
4.3
4.8
17.1
3.0
41.8
6.1
1.0
0.9
11.9
11.4
0.6
5.3
0.3
0.1
1.7
0.5
39.8
0.4
0.4
0.2
0.4
0.2
0.5
0.8
0.0
0.5
0.6
0.3
4.3
0.4
0.2
0.1
0.1
0.5
0.1
2.3
0.0
0.0
0.1
0.1
3.8
Total
23.7
8.4
110.1
21.1
165.4
26.6
10.2
51.9
7.0
150.3
14.8
589.6
Chapter 8
Partner
Burundi
Tanzania
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Other
Total
Animal &
Animal
Products
Unit: 1,000 tonnes

8.4.4
Chapter 8
Forecasting Freight Loads at Bujumbura Port
Based on the forecast freight OD matrices presented in the previous section, cargo with the
possibility of being transported through Bujumbura port is summarized in Table 8.35.
Table 8.35: Potential Freight through the Port of Bujumbura (2030)
Unit: 1,000s of tonnes
Country
Burundi
Rwanda
Import/
Export
Import
Export
Import
Export
Total
Tanzania
200.4
6.0
136.8
8.4
351.7
Southern
Africa
258.5
3.8
109.0
26.6
397.9
Partner Country/Area
Other
African
Middle
Region
Asia
East
57.1
239.0
370.4
8.3
14.8
27.7
68.4
382.1
466.3
10.2
51.9
7.0
143.9
687.8
871.4
Europe
438.8
84.7
444.1
150.3
1,117.9
Others
34.8
1.3
118.8
14.8
169.6
Applying the concept of alternative transport routes between country pairs mentioned in
subsection 8.4.1, it would appear that in Southern Africa (including Zambia), the annual
potential cargo volume transported using waterways through Lake Tanganyika (which connects
Bujumbura and Mpulungu ports), whether in Burundi or in Rwanda, is 397,900 tonnes.
Other possibilities include trade between/among Burundi, Rwanda, and Tanzania, and cargo
transported from Burundi and Rwanda to foreign countries. While there are options for this
cargo to be transported either by corridor/land or by water, a questionnaire survey of carriers in
Burundi showed that, compared to the land route, about 9% responded that they might go to
Tanzania from Kigoma Port by water. This volume would total 3,342,000 tonnes, with the
subject traffic totalling 290,800 tonnes, resulting in 688,700 tonnes combined with that of
Southern Africa.
Traffic through Tanzania by inland waterway will be discharged mainly at Kigoma Port.
Considering the past average throughput at Kigoma Port, and assuming a maximum throughput
of 130,000 tonnes, the traffic will total 527,900 tonnes together with that at Mpulungu Port.
Table 8.36 presents the results of this analysis, while Table 8.37 presents cargo composition by
commodity.
Table 8.36: Potential Cargo Load through the Port of Bujumbura (2030)
Unit: 1,000 tonnes
Case
Base
Base + Kigoma
Potential
Southern Africa
397.9
397.9
397.9
Others
130.0
290.8
8-45
Total
397.9
527.9
688.7

Chapter 8
Table 8.37: Potential Cargo Volume at the Port Bujumbura by Commodity Type
(2030)
Unit: 1,000 tonnes
Commodity
Animal and Animal Products
Vegetable Products
Foodstuffs
Mineral Products
Mineral Fuel and Oil
Chemicals and Allied Industries
Plastics/Rubber
Raw Hides, Skins, Leather, and Furs
Wood and Wood Products
Textiles
Footwear/Headgear
Stone/Glass
Metals
Machinery/Electrical Products
Transportation
Total
Base
0.6
14.8
70.5
222.9
19.1
6.0
2.5
12.0
4.5
1.7
0.3
11.9
24.2
5.2
1.7
397.9
8-46
Base + Kigoma
0.8
31.0
71.3
316.3
23.6
6.8
2.7
16.2
5.8
1.7
1.9
14.2
28.2
5.4
1.9
527.9
Potential
2.1
68.7
80.0
275.0
78.3
24.6
7.9
17.8
11.2
11.5
5.3
28.1
58.1
13.0
7.2
688.7

Chapter 9
9.1
Chapter 9 Preliminary Ideas on Possible

Short- and Long-Term Projects
Preliminary Ideas on Possible Short- and LongTerm Projects
Need for Discussion
This chapter presents preliminary ideas on possible short- and long-term projects to be included
in the forthcoming Master Plan. These projects have been conceived and presented at this
juncture of the study so that discussions on each of them can be initiated. Admittedly, these
project ideas were prepared without detailed analysis and are therefore subject to change or even
complete omission later as more information become available and detailed assessments are
undertaken. However, the JICA Study Team considers it necessary that stakeholders be
informed of such possible projects early on so that subsequent discussions will result in more
implementable project plans, and so that projects deemed unnecessary may be discarded.
As of this writing, not all sectors have been analyzed sufficiently with adequate information
even to formulate such preliminary project ideas.
Readers are urged to inform the JICA Study Team of their comments on these preliminary
project ideas so that the Team can proceed to convert the project ideas into implementable
project plans.
9.2
Port Sector
9.2.1
Dar es Salaam Port
Dar es Salaam Port plays an important role as a gateway that handles cargo not only for
Tanzania but also for transit cargo for neighbouring landlocked countries. The proportion of
total cargo accounted for by transit cargo has been about 35%.
Berths 13 and 14 of Dar es Salaam Port are to be constructed in a Chinese loan project that is
still under negotiation by the Tanzanian and Chinese governments. The primary objective of
this three-year project is to increase the capacity of Dar es Salaam Port to handle an additional
500,000650,000 TEUs per annum. Also, the new berths will be able to cater for full-length
Panamax vessels with capacities of 4,800 TEUs per trip. Finally, more than 1.0 million TEUs
could be handled at Dar es Salaam Port.
The volume of containerised traffic handled at Dar es Salaam Port increased from 125,000
TEUs in 2000 to 410,000 in 2010, an increase by a factor of 3.3 times over the last decade,
equivalent to annual average rate of increase of 12.5%. If the volume of container cargo
continues to increase at a comparable rate, Dar es Salaam Port will reach its capacity over the
next decade, even taking into account the construction of Berths 13 and 14.
In addition to the construction of the new berths (13 and 14), a new inland container/clearance
depot (ICD) is to be constructed at Kisarawe in order to supplement the storage capacity for
containers outside the port since securing the container yard behind the quay walls would be
difficult. The new ICD is expected to be linked with the existing lines of Tanzania Railway
Limited (TRL) and the Tanzania Zambia Railway (TAZARA). A full-scale feasibility study of
the new ICD is to start soon.
9.2.2
Development of a New Port at MbeganiBagamoyo
Considering the facts and expectations in connection with Dar es Salaam Port, it is apparent that
an in-depth feasibility study of the construction of a new port at MbeganiBagamoyo should be
undertaken since the existing Dar es Salaam Port will reach its capacity even with the planned
9-1


construction of new berths (13 and 14). A public private partnership (PPP) scheme should be
applied in implementing the new port construction project and some demarcations between the
public and private sectors should be identified/determined in compliance with PPP-related
acts/regulations. Financial arrangements should also be clarified. In addition, considering the
railway transport from the new port for transit cargo to landlocked countries, a study of new
port-related railway infrastructure including ICDs should be conducted.
Over the long term, Tanzania needs a major new port comparable or even larger than Dar es
Salaam. It will attract a multitude of activities and eventually a large port-based urban area will
be developed. If left to develop haphazardly on such a scale, the result would be an inefficient
and ugly urban agglomeration. Although separate feasibility studies are being undertaken for the
port and associated export processing zone, in order not to repeat the chaos that is Dar es
Salaam, a comprehensive port-urban-industrial master plan is needed.
9.2.3
(1)
Lake Victoria
Refurbishment of Tanzania Ports Authority Piers on Lake Victoria
Since piers of the Tanzania Ports Authority (TPA) on Lake Victoria cannot currently
accommodate roll-on/roll-off (RoRo) ships, the private sector has built temporary jetties for
their RoRo ships. However, their jetties do not have good access to the existing road network.
As the TPA piers are connected with the road network, they should be refurbished to include
RoRo jetties in order to enhance lake marine transport. The effectiveness of the port
refurbishment can be enhanced with regulation of RoRo ships for lake navigation by the Surface
and Marine Transport Regulatory Authority (SUMATRA).
(2)
Expansion of Kasanga Port on Lake Tanganyika
Since Kasanga Port will be connected to the paved road network in a few years, the volume of
transit cargo through this port to the DRC, Burundi, and even to Rwanda will rapidly increase.
Kasunga Port needs to be expanded to facilitate international freight movement since the
existing quay wall is only 20 m long and there is little open storage.
(3)
Upgrading of the Access Road to Kiwira Port on Lake Nyasa
Since maintenance of the navigation channel to Itungi Port is difficult and costly because of
heavy siltation, Kiwira Port should be used as a permanent port in the future. A temporary 7 km
access road to the port has been built by a private company for bulk cargo transport. The road is
very rough and it takes more than 30 minutes to drive the 7 km. In addition, the road is flooded
for about two months during the rainy season. The access road should be upgraded so that it is
passable throughout the year.
(4)
Provision of RoRo Ships and Simple Jetties on Lake Tanganyika and Lake
Nyasa
The cluster ports on Lake Tanganyika and Lake Nyasa have no port facilities for the existing
cargo-passenger ships to berth. Passengers are transported by a small boat when they embark on
or disembark from the ships. When the winds are strong, these ports are dangerous to use. RoRo
ships should be built and put in service and simple and economical jetties should be built to
provide safe marine transport.
9-2

9.3
Road Sector
9.3.1
Sector Development Policy

Given Tanzanias annual growth rate in the range of 4%8%, overall traffic volume will
increase by fourfold by 2030. One of the four crucial elements of the Tanzania Five Year
Development Plan (FYDP 2011/20122015/2016) is large investments in infrastructure.
Implementation bottlenecks are apparent from a review of the Tanzania Development Vision
2025. These include the lack of development philosophy, an imbalance between and among
transport modes, and isolated implementation of projects without comprehensive links between
short- and long-term initiatives.
Issues in the road sector include the incomplete road network, traffic congestion in urban areas
due to unplanned development, a lack of budget and skills for road construction and
maintenance, the limited capacity of the construction industry in Tanzania, and the unreliability
of the road network during adverse weather conditions.
Based on the foregoing, the development policy for the Master Plan includes the following key
elements:
9.3.2
(1)
Strengthening of the existing road network (trunk and regional roads) through
upgrading and rehabilitation;
Congestion relief in the urban road network such as that of Dar es Salaam;
Coordinated development with ports and railways;
Development of access roads for new development areas; and
Improvement of vulnerable road sections.
Short-Term Projects
Upgrading of Existing Road Network
A total of 45% of trunk roads and only 4% of regional roads were paved as of June 2011 (see
Table 4.2). The corridors that are almost fully paved either with asphalt pavement or asphalt
treatment are the Central Corridor, the Dar es Salaam (TAZARA) Corridor, and the Tanga
Corridor. Other east-west and north-south corridors are only partially paved or mostly unpaved.
Although the proportion of paved roads has increased since the introduction of the Road Funds
Board in 1998, only 77% of paved roads and only 45% of regional roads are in good
condition, while 17% of unpaved (trunk and regional) roads and regional roads are in poor
condition.
It is crucial for the economic development of the country to pave the existing unpaved trunk and
regional roads. Although it may take several years to pave all of the trunk roads, this task should
be completed by 2020. The total length of unpaved trunk roads (2,2536,660 km of ongoing
sections) will be about 4,400 km. The current length of unpaved trunk roads is 6,660 km. Since
there are 20,451 km of unpaved regional roads, it is unrealistic to pave all of these sections
within a short period of time. The short-term target for regional roads is to increase the
proportion that is paved from 4% to 45% within ten years. Without paved trunk and regional
roads, transport costs will continue to be high. However, while efforts should be made to pave
more regional roads, maintaining unpaved regional roads in good condition is also important.
Envisaged short-term upgrading projects include the following:
9-3


Kibaoni (Kizi)Mpanda (95 km, Sumbawanga Corridor T9)1

The section from Tunduma to Kibaoni via Sumbawanga has been under construction with
financing from the Millennium Challenge Corporation of the United States and the Government
of Tanzania. This section is an extension to Mpanda. Earthworks and pavement construction are
to start in 2014 after completion of the feasibility study (FS) and detailed design (DD). The
project would be completed in 2017.
KidahweKanyaniKasulu (62 km, near Kigoma Port, T19 & T9)2
The section is strongly related to the development of Kigoma Port. Earthworks and pavement
construction are to start in 2015 after completion of the FS and DD. The project would be
completed in 2017.
MbingaMbamba Bay (66 km, Mtwara Corridor, T6)3
This project connects the end of the Mtwara Corridor to Malawi. Earthworks and pavement
construction are to start in 2016 after completion of the FS and DD. The project would be
completed in 2018.
TunduruNakapanya (71km. Mtwara Corridor T6)
Earthworks and pavement construction are to start in 2015 after completion of the FS and DD.
The project would be completed in 2018.
Figure 9.1 shows the location of the short-term projects.
1
2
3
Tanzania Five Year Development Plan 2011/122015/16.

Extension of KigomaKidahwe (completed in June 2010, T19).
Tanzania Five Year Development Plan 2011/122015/16.
9-4


Figure 9.1: Location of the Short-Term Projects (Shown in Green)

(2)
Local Road Improvement
The Office Regional Administration and Local Government (RALG) is responsible for district
roads, feeder roads, and urban roads. Improvement of the urban road network in Dar es Salaam
is most urgent, although there are sections on which improvement was already started under a
previous master plan (e.g., the Bagamoyo Road widening).
It is necessary to coordinate road improvements in Dar es Salaam with the Bus Rapid Transit
(BRT) plan along the citys major roads. A bypass route alternative (other than Nelson Mandela
Road) along the outer ring from the Dar es Salaam port inland would be required. Nelson
Mandela Road currently serves as an inner ring road from the port, but it is heavily trafficked.
Outer Ring Road
The route location and pre-FS would begin in 2013 or 2014 after consultations with the Dar es
Salaam (DSM) City Council and the ongoing JICA Technical Cooperation Programme for DSM
traffic improvement. The FS and DD would start in 2015 or 2016 and the earthworks and
pavement construction would start in 2020. Completion would be expected in 2025.
Urban Expressway
An urban expressway would be planned based on the suggestions of the DSM City Master Plan.
The route location and pre-FS would commence in 2014 or 2015 after consultation with the
DSM City Council and ongoing JICA Technical Cooperation Programme. The FS and DD
9-5


would commence in 2016 or 2017 and the earthworks and pavement construction would start
between 2022 and 2025.
Candidate short-term road projects include an outer ring road, grade-separated structures, and
widening of Morogoro Road from two lanes to four lanes.
KimaraChalinze (94 km, Morogoro Road to be widened to 4 lanes from the existing 2 lanes)4
The FS/DD would start in 2012 or 2013. The earthworks and pavement construction would start
in 2015 after completion of the FS and DD. Project completion would be expected in 2017.5
(3)
Road Development with Other Modes of Transport
In general, cargo is transported from a port possibly via railway or truck to various destinations,
which may be a cargo distribution centre. The port and/or railway station may not be
conveniently located so that distribution to trucks would take time and money.
(4)
Coordination with New Development
A new Bagamoyo port was called for in a master plan assisted by the World Bank. There are
three access roads to the location of the planned port: (i) Bagamoyo Road, (ii) Msata
Bagamoyo Road, and (iii) a shortcut local road connecting the new port and Morogoro Road.
Widening of Bagamoyo Road is ongoing and MsataBagamoyo is being upgraded from
gravel/earth to a bituminous surface.
BagamoyoMlandizi (37 km, Unpaved Regional Road)
The FS/DD for this project would start in 2012 or 2013. Earthworks and pavement construction
would start in 2016 after completion of the FS and DD. Project completion is expected in 2018
depending on the progress of the New Bagamoyo Port development.
(5)
Removal of Impassable Sections during the Rainy Season
Some trunk road sections are impassable during the rainy season. An investigation should be
undertaken both based on past records and site surveys to determine sections that require
reconstruction to all-weather roads. The reconstruction work envisaged includes viaducts/
bridges and embankments with culverts.
(6)
Improvement of Roadside Services (Highway Station)
Pilot Implementation of the Facilities at Two Locations along the TAZARA Corridor
The selection of the pilot locations and preliminary planning would start in 2013. The pilot
construction would start in 2016 after completion of the FS/DD in 2014/2015. The expected
completion of the facilities would be in 2017. Tentative locations are: (i) west of Mikumi and
(ii) east of Makambako. The envisaged project scope includes a total area of 1 ha with 10
parking spaces for large vehicles, 40 parking spaces for small vehicles, toilets, a shop, a repair
station, and a fuel station.
From the end of four-lane section in Dar es Salaam to Chalinze in the short-term plan.
Another type of local road improvement to be considered in the short term is district and feeder road connections
that are important links to major economic activities (e.g., from agricultural centres to trunk routes).
5
9-6

9.3.3
(1)

Long-Term Projects
Upgrading of the Regional Road Network
Upgrading regional roads is also important to promote economic growth over the long run.
Paved regional roads together with trunk roads will provide an efficient transport network. The
total length of upgrading would be about 10,000 km.
(2)
Access-Controlled Bypass Construction
Given projected an annual economic growth rate of 4%8% in Tanzania, overall traffic volumes
may be expected to increase fourfold by 2030. Traffic in urban areas will become increasingly
congested. Since it is undesirable for transit traffic to enter the urbanized area of major or
medium-sized cities, trunk road routes should bypass these areas to maintain smooth traffic flow,
safety, and efficiency. Expected locations for the access-controlled bypass construction would
be around Dodoma, Arusha, Morogoro, and Mbeya.
(3)
National Expressway Construction
In order to secure fast, efficient, and safe transport, expressways are most suitable when traffic
volumes are high. The minimum requirement for such expressways is at least four lanes. Over
the long run, expressways would be completed nationwide by connecting access-controlled
bypass roads at the beginning and later extending them to rural areas. The photograph below
shows a rural expressway.
Rural Expressway
The basic planning would start in 2013 or 2014. The plan would be authorized in the next
Tanzania Five Year Development Plan. The basic planning, route location, and FS/DD would
start in 2018/2019. The construction of priority sections would start in 2022. Opening of the
first section of the expressway is expected by 2030.
(4)
Urban Expressways
Urban expressways are effective for automobile traffic within a built-up area. One candidate
will be a Dar es Salaam urban expressway. Usually such expressways are elevated structures
with grade-separated intersections and limited access. They are typically tolled and private
investment is recommended. In some cases a public private partnership (PPP) scheme is used.
Urban expressways would be planned based on the suggestions of the DSM City Master Plan.
Route location and pre-FS work would begin in 2014/2015 after consultation with the DSM
City Council and the ongoing JICA Technical Cooperation Programme. The FS/DD would start
in 2016/2017 and the earthworks and pavement construction would start between 2022 and
2025. Opening of the priority section is expected in 2030.
(5)
Connecting Missing Links
There are sections that are not completely connected or suitable for through traffic. An example
is the section between Kigoma and Tabora, which is unpaved and in very poor condition. Once
it is completed it will be a shortcut link between Kigoma port and the inland area, extending
9-7


toward the coastal areas via the Central Corridor. About half of this section is under
construction. It is parallel to a railway operated by TRL. Good coordination of the two modes is
required in long-term planning.
(6)
Provision of Roadside Facilities
The size of Tanzania along with its scattered settlement patterns generally results in long
transport distances. Road transport has the largest mode share due to current low service levels
offered by railway transport, which otherwise would be more suitable for the long-distance
transport of goods and passengers. Since road transport trip lengths are long, drivers and
passengers need rest facilities in the less populated areas that are traversed. It is common to
encounter a vehicle breakdown in the middle of a lane, which creates hazards for other motor
vehicles and a danger to the vehicle driver. Roadside facilities to be provided may include
parking areas, clean and safe toilets, repair shops, fuel stations, and in some cases restaurants
and lodges for overnight stays. The average distance between such facilities would ideally be
about 100 km.
9.4
Rail Sector
The JICA Study Team proposes consideration of the following suggestions for short-, medium-,
and long-term projects in the railway sector.
9.4.1
Short-Term (Urgent) Projects (Within the Next Two Years)
Spare parts supply for locomotives (TRL): The Acting Chief Mechanical Engineer of
TRL in consultation with the JICA Study Team is preparing a submission for JICA
financial support for the overhaul and upgrading of the TRL mainline and shunting
locomotive fleet. The proposal is to purchase spare parts to carry out F overhauls on
six of TRLs more powerful Class 88 locomotives, at an estimated cost of Can$2.0
million (USD 1.97 million) and to remanufacture another seven Class 88 locomotives
that are beyond economic overhaul at an estimated cost of USD 12.6 million. Shunting
locomotives will be added to this proposal to allow release of additional mainline
locomotives for train haulage, at a cost of about USD 3.3 million. Major issues that
require resolution include the following: Is there a JICA requirement for tendering of
spare parts purchases? Will there be a government guarantee of financial support for
routine maintenance between F overhauls (every eight years)? Should the purchase
of new Japanese locomotives be considered as an alternative to re-manufacturing.
Repair of track maintenance equipment: one track recording machine, four multiple tie
tampers (MTTs), and four ballast regulators
Reform of track maintenance system: elimination of Mobile Maintenance Gangs

(MMGs) and a return to track gangs at fixed intervals to improve track maintenance
standards
Upgrading of the Mpanda Line: replacing existing 43, 45, and 50 lb/yd rail with up to
60 lb/yd rail to allow operation of higher HP Class 88 locomotives
9.4.2
Medium-Term Projects (210 years)

Upgrading of the Central Line: change to 80lb/yd rail between Tabora and Kigoma
9-8


Upgrading of track, locomotive, and rolling stock capacity to allow an increase in train
lengths and freight hauling capacity on selected parts of the TRL network (the Central,
Mwanza, and Mpanda Lines)
Upgrading of rail accesses to ports of Dar es Salaam, Tanga, Mwanza, and Kigoma, as
well as provision of rail access to the port of Bagamoyo
Rehabilitation and reopening of the Mikumi and Arusha Lines
Other institutional improvements (e.g., consideration of reversion of TRL to its former

status as a corporation with full control over infrastructure and operations)
9.4.3
Long-Term Projects (up to 2030)
Upgrading of all lines with 80 lb/yd rail, plus investment in a new signalling and
telecommunications system, as well as new locomotives and rolling stock (to allow
increased axle loads and operating speeds, resulting in increased freight capacity and
reduced unit operating costs)
Railway network expansion (e.g., construction of new railway links to Rwanda and
Burundi, and to southeastern Tanzania [Mtwara])
9.5
Other Modes
9.5.1
Airports/Air Transport
The improvement of air cargo facilities in Tanzania is urgently required due to the poor current
condition of facilities and equipment, and the lack of cargo handling activity at major airports.
(1)
Cargo Facilities and Equipment
Table 9.1 and Figure 9.2 show cargo tonnage at Tanzanias airports. Julius Nyerere International
Airport (JNIA) handles about 70% of the total air cargo of Tanzania. Based on this dataset,
short-term projects for improvement of facilities and equipment may be proposed for JNIA and
Mwanza, while long-term projects for the improvement of facilities and equipment are
recommended for Kilimanjaro International Airport (KIA), Arusha, Kigoma, and Mtwara.
Table 9.1: Cargo Situation of Major Airports in 2010
JNIA
KIA
Mwanza
Arusha
Other
International
17,841
75% 3,098
13%
8
0%
0
0% 2,800
12%
Domestic
983
31%
0
0%
638
20%
812
26%
743
23%
Other
852
32%
0
0% 1,768
67%
1
0%
4
0%
Total
19,676
67% 3,098
10% 2,414
8%
813
3% 3,547
12%
Abbreviations: JNIA = Julius Nyerere International Airport, KIA = Kilimanjaro International Airport
Source: Tanzania Airports Authority
9-9


Total
JNIA
KIA
Mwanza
Arusha
Others
Abbreviations:
JNIA = Julius Nyerere International Airport,
KIA = Kilimanjaro International Airport
Source: Tanzania Airports Authority
Figure 9.2: Air Cargo Tonnage in 2010

(2)
Human Capacity Development
In parallel with the development of facilities and equipment, human capacity development
(HCD) for cargo handling activity is required, including customs, immigration, and quarantine
(C.I.Q), as well as aviation security.
The role of air cargo is to provide rapid, punctual, and reliable delivery service. Therefore,
enhancement of CIQ must be one aim of HCD. At the same time, aviation security is imperative
for proper cargo handling.
9.5.2
Pipeline Transport
A number of preliminary observations and potential problems drawn from investigations to date
follow.
A pipeline for fuel transportation to Dar es Salaam International Airport is necessary.

Although fuel is transported by truck at present, it is recommended that a pipeline for
fuel transportation from Dar es Salaam port to the international airport be developed in
the future to assure stable transportation of fuel.
Construction of a crude oil pipeline to the inland region (Mwanza) is undesirable.

Currently, the development plan includes installation of an oil refinery with a longdistance pipeline in Dar es Salaam, and transportation of refinery products to Mwanza
and Kigoma by pipeline for consumption in the inland regions and for export.
However, it is considered undesirable to transport refinery products through a longdistance pipeline for the following reasons:
According to general development planning principles, crude oil should be
transported by a long-distance pipeline to the area in which it is consumed, and it is
to be refined in that area.
Specifically, for the transport of refinery products, long-distance pipelines of more
than 50 km should be avoided to reduce hazardous risks.
Since refinery products are more hazardous than crude oil, the risk of causing a
disaster is high.
Since there are several types of refinery products, transferring them on a single
pipeline is inefficient because two or more products may be mixed.
9-10

9.5.3
(1)

Customs and Cross-Border Operations

Short-Term Project
Service Level Monitoring System

This project aims to establish a new monitoring and reporting system of time required for each
port operation activity, customs procedure including physical inspection, and time required after
release order. This will be an upgraded version of a time release study intended to provide quick
and practical information for border management by utilizing data from the Automated System
for Customs Data (ASYCUDA) and Tanzania International Container Terminal Services
(TICTS). The monitoring data will be reported more frequently in the same format to indicate
how the performance of each section may be achieved at a lower cost. As a result, the Tanzania
Revenue Authority will be able to demonstrate improvements in efficiency and urge coordinated
efforts in related operational sectors.
(2)
Long-Term Project
Enhancement of Coordinated Operations

This project aims to enhance the capacity of data interchange with related institutions such as
customs (the Tanzania Revenue Authority), the port operator, the banking sector, quarantine,
and the police. Even after improvement of facilities, coordination of information will be
necessary for smooth operation (e.g., red channel notice and cargo transfer to the inspection
site). The biggest challenge is to coordinate data with neighbouring countries so that one-stop
border posts (OSBPs) can be operated smoothly. Electronic data processing will be expanded
and improved to achieve total optimization.
9.6
Institutional Development
9.6.1
Fiscal Measures
On the fiscal front, remaining inconsistencies between different planning frameworks need to be
addressed. To ensure consistency, the relevancy of each of the frameworks to the budgeting
process should be more clearly determined, with a view to avoiding a discrepancy between
longer-term plans with goals that are too aggressive and annual budgeting under tight fiscal
constraints. As sought in the FYDP, it will also be necessary to have the flexibility to adjust
each of the frameworks in line with ongoing changes in other frameworks. In the Master Plan to
be prepared as the output of this study, the JICA Study Team will prepare a financing schedule,
assuming that such adjustments are appropriately made.
On the subsector level, funding capability needs to be scrutinized, taking into account revenuegenerating capacities. In the rest of this study, possible revenue sources other than those already
tapped will be scrutinized. It will be important to improve the efficiency of budgetary execution,
as well as to expand the funding sources through new financing schemes. The general direction
in longer term should be characterized by a greater role of the private sector as sought by GOT.
9.6.2
Laws and Regulations/Policy Framework/PPP
Railway rehabilitation is an urgent issue and a railway PPP project is considered to be the most
efficient way to revitalize the railway in Tanzania. However, if Tanzania cannot offer a feasible
railway business, railway PPP projects will not succeed in the country. In Tanzania a PPP in the
railway sector should involve not only preparing a business plan for the railway enterprise.
Instead, it should be examined based on the national industrial development plan. Tanzania
should propose and implement PPP projects based on a transport infrastructure development
programme harmonized between and among each of the ministries and government offices
under the leadership of the Planning Commission of the Presidents Office.
9-11

9-12

Appendices

Appendix 1
Mode
Road
Item
Service
Appendix 1
List of Existing Transport Data

Information Requested
Road Network in GIS Format
Road Inventory Data
- Road Name
- Length
- Pavement Condition
- Carriageway Width, etc
Hard / Soft
GIS
Image File
Excel
Excel, PDF
PDF
Excel
Traffic
Daily Traffic Count by Type

of Vehicle/AADT (Yearly
Data for 10 years)
Excel, PDF
Excel
Excel
PDF
Railway
Service
Traffic
Service Data
- Name of Railway Lines
- Location of Stations
- Distance
- Time Schedule
- Operating Hours
- Transportation Capacity
- Handling Charge
1) Record of Freight Traffic
with Origin and
Destination
- Volume and Value
- By Type of Commodity
- By Import, Export, and
Transit
- By Intermodal Connection
(Port/Road)
2) Record of Passenger
Travel
- between stations
Image File
Image File
Excel
Excel
Excel
Hard Copy
Word
PDF
Excel
Image File
Image File
Hard Copy
Hard Copy
Excel
Excel
Word
Excel
Excel
Excel
Study
Report
Maritime
Service
Traffic
Existing System and

Performance
Rehabilitation/Improvement
Plan
Service Data
- Route, Frequency and Time
- Yearly Handling Volume
- Tariff
Record of Freight with
Origin and Destination
- Volume and Value
Excel
Excel
Word
Word
PDF
PDF
Excel
Excel
Excel
A-1
Title
Road Network Layers
Road Network Map
Paved Road Condition by Section
Unpaved Road Condition by Area and
Section
Location (Eastings & Southings) and
Specification of Road Sections
Road Condition by Route and Road
Section
Results of Traffic Count 20052011
Traffic Counts by Route and Road
Section
High Priority Corridor Section
Survey Methodology and the results of
Railway Line Map for TRL
TRL Operational Network Map
Code Table for Railway Stations
Tanzania Rail Time Table
TAZARA Through Rates Effective 1
September 2008
TRL Revision of Tariff, July 2009
Geographical Distance Table
TAZARA Operational Network
TAZARA Annual Performance
2010/2011
TRL Rail tracker Report: Commodity
Performance in 2009
TRL Transport Monthly Statistics in 2010
TRL Transport Monthly Statistics in
20082011
TRL 25th Annual Report and Accounts
for the Year Ended 31 December 2003
TRL Traffic between Stations by type of
Commodity during 20062009
TRL Traffic between Stations by type of
Commodity in 2009
TRC Traffic Volume 20032009
Summary of TAZARA Traffic Volume by
FY2005/62007/8
Summary of TAZARA Traffic Volume by
FY2008/92009/10
Monthly TAZARA Traffic by OD by
Commodity (20092011 => some parts
are missing)
TRL Passenger Record
TRL Freight/Passenger Performance
Railway Capability Study
TAZARA Sub-sector Paper including
Performance Reviewing
Feasibility Study Upgrade of the Dar es
Salaam to Isaka Railway
Tariff System
Tanga Port Equipments
Dar es Salaam Port Statistics
Liquid Cargo Handled at DSM Port
20012011

Mode
Item
Information Requested
- By Port
- By Type of Commodity
- By Import, Export and
Transit
- By Intermodal Connection
(Port / Road)
Appendix 1
Hard / Soft
Excel
Excel
Excel
Excel
Word
PDF
PDF
Excel
Word
Plan
Inland
Waterway
Service
Existing System and

Performance
Improvement Plan
Service Data
- Waterway Route and Time
Schedule
- Transportation Capacity
- Tariff System, etc.
Word
Word
Powerpoint
PDF
PDF
Traffic
Traffic Volume by Type of

Cargo and Passengers
Carried /OD Data
Word
Excel
Excel
Excel
Word
Pipeline
Study
Report
Service
Traffic
Aviation
Plan
Traffic
Improvement Plan
1) Existing Pipeline Data
- Route
- Capacity
- Feeder Service, etc.
2) Other Facilities
- Storage, etc.
Transportation Performance
- By Origin and Destination
Future Network Plan
Record of Traffic Volume
with Origin and Destination
- By Airport
- By Passengers and Freight
Image File
Word
Excel
Word, PDF
PDF
Excel
Excel
PDF
Word
Excel
Excel
Excel
A-2
Title
Yearly Throughput at TPA Ports
20002010
Traffic Through DSM Port from
20062010
Tanga Port Statistics
Traffic Through Mombasa Port JanNun
2008
Mombasa Port Statistics 2008
Traffic Throughput Beira Port
(Containers) 2008 estimated
Traffic Throughput Beira Port (General
Cargos) 2008 estimated
Traffic Through Nacala Port
Traffic Through Nacala Port
Port Master Plan Report
Summary of Bagamoyo Port Feasibility
Study
Kigoma Port Operational and Capacity
Details
Inland waterways infrastructure, services
and plans
Technical Status of M.V. Liemba, January
2010 Assessment
Project Proposals: REHABILITATION
OF MARINE SERVICES COMPANY
LIMITED LAKE FLEET AND
BUILDING OF NEW SHIPS
MSCL Tariff Revision, Nov. 2011
MSCL Tariff
Kigoma Port Cargo Throughput
20042009/10
Traffic Performance at Mwanza Port
from Year 200 to 2009/10
Statistics Tables in MSCL Study for
Inland Water
Study Report
Traffic Volume and Facility Information
of TAZAMA
E-mail Communication
List of Depots and Their Capacities
Answer to Questionnaire from MS Gapco
ltd.
See above
List of on-going and planned projects
Import and Export Performance Report
JanuaryAugust 2011
TAA Domestic Traffic Volume by flight
by airport 20042011
Traffic Handled at Airports 20062010
Movements Statistics Annual Report
20072010
TAA Cargo
Aircraft Movement
Cargo at JNIA 20082011

Appendix 2
2.1
Summary of Trade Data
Throughput Detail at Major Customs Offices
A-3
Appendix 2
A-4
Vegetable
Products
Mineral
Products
Foodstuffs
707
160
700
71
350
267
69
46
4
2
91
2
1
15
48
0
535
0
12
2
3
25
25
2
624
35
5
7
37
172
5
82
0
9
3
2
1
23
7
24
20
2
3
7
2
12
1
487
23
11
2
0
0
3
560
58
1
6
9
5
1
14
31
1,685
1,685
199
3
675
715
93
0
11,990
783
Chemicals &
Allied
Industries
2,116
2,022
13
8
3
95
41
922
87
680
172
74
0
21
0
1
Plastics /
Rubbers
Raw Hides,
Wood & Wood
Skins, Leather,
Products
& Furs
488
43
1,590
463
39
1,538
0
0
4
0
100
1
0
0
5
71
3
132
9
0
11
120
18
224
66
9
262
177
7
784
15
2
19
20
1
44
0
Stone / Glass
1,510
786
1
85
77
0
392
154
794
745
0
8
3
1
36
16
333
205
83
102
672
1
0
2
0
0
204
9
116
120
266
29
36
10
5
29
15
14
3
2
0
12
2
30
24
72
12
230
2
1
0
0
0
1
5
16
7
11
2
8
1
579
24
3
6
16
42
43
9
2
0
195
3
5
25
3
5
4
4
1
3
20
4
6
7
3,559
3,559
37,464
37,464
33,237
33,233
7,894
7,894
54,776
54,752
98,857
98,854
2
12
6
2
17
45
10
18
71
5
100
22
0
0
44,889
44,792
17
0
2,887
451
43
162
14,272
678
14,153
2,440
5,125
796
81
1
6,939
757
78
37
7,696
1,086
47,821
18,051
301
134
16,002
3,348
2,147
11,301
4
155,426
12,378
1,683
86
43,875
5,725
2,851
531
25
109,765
45,079
31,187
106
45,180
8,739
9,749
3,894
3
1,023,302
130,445
1,923
2,552
25,089
7,728
5,833
1,668
97
121,409
19,765
2,029
33,231
45
79,677
9,240
5,912
310
12,473
580
658
13,569
1,591
2,793
572
681
2
0
893,638
893,481
49,434
49,434
179,020
178,921
96,079
96,072
639
4
231,317
149
300,912
360,460
157
374,260
27,681
4,934
1,026
11,433
2,745
12,825
16,471
13,671
5,351
140,373
16,391
3,095
41
99
1,645,760
503,949
5,592
13,008
47,933
9,771
10,581
9,187
7
248,800
66,022
80,349
80,305
6
6,661
1,120
44,571
20,711
4,366
2,869
44
80,222
34,311
4,460
22
419
8,392
2,300
97
45,281
634
355
308,453
185,591
8,789
127
5,138
37
2,575
437
19,551
14,956
21,414
5,976
3,482
58
259
4,396
4,088
1
0
26
11
0
346
56
931
664
1,746
307
186
2
0
13
33
0
1
3
0
18
2
368
2
22,665
193
4,411
42
35,129
14
Transportation
8
5
4
3
2
0
0
1
2
0
0
0
6
14,982
1,504
1,113
39
2
56
524
48
115
210
Machinery /
Electrical
Metals
8
0
2
2
5
7
0
156,183
15,690
Footwear /
Headgear
Textiles
5,924
283
11,515
12,967
1,924
1,698
292
10
5
45
2
967
61
7
4
650
6,677
23
5,488
1,504
4,121
238
2,779
0
178
8
6,560
2,630
1,233
1,769
33,900
1
3
25
1
1,364
61
17
36
316
158
363
42,150
402
1,911
96
1,300
588
431
0
1
0
46
2
64
92
192
35
50
0
Miscellaneous
520
472
6
0
0
45
10
139
49
177
45
23
0
1
1
1
0
0
3
6
34
6
107
5
5
0
3
6
2
24
1
24,995
24,731
2
437
12
17,026
1,775
4,575
905
264
118,999
16,468
2
1
96
2
1
784
50
11,373
655
3,267
238
123
15,924
15,903
278
803
11,169
2,651
726
276
22
54,693
17,516
294
40
15,885
658
436
203
190
1
0
TOTAL
14,348
11,359
2
0
172
26
9
1,146
172
2,939
1,671
4,465
755
2,601
0
25
37
14
2
651
123
243
75
1,254
178
334
54
0
0
1,621,801
1,621,079
8
81,874
24,886
658,621
84,094
362,997
408,599
722
4,171,308
910,729
2
1
3,241
2
1
55,973
2,291
539,693
239,425
58,581
11,519
141,946
84
305
Appendix 2
Dar es Salaam Intl. Airport

Import
Burundi
Rwanda
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Burundi
Rwanda
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Inbound Transit
Outbound Transit
Other Flow
Middle East
Dar es Salaam Port (Harbour)
Import
Kenya
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Outbound Transit
Dar es Salaam Long Room
Import
Burundi
Rwanda
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Burundi
Rwanda
Animal & Animal

Products

(Unit: net ton)
A-5
Vegetable
Products
Mineral
Products
Foodstuffs
124
12,257
5,665
2,268
206
11,048
1,834
16,485
3,274
290,400
347
20,703
7,812
3,079
140
35
38
1,459
709
7,296
134
807,426
461,369
285,026
83,904
2,981,241
2,779,570
6,646
263,216
242,406
1,235
1,422
18
2,899
1,194
31
100
5,506
3,497
38
161,452
405
192,554
103,424
312,992
19,062
3,195
10,468
20,916
10,077
20,186
167,881
177,273
17,886
785,803
1,069,307
712,898
9,757
78,429
0
4,286
12,044
91,733
50,771
73,638
8,700
5,417
110
23
77
10,997
0
5,870
2,194
6,835
628
28,275
1,354
95,212
4
1,022
Chemicals &
Allied
Industries
60
23
3,447
38
591
842,828
171,261
122,583
102
4,203
35,829
1,053
80,291
791
314
499
408
1,830
15
202
128
164,644
13,227
1,425
Raw Hides,
Wood & Wood
Skins, Leather,
Products
& Furs
Plastics /
Rubbers
Stone / Glass
Metals
13
5
6
26
29
146
635
66
45,551
60
8
15
5,264
180
517
205
162
8
3
7
1,902
449
409
9
26,895
23
73
50
23
524
1,517
29,541
1,294
323
683
106,809
712
1,627
665
18
1
12
13,161
1
336
451
299
0
208
4
63,026
122
238
228
11
400
6
2
1,233
616
2,515
8,017
78
6
79,168
440,820
360,396
9
26,390
146,107
30,891
108,578
30,045
15,753
2,624
228,943
146,966
424
150
525
101,549
91,402
17,028
4,604
20
205,267
93,548
17,246
16,018
97,407
85,619
1
6,082
1,403
51,528
24,821
5,225
2,343
6,374
1
9
0
3,101
720
286
489
9,625
900
0
346
463
53,365
16,728
6,432
16,214
100,503
0
31
0
13,337
2,352
267
31
15
0
2,478
1,603
58,911
12,622
9,787
218
6,051
1
62,874
315
59,587
18,500
4,308
959
39,957
319
289
640
4,768
25
10
5,608
129
3
304
1,776
1,242
31,526
3,758
145
1,207
6,425
35,595
3
107
40
5,586
21,822
83
48
21
1
39
71,836
56,010
2
0
23,172
310
19,466
4,536
7,314
1,209
13,134
Machinery /
Electrical
Transportation
0
302
483
942
Footwear /
Headgear
Textiles
73
297
25
142
142
3
100,699
154
110
19
50
16
25
Miscellaneous
12
1
5
41
60
0
101,966
20
422
6
4
0
4
29
78
10
9
40
19
35,919
126
942
804
38
4
3
402
0
4
95
3
92,202
80,131
1
1,235
1,031
54,347
11,088
10,391
2,037
1,872
81,048
76,034
86
9
0
520
9
56,568
3,939
14,211
691
224
2
29,385
24,794
61
17
37
34
31
41
4,187
603
2
2
82
460
1
47
3
6
289
36
30
18
49
18
4,046
104
8
1
202
320
19,258
3,333
1,053
627
440
1,877
12
86
1,078
511
3,637
194
1,071
15
15
45
883
1,146
265,305
25,001
17,922
2,689
29,741
3,323
3,808
1,314
13,711
109,071
39,543
433
33,197
45
68
696
42
48
19
2,022
429
5
40
8
9
66,386
2,378
8,869
780
89,979
33,263
67
376
12,054
3,839
275
13,421
325
2,818
87
13
514
906
1,906
106
96
5,880
9,513
656
180
5,303
221
11
0
3,725
48
51
2
8,133
112
406
21
215
2,583
683
186
10,854
13
1,206
192
2,691
0
15
5
52,881
2,019
36,959
3,114
4,204
1,322
10,991
225
3
10
9
2
2
1
1
1,212
9,503
2,512
10
57
48
6,310
1,325
549
325
223
725
367
191
30
9,707
492
1
59
244
15
160
14
67
5
21
4
TOTAL
201
34
320
11,894
5,806
58,363
12,490
46,955
5,495
1,982,538
627,050
509,045
9,848
7,342
62,953
147,799
30,936
192,476
31,544
23,366
2,779
5,291,077
4,248,041
8,393
9
4
302,489
38,635
1,441,822
1,241,231
1,048,472
166,986
748,423
903
1,877
12
367
62,264
7,655
442,597
149,366
76,345
7,036
208,674
85,939
86
487
27,978
26,620
296
22,629
1,677
5,597
569
Appendix 2
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Inbound Transit
Outbound Transit
Other Flow
Burundi
Rwanda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Dar es Salaam Port (Wharf)
Import
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Rwanda
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Outbound Transit
Other Flow
Burundi
Rwanda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Animal & Animal

Products

(Contd.)
A-6
13
6
0
6
0
6
Vegetable
Products
Mineral
Products
Foodstuffs
0
2,261
56
1
7
1
2
1
43
1
2,205
173
173
0
32
45
45
Chemicals &
Allied
Industries
607
607
22
Raw Hides,
Wood & Wood
Skins, Leather,
Products
& Furs
11,109
0
268
11,109
268
258
227
21
9,199
243
449
23
955
2
Plastics /
Rubbers
141
44
1
129
0
351
105
17
17
3
3
95
94
0
32
32
0
35
3
38
33
0
11
0
19
16
44
2
1
3
2
19
1
0
1
1
1
0
32
2
0
12
2
14
2
6
2
0
8
7
0
0
0
3
0
Footwear /
Headgear
Textiles
1,757
1,757
2
0
Stone / Glass
0
1,707
0
49
Machinery /
Electrical
Metals
Transportation
104
104
1,882
1,826
458
458
10
104
0
333
1,412
24
58
56
329
32
87
0
153
79
1
0
6
7
7
104
16
0
40
40
257
256
1
26
27
10
9
74
1
3
2
2
1
2
5
0
88
6
5
26
1
0
29
1
22
78
114
11
1
0
4,255
4,254
86
19
8
1,307
239
2,572
23
1
158
157
3
30
60
55
8
1
Miscellaneous
12
12
10
1
1
0
63
59
0
5
0
5
7
31
10
4
0
0
2
3
1
61
1
0
0
0
9
0
2,193
3
12,720
5,064
1,263
1
0
3
1
0
9
19
46
46
0
0
2
4
1,517
790
193
0
0
5
2
62
5
4,513
2,742
1,911
105
105
62
81
0
1
5
1,580
1,580
868
0
0
0
0
0
5,543
5,540
1,964
6,014
5,985
36
379
3,256
1,313
895
105
28
28
1
0
9,448
9,426
26
6
16
65
3,647
3,043
2,476
148
4
4
2,029
1,223
608
0
0
43,243
7,171
6,429
4,533
4,463
2,008
0
3,285
3,265
322
41
17
634
21
32
21
642
84
0
1,874
512
534
4
20
20
21
20
5
357
136
67
5
727
727
655
147
24
5
1,771
1,045
16
709
25
11
6
1
475
170
46
1
36,071
36,071
1,314
287
217
2
70
70
144
572
1,138
547
1,154
20
3
3
11,437
6,004
5,760
7
1,213
582
412
142
21
0
65,893
326
243
1,601
354
221
520
388
375
3,052
2,835
2,717
8,187
2,308
2,016
1,833
1,498
236
18
9,095
8,805
238
159
56
22
107
47
17
18
3
51
33
0
92
20
21
11
2
0
109
8
1
235
55
2
869
209
184
3,246
2,179
3,128
2,143
7
1,651
60
60
7,656
7,656
42
392
40
100
806
806
935
258
215
54,635
9,541
8,016
5,921
392
331
35,181
30,782
30,602
96
50
0
34
0
0
0
0
2
2
1,082
1,082
53
18
520
293
183
15
652
460
169
5
10
14
19
1,500
26
60
257
30
4
TOTAL
20,671
20,614
355
301
29
13,405
2,298
4,040
186
56
1
3,276
859
3
1
81
2
129
213
381
48
2,418
0
0
0
4
0
99
6
2,271
38
95,720
48,486
15,743
6
1,323
637
16,111
6,964
7,297
406
47,216
46,491
16
709
18
200,297
64,554
51,549
103
5
61
6,653
2,777
3,398
Appendix 2
Arusha
Import
Kenya
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Inbound Transit
Outbound Transit
Kilimanjaro Intl. Airport
Import
Kenya
Uganda
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Rwanda
Kenya
Uganda
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Holili
Import
Kenya
Uganda
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Kenya
Southern Africa
Other Africa
Outbound Transit
Horohoro
Import
Kenya
Uganda
Southern Africa
Other Africa
Asia
Middle East
Europe
Animal & Animal

Products

(Contd.)
A-7
Vegetable
Products
Chemicals &
Allied
Industries
Mineral
Products
Foodstuffs
677
20,774
5,317
1,880
661
677
20,753
5,050
1,880
264
22
Raw Hides,
Wood & Wood
Skins, Leather,
Products
& Furs
Plastics /
Rubbers
Footwear /
Headgear
Textiles
Stone / Glass
Machinery /
Electrical
Metals
Transportation
Miscellaneous
573
3
551
120
61,824
748
111
110
218
9
153
90
24
61,698
678
18
111
110
0
197
20
150
3
80
1
20
24
72
114
52
1
61
56
0
267
375
21
10
16,018
8,302
204
8
2,519
4,772
30
28
12
2,358
1,385
312
58,187
18,458
223,777
6,677
3,892
476
48
48
6,876
6,551
258
258
97,562
97,120
386
2,639
2,584
478
478
94
11
9
16
432
68
132
38
68
4,664
1,105
3,543
9,915
0
0
508
10,887
16,951
1,445
1,445
11,590
35
1
89
89
520
518
2,917
2,826
668
650
62
30
34
30
54
68
15
15
12,883
44
37
2
0
5
6
6
1
232
263
18,200
44
153
126,062
1,077
63
34,370
13,381
11,149
1,627
134,068
13,530
38,740
300
63
13,381
1,627
13,530
818
706
2,825
49,887
83
393
0
3,507
48
9,768
11
11
11
2,776
193
241
117
30,820
1,981
4,161
39
300
193
117
1,981
22,863
622
345
22,850
11
6
614
2
4,034
4
4
3,403
11
1
10,362
4
4
33
12,556
490
4
1,526
135
6,868
1,250
16
10,875
32
18
14
4,223
553
17
23
135
1,250
550
236
180
52
1,053
337
2
2
508
24
794
2,804
227
221
2
3
12,830
3
3,781
19,463
1,400
8
2
1,373
2
12
4
268
1,109
54
54
58
21
706
4,011
1
0
3
15
15,679
35,632
102
0
4
49,860
27
345
236
180
52
1,053
334
0
264
3
54
144
3,102
120
17,662
12
952
184
16,244
3,850
3,547
2,876
77
70,009
3
26
15,329
85
1,860
45
79
24,735
3,759
749
2,863
304
73
1,043
129
4,207
TOTAL
9
93,257
3
92,222
64
0
642
44
238
31
12
31,384
11,087
15
15
382,066
1,489
1,482
2
0
5
112,324
111,350
388
9
220
30
33
16
235
44
16,017
252,174
62
37
25
291,081
34,626
8
2
34,574
25
15
4
80,250
2
2
49
6
80,145
43
0
3
45,987
128,080
Appendix 2
Others
Export
Rwanda
Kenya
Uganda
DRC
Other Africa
Asia
Middle East
Europe
Others
Inbound Transit
Outbound Transit
Other Flow
Uganda
Kabanga
Import
Burundi
DRC
Asia
Europe
Export
Burundi
Rwanda
Kenya
DRC
Southern Africa
Other Africa
Asia
Europe
Others
Inbound Transit
Outbound Transit
Other Flow
Burundi
Europe
Kasumulu
Import
Kenya
Uganda
Southern Africa
Other Africa
Asia
Middle East
Export
Burundi
Rwanda
Kenya
DRC
Southern Africa
Other Africa
Middle East
Others
Inbound Transit
Outbound Transit
Animal & Animal

Products

(Contd.)
A-8
12
12
5,332
Vegetable
Products
Mineral
Products
Foodstuffs
190
190
34,997
100
100
275
275
4,918
2
2
565
565
73,539
1,420
Chemicals &
Allied
Industries
222
222
3,274
Plastics /
Rubbers
Raw Hides,
Wood & Wood
Skins, Leather,
Products
& Furs
16
0
0
16
0
0
996
46
282
16
40
16
Footwear /
Headgear
Textiles
274
274
820
28
Stone / Glass
2
2
62
222
222
367
28
12,184
535
11,316
1,219
21
1,195
33,791
21,048
12,733
333
158
1,395
9
1,185
63
16
9
113
480
22,233
13,216
8,588
16
8,571
399
359
3
3,695
15,667
295
295
9,329
716
8,592
10
180
38,148
9,344
559
94
465
2,056
898
873
656
190
466
32
1
30
24
0
24
701
49
652
43
18
25
131
48
83
0
1,217
2,275
1,039
340
3,075
143
14
83
39
134
107
1,223
150
0
91
56,482
53,269
19
801
253
0
236
1,478
349
1,035
143
36
148
53,250
248
1
18
0
5
957
77
1,008
82
516
1,593
755
30
725
0
957
10
308
2
2,253
8,634
8,455
5
0
514
2
0
2,983
43
2,940
21
88
88
2,876
299
10
0
2
869
57
Transportation
1
290
285
0
2
1
756
1,569
158
229
229
4,145
817
17
790
136
1,244
4,575
3,254
1,312
8
Machinery /
Electrical
Metals
14
1,577
2
77
8
197
2
194
12
12
719
378
113
29
1
32
32
375
0
216
2
17
97
2
95
238
44
194
288
80
265
19,806
18,204
0
18,175
1
2,378
1,772
354
0
315
41
20
26
2
31
8
730
1,062
341
244
5,038
1,160
2
944
1
184
16
14
104
272
63
6
18
75
9
2
730
1,060
2
Miscellaneous
1
137
834
149
124
12
13
198
0
198
0
0
1
40
15
4,229
6,044
7,777
0
720
108,660
573
336
33
2,005
2,002
1,493
1,490
947
771
33
1
0
113
58
399
1,431
3
0
22
269
1,197
1
1
1
22
134
474
138
176
573
108,088
195
195
64
57
1,282
150
26
44
471
399
66
65
6,006
5,462
2,098
2,037
0
0
27
38
0
59
3
2,809
15
2,431
145
543
2
47
267
1,320
14
202
183
54
23
519
13
5
8,454
0
1
177
45
130
2
0
3
1,075
39
501
20
3,753
1
1
1,418
477
50
125
0
6
486
77
23
4
7
11
296
912
1
48
0
912
TOTAL
2,138
2,138
132,746
3,059
231
903
1
1
643
2
1,271
8
58,926
26,154
32,133
8
618
3
10
880
69,880
132,663
84,708
113
84,195
1
295
90
14
18,464
798
70
17,189
198
46
10
153
130
29,359
1
1
131,744
21,387
50
2
8,724
280
4,305
516
5,610
1,899
110,194
45
511
1,539
Appendix 2
Other Flow
Southern Africa
Kigoma
Import
Burundi
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Burundi
DRC
Southern Africa
Other Africa
Europe
Others
Inbound Transit
Outbound Transit
Mutukula
Import
Kenya
Uganda
Southern Africa
Asia
Middle East
Europe
Export
Rwanda
Kenya
Uganda
DRC
Other Africa
Asia
Europe
Inbound Transit
Outbound Transit
Other Flow
Uganda
Mtwara
Import
Kenya
Uganda
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Kenya
Southern Africa
Other Africa
Animal & Animal

Products

(Contd.)
A-9
Vegetable
Products
Chemicals &
Allied
Industries
Mineral
Products
Foodstuffs
144
24
91,538
212
352
15,922
0
65,495
18,607
108
19,515
1,416
0
23
2,850
15,758
271
1,144
0
0
0
0
0
120
22
97
16,888
235
16,653
0
0
0
5,638
5,288
5,250
35
30,000
110,220
9,834
8,542
1,283
Miscellaneous
0
5,722
644
19
5
3
775
710
4
844
218
220
208
1
350
17
2
1,487
549
1,854
939
22
550
0
2
582
116
138
59
186
12
4
10
150
125
662
19
20
44
10
0
72
38
213
0
0
0
3
2
1
1
97
0
95
1
0
0
0
0
0
0
1
1
0
326
1
313
2
1
25
33
884
94
783
4
2
1
351
15
21
45
172
161
95
20
50
0
2
21
0
0
0
1
1
676
5,190
3,346
2,606
113
29
5
150
45
15
21
29
0
4
19
1
11
3
1,108
5
0
5
1
1
0
57
12
45
0
14
3
1
3
2
1,343
0
1,342
0
0
0
283
2
236
3
25
1
0
0
1
14
61,022
12,544
12,518
20
22,682
5,701
5,685
13
13
64,077
26,251
26,176
1
3,970
8,094
3,999
3,972
0
13
1,108
0
2
0
11
13
0
0
0
0
1
0
7
5,308
3,690
3,678
54
22,477
9,839
9,609
16
121
83
1
9
744
4,347
0
0
739
0
0
4,252
94
1
1,019
27
26
8
64,510
7,551
6,433
975
65
26
529
39,210
10,676
10,643
6
1
1
0
30
4
38
8
13
6
44
7
0
24
141
44,092
12,940
13,223
1,613
858
32,557
27,271
141
0
81,900
2
43,869
214
12,900
40
12,810
412
8
1,530
55
20
166
32,269
288
205
5
13
12
2
1
1,656
56
2,086
14,659
12
2,057
1,300
1,300
7
0
83,642
1
23,135
2,710
1
6
709
24,372
231
2,413
69
27
107
1,387
23,016
709
1,242
20
10
133
44
515
1
337
3,704
Transportation
4
4,229
2,873
4,089
298
Machinery /
Electrical
Metals
2
3
Stone / Glass
18,099
4,735
13,364
0
Footwear /
Headgear
Textiles
24
0
12
8
2,218
1,446
8,092
7,809
0
7,113
664
3
16
10
Raw Hides,
Wood & Wood
Skins, Leather,
Products
& Furs
Plastics /
Rubbers
757
0
2
0
0
1
865
9
6,254
2,037
46
28
415
2
133
3
1,085
3
722
266
2
4
62
24
1
410
349
0
28
357
328
1
38
6
69
30
25
1
2
6
1
20
18
0
1
0
0
0
0
1
5,263
4,181
2,281
28
19
1,320
776
727
1
23
973
160
688
26
447
2
36
2
6
402
17
280
0
277
2
17
7
2
427
208
206
59
TOTAL
91,538
235
354
15,972
163
109,536
34,882
0
13,862
19,465
3
758
30
205
99
239
221
39,364
5,140
34,091
8
69
36
0
0
3
16
1
35,290
418,087
105,002
99,445
2,475
65
123
150
1,630
191
896
29
223,239
5
9
215,113
4,100
23
24
783
155
61
2,198
768
45,075
44,770
Appendix 2
Asia
Middle East
Europe
Others
Outbound Transit
Mwanza
Import
Rwanda
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Inbound Transit
Outbound Transit
Namanga
Import
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Burundi
Rwanda
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Inbound Transit
Outbound Transit
Animal & Animal

Products

(Contd.)
A-10
3,975
Vegetable
Products
Chemicals &
Allied
Industries
Mineral
Products
Foodstuffs
Raw Hides,
Wood & Wood
Skins, Leather,
Products
& Furs
Plastics /
Rubbers
106,720
264
17,925
15
234,262
16
45,870
36
264
15
16
36
6,236
26
1,415
51,418
51
1
1
26,369
279
51
227
50
2
26
1,357
758
594
25,497
459
23,784
1,124
1,355
1,243
41,906
85
41,101
101
10
711
24
24,011
349
297
15
4,041
Machinery /
Electrical
Metals
Transportation
15,923
34
22,569
756
16,346
135
32
756
135
563
0
534
10,334
17
3
10
3
0
2
36
Miscellaneous
6,472
2
1
996
44,306
239
2,386
2,574
9,238
763
10
44,274
226
2,214
8,707
172
1
2
144
60
19
18
13
1,020
357
518
1,360
0
106
3,102
77,837
21
21
14,664
5,127
5,107
Stone / Glass
38,504
1
38,328
1
11
5
15
2,603
Footwear /
Headgear
Textiles
13
0
27
2
350
10
278
1
1
25
70
1
16,555
4,518
187,821
26
7,304
0
5,214
569
846
7,061
216
25,635
53
1,602
9
13,306
3
12,573
149
15,498
228
10,053
54
6,067
31,669
8,066
7,751
12
13
40,312
40,015
37,448
8,903
8,887
6,033
16,169
16,022
13,047
634
429
16
2,909
2,902
2,000
5,330
3,557
622
1,141
1,138
400
9,271
9,271
8,258
14,729
14,274
3,640
315
3
573
365
184
1,414
10
7
156
0
414
292
6
34
6
6
32
0
1,509
557
12
825
1,737
514
26
7
23
544
360
73
6
4,229
4,045
674
11
22
4
1,749
964
392
229
171
124
3,048
3,048
426
65
23
344
1,991
7
137
73
22
22,254
20,087
9,657
10
156
0
2,864
794
5,409
1,197
2,139
2,122
1
71
52
15
12
30
1
0
23
63
22
16
3
18
0
2
269
19
23,661
8,125
0
98
54
36
1,218
3,489
8,933
1,710
1
6,793
5,793
1,000
23,603
23,603
0
49
1,250
362
274
1,039
139
134
2
205
201
1
2
205
18
29
50
0
3
2
0
369
258
14
92
3
2
16
392
11
3,223
2,773
983
3,252
450
202
24
39
0
1,080
1,228
63
211
1
0
158
1,195
2
224
2,744
6
0
9
1
36,287
36,111
37
21
23,911
11,012
314
3
31,860
14,484
278
259
16
227,169
226,927
65,791
5,048
5,023
91
8,002
2
4
159
60,255
53,433
3,745
23
27
9
35,426
1,205
0
18
0
18
18
13,830
1,669
0
5
1
963
91
1,517
61
25
3
12
5
42
42
0
1,464
1,437
0
5,187
5,176
7
12,179
3,771
271
2,132
2,087
1
835
832
0
26
4
1,093
150
2,014
2,764
2,230
317
1,604
141
569
67
TOTAL
1
1
569,876
1,630
3
1,543
3
76
4
2
169,307
546
162,225
11
10
4,868
88
1,419
24
5
111
8,944
389,974
21
21
199,273
137,216
95,377
32
1,269
64
14,152
10,448
7,437
8,437
58,992
40,673
1,054
147
140
169
1,233
3,646
10,155
1,774
3,038
10
18
18
372,076
299,035
66,214
21
105,940
68,224
Appendix 2
Other Flow
DRC
Rusumo
Import
Burundi
Rwanda
Uganda
DRC
Asia
Europe
Export
Burundi
Rwanda
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Others
Inbound Transit
Outbound Transit
Other Flow
Rwanda
Sirari
Import
Kenya
Uganda
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Inbound Transit
Outbound Transit
Other Flow
Uganda
Tanga
Import
Southern Africa
Other Africa
Asia
Middle East
Animal & Animal

Products

(Contd.)
A-11
Europe
Others
Export
Kenya
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Inbound Transit
Outbound Transit
Tunduma
Import
Kenya
DRC
Southern Africa
Other Africa
Asia
Middle East
Europe
Others
Export
Burundi
Kenya
Uganda
DRC
Southern Africa
Other Africa
Asia
Middle East
Others
Inbound Transit
Outbound Transit
Other Flow
Kenya
DRC
Southern Africa
Animal & Animal

Products
2
1
310
310
Vegetable
Products
6,229
251
17,322
211
42
2,945
118
13,226
780
Mineral
Products
Foodstuffs
38
42
19
608
46,838
242
60
Chemicals &
Allied
Industries
972
191
0
0
18
62
120
Raw Hides,
Wood & Wood
Skins, Leather,
Products
& Furs
1,054
2
129
75
0
22
176
18
34,221
Plastics /
Rubbers
0
144
15
0
25
0
17
0
18
23
1,000
31,819
541
837
Footwear /
Headgear
Textiles
Stone / Glass
65
26
12,161
66
48
1,059
6,523
2,743
1,397
324
0
4
8
189
6
27
Machinery /
Electrical
Metals
244
146
11
1
10
26
1
Transportation
828
126
8,407
290
52
16
125
71
3
33
3
5
2
6
29
50,276
3,655
10
149
3,025
413
21
19,071
378
2,745
151
5,172
306
0
6,590
242
54
105,079
7,860
16,562
2,349
527,225
11,294
173,839
3,647
32,643
464
2,871
3
10,044
701
48,350
350
10,178
12
24,051
154
514,323
21,668
242
9
7,851
2,349
11,294
91
3,556
1
433
31
701
178
172
11
0
154
55
21,495
118
1,221
13,005
15,402
11,573
182
331
2,694
1,453
1,059
8,346
30
0
2,321
32
6
1,227
2,717
9,808
371
2,696
12,258
440
7
3,415
5,516
2,641
55
101
27
188
90
52
1
516
2,126
13
38
1,425
27
1
475
548
36
0
2,234
5,999
31
52
487
1,806
26
0
2
143
1,052
20
10
1
109
178,390
320,618
3,918
25
95
3,798
1
13,371
141,275
144
65
20,541
241
2,445
28
8,984
18
45,288
5
8,707
446,032
37,555
722
811
42,826
325
45,068
0
1,905
23,830
18
36
1,814
91
1
12,550
7,195
4,065
884
300
1
5
4,438
7,509
65,880
2
12,990
144
0
114
22,723
96
626
Miscellaneous
48,244
2,286
26
0
2,019
189
17
21
14
378
1
1,460
251
352
857
0
0
160
17,072
TOTAL
10,781
47,855
72,934
126
321
2,259
44,146
3,580
21,069
1,432
55
54
1,589,346
55,064
36
304
53,689
925
39
21
46
6
86,009
48
36
1
29,853
47,269
8,580
108
3
110
647,076
796,412
4,784
25
335
4,425

(Contd.)
Appendix 2
Transit Cargo OD by Commodity

Origin
Dar es Salaam
Kigoma
Namanga
Rusumo
Sirari
Tunduma
TOTAL
Unit: net ton

DSM
1,071
0
Kabanga
263
Kasumulu
26
Kigoma
756
Destination
Mutukula
Namanga
15
Rusumo
2,603
157
Tunduma
4,390
Others
11
Unknown
1,871
1
47
15
1
1,071
263
184
756
5
5
15
2,603
4,438
11
1,888
TOTAL
11,008
1
205
15
1
5
11,234
Vegetable Products
Origin
A-12
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Kigoma
Namanga
Rusumo
Sirari
Tunduma
TOTAL
Unit: net ton

DSM
29,893
5
316
Horohoro
Kabanga
35,632
Kigoma
21,668
565
Mtwara
0
Namanga
Rusumo
77,837
Tanga
54
8,302
35,632
3,850
22,233
4,229
30,000
7,289
14,659
77,837
54
65,880
101
Unknown
38,773
6
15,679
210
480
50
3,102
2,744
189
61,233
TOTAL
290,400
16,018
15,679
16,244
480
2,086
3,102
2,744
7,509
354,261
Unit: net ton

DSM
33,197
Horohoro
8
Kabanga
18,200
Kasumulu
306
186
Destination
Kigoma
Mtwara
3,695
83
Mutukula
3,001
Namanga
14
25
3,043
282
Rusumo
16,555
2,384
33,197
18,200
2,876
Tunduma
11,270
18
1,702
3,695
108
6,044
2
298
16,555
12,990
Unknown
8,886
197
3
3
1
9,089
TOTAL
95,213
204
3,547
3
4,089
1
2
103,059
Appendix 2
Dar es Salaam
Horohoro
Kasumulu
Kigoma
Namanga
Rusumo
Tunduma
TOTAL
56
1,507
Foodstuffs
Origin
Others
45
524
8,302
Tunduma
50,047
14,327
7,370
30
30,251
Kasumulu
2,322
1,005
Destination
Mutukula
Mwanza
4,229
30,000

2.2
Origin
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Kigoma
Namanga
Rusumo
Sirari
Tunduma
TOTAL
Unit: net ton

DSM
90,078
27
Kabanga
124,592
1,440
Kasumulu
69,043
854
Kigoma
37,974
Destination
Mutukula
Namanga
7,754
28
Rusumo
187,787
Tunduma
320,193
170
Others
318
33
47
Unknown
5,060
27
120
30
180
113
224
174
171,186
261,340
29
126,062
0
70,009
38,148
24
7,777
3,676
3,704
187,821
320,618
318
4,518
50
3,475
13,429
TOTAL
842,828
2,519
153
77
180
337
4,518
224
178,390
1,029,227

Origin
A-13
Dar es Salaam
Horohoro
Kasumulu
Kigoma
Mutukula
Namanga
Rusumo
Sirari
Tanga
Tunduma
TOTAL
Unit: net ton

DSM
5,889
Kabanga
4,034
Kasumulu
4,609
4,418
Kigoma
1,217
Mtwara
4
Destination
Mutukula
Mwanza
704
13
Namanga
104
Rusumo
7,304
Sirari
Tunduma
122,908
325
Others
21
Unknown
17,855
29
26
6,301
13,227
19,117
4,034
15,329
18,043
1,217
16
720
13
102
231
7,304
0
0
141,275
21
0
0
28
26
6
25
25
17,995
TOTAL
164,662
4,772
26
0
0
24,372
26
6
25
13,371
207,260
Plastics / Rubbers
Origin
Unit: net ton

DSM
3,771
Horohoro
Kabanga
3,400
Kasumulu
938
22
Kigoma
340
Mtwara
0
Destination
Mutukula
Mwanza
1,282
3,970
28
Namanga
10
Rusumo
5,214
Sirari
Tunduma
19,026
8
56
Others
Unknown
7,604
1
57
900
1,508
6
0
9
0
60
3,831
2
28
3,403
0
1,860
340
1,282
3
3,970
69
1
5,214
0
20,541
5
7,674
TOTAL
45,554
30
85
57
2,413
0
9
0
65
5
48,218
Appendix 2
Dar es Salaam
Horohoro
Kasumulu
Mutukula
Namanga
Rusumo
Sirari
Tanga
Tunduma
Others
TOTAL

Mineral Products
Origin
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Namanga
Rusumo
Tunduma
TOTAL
Unit: net ton
DSM
215
Kabanga
393
Kasumulu
52
0
Kigoma
14
Destination
Mutukula
Mwanza
44
1
Namanga
Rusumo
832
Tunduma
2,444
14
Unknown
1,271
69
45
27
0
569
180
395
393
0
79
14
44
62
107
846
2,445
1,909
TOTAL
5,266
0
83
45
27
569
241
6,232

Origin
A-14
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Kigoma
Mutukula
Namanga
Tunduma
TOTAL

Unit: net ton

DSM
2,692
23
Horohoro
Kabanga
3,501
Kasumulu
280
2,357
Kigoma
107
Destination
Mtwara
Mutukula
3
308
Mwanza
8
1,385
Namanga
26
Rusumo
7,049
22,983
7
23,016
12
7,061
Sirari
Tunduma
8,720
0
1,122
2,714
1,385
7
3,507
3,759
107
308
1
1
Unknown
4,209
264
0
344
134
10
1
8,984
4,699
TOTAL
26,902
2,358
0
24,735
134
10
1,387
28
55,554
Textiles
Unit: net ton

Origin
DSM
10,900
Horohoro
68
Kabanga
9,768
Kasumulu
2,022
385
Kigoma
Mtwara
91
712
Namanga
Rusumo
25,634
Sirari
Tunduma
44,466
47
68
9,768
2,863
12
456
103
11,715
Others
776
0
91
2,253
17
529
20
Unknown
11,115
48
22
0
2
10
216
18
0
0
25,635
45,288
14
595
12,025
TOTAL
106,851
432
48
749
0
2
1,242
216
18
0
18
698
110,273
Appendix 2
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Kigoma
Mutukula
Namanga
Rusumo
Sirari
Tanga
Tunduma
Others
TOTAL
Destination
Mutukula
Mwanza
2,253
529
Origin
Dar es Salaam
Horohoro
Namanga
Rusumo
Tunduma
TOTAL
Unit: net ton

DSM
1,212
Kabanga
508
1,212
0
508
Kasumulu
99
64
141
304
Kigoma
19
19
Destination
Mutukula
Mwanza
471
12
471
12
Namanga
Rusumo
1,602
0
0
1,602
Tunduma
8,025
67
615
8,707
Unknown
1,221
53
5
1,279
TOTAL
13,168
132
757
53
5
14,115
Stone / Glass
Origin
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Kigoma
Namanga
Rusumo
Tunduma
TOTAL
Unit: net ton

DSM
5,637
Horohoro
12
Kabanga
10,362
Kasumulu
767
28
Kigoma
236
Destination
Mtwara
Mutukula
1
399
Mwanza
Namanga
Rusumo
13,306
72
Sirari
Tunduma
22,213
248
50
5,759
56
68
10,362
1,043
510
236
0
399
8
9
Unknown
10,089
10
1
0
0
13,306
22,723
0
107
9
1
10,217
TOTAL
63,029
38
1
73
0
865
9
114
64,131
A-15
Metals
Unit: net ton

Origin
Horohoro
50
Kabanga
12,443
Kasumulu
885
Kigoma
265
Mtwara
2
Namanga
0
Rusumo
12,514
56
Sirari
Tunduma
30,117
1,444
90
440,729
447,254
1,047
1,105
3,199
Others
Unknown
15,920
21
33
31
82
1,873
31
12,556
5
4,207
4,239
265
13
501
54
2,005
2,037
3
12,573
3
3
37,555
0
7
80
39
54
3
25
2,195
18,371
TOTAL
79,173
56
4,664
33
129
80
39
6,254
3
25
446,032
536,488
Appendix 2
Dar es Salaam
Arusha & KIA
Horohoro
Kabanga
Kasumulu
Kigoma
Mutukula
Namanga
Rusumo
Sirari
Tunduma
TOTAL
DSM
6,428
Destination
Mutukula
Mwanza
488
54

Footwear / Headgear
Origin
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Kigoma
Mutukula
Mwanza
Namanga
Rusumo
Tanga
Tunduma
Others
TOTAL
Unit: net ton

DSM
9,825
Horohoro
Kabanga
10,840
Kasumulu
2,817
58
Kigoma
2,378
Mtwara
8
Destination
Mutukula
Mwanza
893
676
Namanga
1
Rusumo
15,347
111
Sirari
Tunduma
42,624
4
Others
172
Unknown
15,219
16
22
3
1
3
1
208
132
52
34
19
9,980
56
10,875
3,102
198
182
2,378
1,075
676
345
0
40
349
15,498
3
149
0
1
42,826
177
2
5
15,397
TOTAL
100,800
61
16
144
1
3
1
410
149
0
811
5
102,401
Transportation
Origin
A-16
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Mutukula
Namanga
Rusumo
Sirari
Tanga
Tunduma
Others
TOTAL
Unit: net ton

DSM
Arusha & KIA
4,448
1
Holili
16
Horohoro
37
Kabanga
12,783
1
Kasumulu
17,447
1
Destination
Kigoma
Mtwara
244
28
1
3
20
4,471
4
27
43
18
68
12,830
Mutukula
3,659
Mwanza
1
Namanga
53
Rusumo
9,963
14
78
9
214
Others
11
196
85
17,662
Tunduma
44,818
52
244
28
3,753
128
13
208
6
6
3
10
10,053
45,068
24
Miscellaneous
Origin
3
18
20
11
228
12
14
5
7
8,881
TOTAL
102,073
54
3
120
20
427
228
12
29
325
20
103,311
Unit: net ton

DSM
4,065
Horohoro
Kabanga
3,780
Kasumulu
811
70
Kigoma
137
Mtwara
6
Destination
Mutukula
Mwanza
466
19
Namanga
38
Rusumo
6,066
11
Sirari
Tunduma
16,910
32
Others
0
Unknown
3,645
3
0
1
4
126
4,195
72
0
0
1
3,781
0
952
130
137
21
486
19
10
59
6,067
0
0
17,072
0
1
54
3
3,706
TOTAL
35,944
102
3
12
1
206
54
160
36,480
Appendix 2
Dar es Salaam
Horohoro
Kabanga
Kasumulu
Kigoma
Namanga
Rusumo
Tunduma
TOTAL
Unknown
8,564


Appendix 3
Survey Sheets
3.1
OD and Traffic Count Survey
3.1.1
OD Survey for Freight
A-17
Appendix 3
Survey Sheets

TRANSPORT LOGISTICS CONSULTANTS
P. O. BOX 19073, LINTON GRANGE, 6015
PORT ELIZABETH, RSA.
Appendix 3
Survey Sheets
JICA OD SURVEY MONITORING SHEET

SURVEY POINT:
Latitude:
Longitude:
Zone:
LOCATION:
SURVEYOR:
DATE:
TIME:
VEHICLE INFORMATION
TRANSPORTER
COUNTRY OF ORIGIN
REG. NO.
TRAILER # 1
TRAILER # 2
VEHICLE GROUP
VEHICLE TYPE
CONTAINER CODE
COMMODITY
(DETAIL)
HS
CODE
TONNAGE
TARE
PAYLOAD
UN
NO.
GVM
TYPE OF LOAD ( Block)

B/BULK
REFER
TANKER
PASSENGER INFORMATION
OD OF PASSENGERS
BUS/COACH CAPACITY
DRIVER GENDER
MALE
CONSOL
FEMALE
WHERE BOARDED
DESTINATION
LEGALLY PERMITTED TO CARRY
CONTN.
BUS/COACH
PASSENGERS
NO. OF PERSONS
ACCOMPANYING DRIVER
BUS SCHEDULE OR TME TABLE & WAITING TIMES AT TERMINAL/PICK UP POINT OR TOWN
RUNNING TO SCHEDULE/TIME TABLE ( Block)
YES
NO
IF NO - CURRENT SCHEDULE
TERMINAL/PICK UP POINT OR TOWN
WAITING TIME IN HRS
OD ORIGIN/DESTINATION SURVEY INFORMATION

POINT OF ORIGIN
BORDER POSTS
FINAL DESTINATION
COUNTRY
SPECIFY (e.g. TOWN, PORT, ICD,

STATION, AIRPORT, OIL TERMINAL)
LIST BY BORDER POST CODE FROM

ORIGIN TO DESTINATION OR SPECIFY
COUNTRY
SPECIFY (e.g. TOWN, PORT, ICD,

STATION, AIRPORT, OIL TERMINAL)
TOTAL TRAVEL TIMEANDC DISTANCE IN KILOMETRES FROM POINT OF ORIGIN TO DESTINATION

TOTAL TRIP TIME TO PRESENT
DAYS
HOURS
TOTAL DRIVING TIME & KM TRAVELLED

DAYS
HOURS
KM
ARRIVED AT SURVEY LOCATION

TIME
DATE
ESTIMATED REMAINING TRAVELTIME TO DESTINATION & KM

DAYS
HOURS
KM
VEHICLE CROSSED OVER

TIME
DEPARTED SURVEY LOCATION
DATE
TIME
DATE
WAITING TIME AT LOADING POINT IN DAYS AND/OR HOURS

SEA PORT
DAYS
/HRS
OD
CODE
LAKE PORT
DAYS
/HRS
OD
CODE
RAILWAY STATION
ICD DRY PORT
DAYS/HRS
DAYS
/HRS
0D
CODE
OD
CODE
AIRPORT
DAYS
/HRS
OD
CODE
BORDER POST
DAYS
/HRS
OD
CODE
OIL TERMINAL
DAYS
/HRS
OD
CODE
TOWN OR CITY
DAYS/HRS
ACOMPANYING DOCUMENTATION
DOCUMENT TYPE
Vehicle Manifest
Passenger Manifest
Commercial Invoice
Consignment Note
Customs Declaration
Customs Trip Sheet (Transit)
Third Party Insurance
Other (Specify)
( Block)
DOCUMENT TYPE
Yellow Card
Road Tolls
VISA
Passport
International Certificate of Vaccination
Drivers License
Weighbridge Ticket
A-18
( Block)

Appendix 3
Survey Sheets
NO. OF CHECK POINTS/WEIGHBRIDGES ENCOUNTERED ENROUTE LOCATIONS & TIME DELAYS

TYPE OF STOP
NUMBER
LOCATIONS
APPROX. TIME TAKEN
CHECK POINTS
WEIGHBRIDGE
COMMENTS:
Table 1 Vehicle Groups ( Configurations)
VEHICLE CONFIGURATION
CODE
01
Car
02
Utility Vehicle
03
Bus (<26 Seats)
04
Bus (26+ Seats)
05
Light Truck / Canter 2 axles
06
Medium Truck 3 axles
07
Heavy Truck
4 axles
08
Heavy Truck
5 axles
09
Heavy Truck 6 axles
10
Heavy Truck
7 axles or more
Table 2 Vehicle Types (Load carrying Category)

CODE
1
2
3
4
5
DESCRIPTION
Tanker Dry Bulk
Tanker Liquid Bulk
Flat Deck
Drop/Gate side
Beverage
REMARKS
All commodities
All commodities
Ignore removable stakes
Full sides solid or latticed
Special purpose beverage
HS CODE
00 00
16 24
39 40
50 63
72 83
90 97
DESCRIPTION
Empty Returns
Foodstuffs
Plastics/Rubbers
Textiles
Metals
Miscellaneous
HS CODE
01 05
25 27
41 43
64 67
84 85
98 99
CODE
1
4
DESCRIPTION
1 x 6 metre
1 x 12 metre
CODE
2
5
CODE
6
7
8
9
10
DESCRIPTION
Container
Box/Pantech
Refrigerated
Tipper
Car carrier
REMARKS
Skeletal container carrier
Van and curtain-side bodies
Van bodies with reefer
Rear and side tippers
Specialized vehicle carrier
Table 3 HS Codes
DESCRIPTION
Mineral Products
Raw Hides, Skins, Leather & Furs
Footwear/Headgear
Service
HS CODE
06 15
28 38
44 49
68 71
86 89
DESCRIPTION
Vegetable Products
Chemical & Allied Products
Stone/Glass
Transportation
CODE
3
6
DESCRIPTION
3 x 6 metre
If load includes other goods
Table 4 Container Codes

DESCRIPTION
2 x 6 metre
1 x 6 metre + 1 x 12 metre
A-19

3.1.2
OD Survey for Passenger
A-20
Appendix 3
Survey Sheets

Appendix 3
Survey Sheets
JICA PASSENGER OD SURVEY MONITORING

SHEET (For Railway Stations& Lake Ports)
SURVEY POINT:
Latitude:
Gratitude:
LOCATION
ZONE:
SURVEYOR:
DATE:
TIME:
PASSENGER INFORMATION
OD OF TARGET
OD OF TRIP
TRANSPORT MODE
PASSENGER GENDER
MALE
FEMALE
ORIGIN
DESTINATION
ORIGIN STATION/
PORT
DESTINATION
STATION/ PORT
NO. OF PERSONS
ACCOMPANYING
INTERVIEWEE
TRANSPORT MODE USED FROM/ TO TARGET TRANSPORT MODE

TRANSPORT MODE TO STATION/ LAKE PORT
TRANSPORT MODE FROM STATION/ LAKE PORT
TRAVEL TIME FROM POINT OF ORIGIN TO DESTINATION

TIME SPENT FOR THE WHOLE TRIP
FROM ORIGN OF TRIP TO ORIGN STATION/ PORT
WAITING TIME AT ORIGIN STATION/ PORT
days
hours
hours
hours
TIME SPENT ON THE RAIL/ LAKE FERRY
WAITING TIME AT DESTINATION STATION/ PORT
FROM DESTINATION STATION/ PORT TO DESTINATIO

N OF TRIP
hours
hours
hours
Table 1 TRANSPORT MODE FROM/ TO STATION/ LAKE PORT

VEHICLE CONFIGURATION
CODE
01
Private Car
02
Utility Vehicle
03
Bus (<26 Seats)
04
Bus (26+ Seats)
05
06
07
08
Waking
Bicycle
Motorbike
Others
A-21

3.1.3
A-22
Appendix 3
Survey Sheets
JICA - TRAFFIC VOLUME SURVEY SHEET

Surveyor:
Town:
Location:
GPS ref. S:
E:
Shift:
Date:
Time
01
Car
02
Utility
Vehicle
(PUs/
Vans)
03
Bus
(<26 Seats)
04
Bus
(26+ Seats)
Zone:
Direction of travel:
From:
To:
Finish Time:
Name of Road:
Start time:
05
Light Truck
(2 axles)
06
Medium
Truck
(3 axles)
07
Heavy Truck
(4 axles)
08
Heavy Truck
(5 axles)
09
Heavy Truck
(6 axles)
10
Heavy Truck
(7 axles or
more)
11
Motor
cycle/
Bicycle
12
Animal Drawn
or Hand Cart
or Other
(Specify)
06:00-6:15
A-23


6:15-6:30
6:30-6:45
6:45-7:00
7:00-7:15
7:15-7:30
7:30-7:45
7:45-8:00
8:00-8:15
8:15-8:30
8:30-8:45
8:45-9:00
9:15-9:30
9:30-9:45
9:45-10:00
* Place a vertical stroke in the appropriate block by time period for each vehicle by category passing the survey point travelling in the direction of the survey assignment & a horizontal line through every 4 units for the 5 th unit.
Appendix 3
Survey Sheets
9:00-9:15

Surveyor:
Date:
Time
Location:
Shift:
01
Car
02
Utility
Vehicle
(PUs/
Vans)
03
Bus
(<26 Seats)
Zone:
Start time:
04
Bus
(26+ Seats)
05
Light Truck
(2 axles)
06
Medium
Truck
(3 axles)
Finish Time:
07
Heavy Truck
(4 axles)
08
Heavy Truck
(5 axles)
09
Heavy Truck
(6 axles)
10
Heavy Truck
(7 axles or
more)
11
Motor
cycle/
Bicycle
12
Animal Drawn
or Hand Cart
or Other
(Specify)
10:00-10:15
10:15-10:30
A-24


10:30-10:45
10:45-11:00
11:00-11:15
11:15-11:30
11:30-11:45
11:45-12:00
12:00-12:15
12:15-12:30
12:30-12:45
12:45-13:00
13:00-13:15
13:30-13:45
13:45-14:00
* Place a vertical stroke in the appropriate block by time period for each vehicle by category passing the survey point travelling in t he direction of the survey assignment & a horizontal line through every 4 units for the 5 th unit.
Appendix 3
Survey Sheets
13:15-13:30

Surveyor:
Date:
Time
Location:
Shift:
01
Car
02
Utility
Vehicle
(PUs/
Vans)
03
Bus
(<26 Seats)
Zone:
Start time:
04
Bus
(26+ Seats)
05
Light Truck
(2 axles)
06
Medium
Truck
(3 axles)
Finish Time:
07
Heavy Truck
(4 axles)
08
Heavy Truck
(5 axles)
09
Heavy Truck
(6 axles)
10
Heavy Truck
(7 axles or
more)
11
Motor
cycle/
Bicycle
12
Animal Drawn
or Hand Cart
or Other
(Specify)
14:00-14:15
A-25
14:15-14:30


14:30-14:45
14:45-15:00
15:00-15:15
15:15-15:30
15:30-15:45
15:45-16:00
16:00-16:15
16:15-16:30
16:30-16:45
16:45-17:00
17:15-17:30
17:30-17:45
17:45-18:00
* Place a vertical stroke in the appropriate block by time period for each vehicle by category passing the survey point travelling in the direction of the survey assignment & a horizontal line through every 4 units for the 5th unit.
Appendix 3
Survey Sheets
17:00-17:15

Surveyor:
Date:
Time
Location:
Shift:
01
Car
02
Utility
Vehicle
(PUs/
Vans)
03
Bus
(<26 Seats)
Zone:
Start time:
04
Bus
(26+ Seats)
05
Light
Truck
(2 axles)
06
Medium
Truck
(3 axles)
Finish Time:
07
Heavy Truck
(4 axles)
08
Heavy Truck
(5 axles)
09
Heavy Truck
(6 axles)
10
Heavy Truck
(7 axles or
more)
11
Motor
cycle/
Bicycle
12
Animal Drawn
or Hand Cart
or Other
(Specify)
18:00-18:15
18:15-18:30
A-26


18:30-18:45
18:45-19:00
19:00-19:15
19:15-19:30
19:30-19:45
19:45-20:00
20:00-20:15
20:15-20:30
20:30-20:45
20:45-21:00
21:00-21:15
21:30-21:45
21:45-22:00
Appendix 3
Survey Sheets
21:15-21:30

Surveyor:
Date:
Time
01
Car
02
Utility
Vehicle
(PUs/
Vans)
Location:
Shift:
Zone:
Start time:
03
Bus
(<26 Seats)
06
Medium
Truck
(3 axles)
04
Bus
(26+ Seats)
05
Light Truck
(2 axles)
07
Heavy Truck
(4 axles)
Finish Time:
08
Heavy Truck
(5 axles)
09
Heavy Truck
(6 axles)
10
Heavy Truck
(7 axles or
more)
11
Motor
cycle/
Bicycle
12
Animal Drawn
or Hand Cart
or Other
(Specify)
22:00-22:15
22:15-22:30
A-27


22:30-22:45
22:45-22:00
23:00-23:15
23:15-23:30
23:30-23:45
23:45-00:00
00:00-00:15
00:15-00:30
00:30-00:45
00:45-01:00
01:00-01:15
01:30-01:45
01:45-02:00
Appendix 3
Survey Sheets
01:15-0130

Surveyor:
Date:
Time
Location:
Shift:
01
Car
02
Utility
Vehicle
(PUs/
Vans)
03
Bus
(<26 Seats)
Zone:
Start time:
04
Bus
(26+ Seats)
05
Light Truck
(2 axles)
06
Medium
Truck
(3 axles)
Finish Time:
07
Heavy Truck
(4 axles)
08
Heavy Truck
(5 axles)
09
Heavy Truck
(6 axles)
10
Heavy Truck
(7 axles or
more)
11
Motor
cycle/
Bicycle
12
Animal Drawn
or Hand Cart or
Other (Specify)
02:00-02:15
02:15-02:30
A-28


02:30-02:45
02:45-03:00
03:00-03:15
03:15-03:30
03:30-03:45
03:45-04:00
04:00-04:15
04:15-04:30
04:30-04:45
04:45-05:00
05:00-05:15
05:30-05:45
05:45-06:00
* Place a vertical stroke in the appropriate block by time period for each vehicle by category passing the survey point travelling in the direction of the survey assignment & a horizontal line through every 4 units for the 5th unit.
Appendix 3
Survey Sheets
05:15-05:30

Appendix 3
Survey Sheets
3.2
Interview Survey to Cargo Owner and Transport Service Industry
3.2.1
Questionnaire for Cargo Owners in Tanzania
For Cargo Owners

Name of Interviewer:
Date:
/ 2011
Name of Interviewee (Contact Person):

Signature of Interviewee:
Telephone Number (Contact Info.):
1.Summary of Business
1-1
1-2
Company Name
Branch Name
1-3
Specify (Detail)
Zone-Code
Location
Private
(100%
Tanzania)
1-4
Private
(100%
Foreign)
Ownership (Choose One)
Private
(Tanzanian
Private &
National
Other Public
& Foreign, Public (Joint) Government
Joint)
Others (Specify)
1-5
1-6
Number of Employees in Tanzania (Specify)

2 axles
How Many Trucks does Your Company Own?

(Specify number of each category of trucks)
3 axles
4 axles
1-7
5 axles
6 axles
7 axles
Tsh/ US$/ year
Annual Sales (in Tanzania only)
Circle Tsh or US$ (converted to US$ at data processing)
1-8
Food beverage and tobacco

Textile and Leather
Wood and wood products
Paper and paper products
Chemical, petroleum, and plastic products
Type of Industry (Choose one)
Pottery, china, glass and non metallic products

Basic metals industries
Fabricated metal produts marchinery and equipment
Others (Sppecify)
1-9
Major Product (One Category)
Specify (Detail)
1-10
Commodity-Code
Volume
Annual Sales Volume and Value of Major Product Above (Specify Both)
Value
ton/ year
Tsh/ US$/ year
1-11
Major Material (One Category)
Specify (Detail)
1-12
Commodity-Code
Volume
Annual Purchases Volume and Value of Major Material Above (Specify
Both)
Value
ton/ year
Tsh/ US$/ year
Region
Commodity
Code
HS Code
Description
T-1
Arusha
01 05
T-2
Dar es Salaam
06 15
T-3
Dodoma
T-4
Mbeya
T-5
Mtwara
T-6
T-7
Zone Code
Commodity
Code
HS Code
50 63
T extiles
Vegetable Products
10
64 67
Footwear / Headgear
16 24
Foodstuffs
11
68 71
Stone / Glass
25 27
Mineral Products
12
72 83
Metals
28 38
Chemical & Allied Products
13
84 85
Mwanza
39 40
Plastics / Rubbers
14
86 89
T ransportation
Tanga
41 43
15
90 97
Miscellaneous
44 49
Raw Hides, Skins, Leather &

Furs
16
98 99
Service
A-29
Description

Appendix 3
Survey Sheets
2. Transport Characteristics: (a) Major Product
2(a)-1
City/ Region
Estimated Distance from

Your Company to
Destination or Regional
Gateway Sea Port (for
Export)
Country
Major Destination of Major Product Answered to Q 1-9 (Specify)
km
Note: Foreign Country or Tanzania
2(a)-2
2(a)-3
Loading Type/ Consignment Condition of Major Product (Choose One)
Note: Land Transport Distance
Containerize Containerize Consolidated Consolidated/ Break Bulk/

d/
d/ Non
/
Non
Non
Liquid Bulk
Refrigirated Refrigirated Refregirated Refregirated Consolidated
Your Company
Who is Responsible for Transport of Major Product? (Choose One)
Buyer of Major Product (customer)
If Your Company is NOT Responsible for Transport of Major Product, Please Skip to Q 2(b)-1
Dar es Salaam
Corridor
2(a)-4
Central
Corridor
Which Route is Used to Transport Major Product from Your Company

to Major Destinaiton/ Gateway Sea Port? (Choose One)
Tanga
Corridor
Mtwara
Corridor
Route to
Mombasa
Mombasa
Port
No Sea Port
is Used
Others (Specify)
Dar es Salaam
Port
2(a)-5
Tanga Port
Mtwara Port
Which Sea Port is Used to Transport Major Product from Your

Company to Major Destination? (Choose One)
Others (Specify)
2(a)-6
2(a)-7
Please Describe Transport Route of Major Product on the Tanzanian

Map and Regional Map on the Next Page
Who Decides Transport Route Above? (Choose One)
Your
Company
Buyer of
Products
Forwarder
Others
Unknown
This Route Minimize Land Transport Time (Including Waiting Time)
2(a)-8
What is Major Reasons Why Your Company Uses Transport Route

Above? (Multiple Answers Allowed)
This Route Minimize Land Transport Cost

Road Condition is Better on This Route
Better Security for Road Transport on This Route
Less Roadside Weighbridges on This Route
Less Roadside Check Points on This Route
Railway is Available on This Route
Railway Operation is Effective/ Reliable on This Route
Sea Port on This Route Minimize Maritime Transport Time
Sea Port on This Route Minimize Maritime Transport Cost
Sea Port Tariff (Sea Port Charge) is Minimized on This Route
Better Security at Sea Port on This Route
Less Border Crossing Time on This Route
This Route does not Request Border Crossing
Clearance Procedure is Easier on This Route
This Route Minimize Cost for Clearance
Others (Specify)
Time by Road
2(a)-9
Waiting/ Loading:
US$/ ton
hours/ days
Average Transport Time and Transport Cost of Major Product by

Transport Route Above by Road
Cost by Road
Transport Time:
hours/ days
Note: Bulk or Consolidated/

Circle Tsh or US$
Tsh/ US$/ 40 ft Container

Note: Containerlized/ Circle Tsh or US $
Total:
hours/ days
Note: Circle hours or days
A-30


Appendix 3
Survey Sheets
Time by Rail
2(a)-10
Cost by Rail
Waiting/ Loading:
US$/ ton
hours/ days
Average Transport Time and Transport Cost of Major Product by

Transport Route Above by Rail
After cargo is applied for railway transport

and moved to railway yard
Note: for Only Users of Central Corridor or Dar es Salaam Corridor

or Other Routes with Railway

Circle Tsh or US$
Transport Time:

hours/ days
Total:
hours/ days
2(a)-11
2(a)-12
2(a)-13
Road
Railway
How Much Percentage of Major Product by Volume (ton) is

Transported by Road and by Railway? (Specify)
Who Decides Transport Mode Above?
%
Your
company
Buyer of
products
Forwarder
Others
Unknown
(Truck Transport Users: Please Answer from Choices Below.)

Road Transport Time is Shorter than Railway Transport Time
Waiting/ Loading Time for Railway Transport is Too Long
Waiting Time for Railway Cannot be Expected. (Depending on
Transport Demand, Waiting Time Could be Very Long)
Railway Transport Time Cannot be Expected because of High
Possibility of Delay of Transport.
There is No Time Table for Railway Transport
Security Level of Railway Transport is Too Low (Cargos Could Be
What are Major Reasons Why Your Company Prefer Road or Railway? Stolen in Case of Railway Transport.)
(Multiple Answers Allowed)
There is High Possibility of Derailment Incidents (Cargos Could Be
Note: for Only Users of Central Corridor or Dar es Salaam Corridor Broken in Case of Railway Transport.)
There is No Refrigirated Transport Service for Railway.
Others (Specify)
(Railway Transport Users: Please Answer from Choices Below.)
Railway Transport Cost is Lower than Truck Transport Cost
Border Crossing Procedure is Easier in Case of Railway Transport
Others (Specify)
A-31

A-32
Appendix 3
Survey Sheets

Appendix 3
Survey Sheets
3. Alternative Transport Route: (a) Major Product

3(a)-1
Yes
Is there an Althernative Transport Route for Major Product?
No
If You Choose "No" for Question Above, Please Skip to Q2(b)-1

Dar es Salaam
Corridor
3(a)-2
Please Choose an Althernative Transport Route You Could Use for
Transport of Major Product (Choose One)
Central
Corridor
Tanga
Corridor
Mtwara
Corridor
Route from
Mombasa
Mombasa
Port
No Sea Port
is Used
Others (Specify)
Dar es Salaam
Port
3(a)-3
Please Choose an Althernative Sea Port You Could Use for Transport
of Major Product (Choose One)
Tanga Port
Mtwara Port
Others (Specify)
Land Transport Time is Long

Land Transport Cost is High
Road Condition is Bad on This Route
Low-Security for Road Transport on This Route
Many Roadside Weighbridges on This Route
Many Roadside Check Points on This Route
Railway is NOT Available on This Route
Railway Operation is NOT Effective/ Reliable on This Route
3(a)-4
Maritime Transport to Sea Port on This Route Takes More Time

What are Major Reasons Why Your Company does NOT Use
Alternative Transport Route Above? (Multiple Answers Allowed)
Maritime Transport to Sea Port on This Route Takes More Cost

Sea Port Tariff is High
Low-Security at Sea Port on This Route
Long Border Crossing Time on This Route
This Route Requests Border Crossing
Clearance Procedure is Complecated on This Route
Cost for Clearance is High on this Route
Others (Specify)
A-33

Appendix 3
Survey Sheets
2. Transport Characteristics: (b) Major Material
2(b)-1
Major Origin of Major Material Answered to Q 1-11 (Specify)
City/ Region
Estimated Distance from

Origin or Regional
Gateway Sea Port (for
Import) to Your Company
Country
km
Note: Foreign Country or Tanzania
2(b)-2
2(b)-3
Loading Type/ Consignment Condition of Major Product (Choose One)
Note: Land Transport Distance

d/
d/ Non
/
Non
Non
Liquid Bulk
Your company
Who is Responsible for Transport of Major Material? (Choose One)
Seller of major material
If Your Company is NOT Responsible for Transport of Major Material, Please Skip to Q 4-1
Dar es Salaam
Corridor
2(b)-4
Central
Corridor
Which Route is Used to Transport Major Material from Major Origin/

Gateway Sea Port to Your Company? (Choose One)
Tanga
Corridor
Mtwara
Corridor
Route from
Mombasa
Mombasa
Port
No Sea Port
is Used
Others (Specify)
Dar es Salaam
Port
2(b)-5
Tanga Port
Mtwara Port
Which Sea Port is Used to Transport Major Material from Major

Origin to Your Company? (Choose One)
Others (Specify)
2(b)-6
2(b)-7
Please Describe Transport Route of Major Material on the Tanzanian

Map and Regional Map on the Next Page
Who Decides Transport Route Above? (Choose One)
Your
company
Seler of
Material
Forwarder
Others
Unknown
2(b)-8
What is Major Reasons Why Your Company Uses Transport Route


Others (Specify)
Time by Road
2(b)-9
Waiting/ Loading:
US$/ ton
hours/ days
Average Transport Time and Transport Cost of Major Material by
Transport Route Above by Road
Cost by Road
Transport Time:
hours/ days

Circle Tsh or US$

Total:
hours/ days
A-34


Appendix 3
Survey Sheets
2(b)-10
Time by Rail
Cost by Rail
Waiting/ Loading:
US$/ ton
hours/ days
Average Transport Time and Transport Cost of Major Material by

Transport Route Above by Rail
After cargo is applied for railway transport

and moved to railway yard


Circle Tsh or US$
Transport Time:
hours/ days
Total:
hours/ days
2(b)-11
2(b)-12
2(b)-13
How Much Percentage of Major Material by Volume (ton) is

Transported by Road and by Railway? (Specify)
Who Decides Transport Mode Above?
Road
Railway
%
Your
Company
Seler of
Material
Forwarder
Others
Unknown

What are Major Reasons Why Your Company Prefer Road or Railway? Stolen in Case of Railway Transport.)
There is High Possibility of Derailment Incidents (Cargos Could Be
Note: for Only Users of Central Corridor or Dar es Salaam Corridor Broken in Case of Railway Transport.)
Others (Specify)
Others (Specify)
A-35

A-36
Appendix 3
Survey Sheets

Appendix 3
Survey Sheets
3. Alternative Transport Route: (b) Major Material

3(b)-1
Yes
Is there an Althernative Transport Route for Major Material?
No
If You Choose "No" for Question Above, Please Skip to Q4-1

Dar es Salaam
Corridor
3(b)-2
Please Choose an Althernative Transport Route You Could Use for
Transport of Major Material (Choose One)
Central
Corridor
Tanga
Corridor
Mtwara
Corridor
Route from
Mombasa
Mombasa
Port
No Sea Port
is Used
Others (Specify)
Dar es Salaam
Port
3(b)-3
Please Choose an Althernative Sea Port You Could Use for Transport
of Major Material (Choose One)
Tanga Port
Mtwara Port
Others (Specify)

3(b)-4

What are Major Reasons Why Your Company does NOT Use

Others (Specify)
If Your Company does NOT use "Central Corridor" or "Dar es Salaam Corridor", This is End of Questions.
A-37

A-38
Appendix 3
Survey Sheets

Appendix 3
Survey Sheets
4. Preference on Road and Railway: (a) Major Product

Current Status (Filled Out by Interviewer from Answer to Q 2(a)-9)
Railway
Road
Waiting/ Loading Time
days
hours
Transport Time
days
days
Transport Cost
US$/ Tsh/
40ft/20ft/ton
US$/ Tsh/
40ft/20ft/ton
4(a). Which do You Prefer Road (Trucks) or Railway to Transport Major Product under the Following Assumptions?
Assumption 1 (Filled Out by Interviewer)

Railway
Road
days
1/2 of Current Railway Waiting/ Loading

Time
Same as Current Truck Waiting/

Loading Time
days
Transport Time
days
Same as Current Railway Transport Time
Same as Current Road Transport Time
US$/ Tsh/
40ft/20ft/ton
Transport Cost
US$/ Tsh/
40ft/20ft/ton
80 % of Road Transport Cost
Same as Current Road Transport Cost
Answer by Interviewee

Railway
Road

Time

Loading Time
Transport Time
Transport Cost
A-39

Appendix 3
Survey Sheets

Railway
Road
days
hours

Time

Loading Time
days
Transport Time
days
1/2 of Current Railway Transport Time
US$/ Tsh/
40ft/20ft/ton
Transport Cost
US$/ Tsh/
40ft/20ft/ton
Railway
Road

Railway
Road
days
hours

Time

Loading Time
days
Transport Time
days
US$/ Tsh/
40ft/20ft/ton
Transport Cost
US$/ Tsh/
40ft/20ft/ton
Railway
Road

Railway
Road
hours
day

Loading Time
Transport Time
days
days
Transport Cost
US$/ Tsh/
40ft/20ft/ton
US$/ Tsh/
40ft/20ft/ton
A-40
Railway
Road

Appendix 3
Survey Sheets

Railway
Road
hours
day

Loading Time
days
Transport Time
days
US$/ Tsh/
40ft/20ft/ton
Transport Cost
US$/ Tsh/
40ft/20ft/ton
Railway
Road

Railway
Road
hours
day

Loading Time
days
Transport Time
days
US$/ Tsh/
40ft/20ft/ton
Transport Cost
US$/ Tsh/
40ft/20ft/ton
Railway
Road

Railway
Road
hours
day

Loading Time
Transport Time
days
days
Transport Cost
US$/ Tsh/
40ft/20ft/ton
US$/ Tsh/
40ft/20ft/ton
Railway
If Your Company is NOT Responsible to Decide Transport Route or Mode of Major Material, This is End of Questions
A-41
Road

Appendix 3
Survey Sheets
4. Preference on Road and Railway: (b) Major Material

Current Status (Filled Out by Interviewer from Answer to Q 2(b)-9)
Railway
Road
days
hours
Transport Time
days
days
Transport Cost
US$/ Tsh/
40ft/20ft/ton
US$/ Tsh/
40ft/20ft/ton
4(b). Which do You Prefer Road (Trucks) or Railway to Transport Major Material under the Following Assumptions?

Railway
Road
days
hours

Time

Loading Time
days
Transport Time
days
US$/ Tsh/
40ft/20ft/ton
Transport Cost
US$/ Tsh/
40ft/20ft/ton
Railway
Road

Railway
Road
days
hours

Time
Transport Time
days
days
Transport Cost

Loading Time
US$/ Tsh/
40ft/20ft/ton
US$/ Tsh/
40ft/20ft/ton
A-42
Railway
Road

Appendix 3
Survey Sheets

Railway
Road
days
hours

Time

Loading Time
days
Transport Time
days
US$/ Tsh/
40ft/20ft/ton
Transport Cost
US$/ Tsh/
40ft/20ft/ton
Railway
Road

Railway
Road
days
hours

Time

Loading Time
days
Transport Time
days
US$/ Tsh/
40ft/20ft/ton
Transport Cost
US$/ Tsh/
40ft/20ft/ton
Railway
Road

Railway
Road
hours
day

Loading Time
Transport Time
days
days
Transport Cost
US$/ Tsh/
40ft/20ft/ton
US$/ Tsh/
40ft/20ft/ton
A-43
Railway
Road

Appendix 3
Survey Sheets

Railway
Road
hours
day

Loading Time
days
Transport Time
days
US$/ Tsh/
40ft/20ft/ton
Transport Cost
US$/ Tsh/
40ft/20ft/ton
Railway
Road

Railway
Road
hours
day

Loading Time
days
Transport Time
days
US$/ Tsh/
40ft/20ft/ton
Transport Cost
US$/ Tsh/
40ft/20ft/ton
Railway
Road

Railway
Road
hours
day

Loading Time
Transport Time
days
days
Transport Cost
US$/ Tsh/
40ft/20ft/ton
US$/ Tsh/
40ft/20ft/ton
A-44
Railway
Road

3.2.2
Appendix 3
Survey Sheets
Questionnaire for Transport Service Industry in Tanzania
For Transport Service Industry 1

Name of Interviewer:
Date:
/ 2011
Name of Interviewee (Contact Person):

Signature of Interviewee:
Telephone Number (Contact Info.):
1.Summary of Business
1-1
1-2
Company Name
Branch Name
1-3
Specify
Zone-Code
Location
Private
(100%
Tanzania)
1-4
Private
(100%
Foreign)
Ownership (Choose One)
Private
(Tanzanian
Private &
National
Other Public
& Foreign, Public (Joint) Government
Joint)
Others (Specify)
1-5
1-6
Number of Employees in Tanzania (Specify)

How Many Trucks does Your Company Own?
(Specify number of each category of trucks)
2 axles
3 axles
1-7
4 axles
5 axles
Tsh/ US$/ year
Annual Sales (in Tanzania only)
Circle Tsh or US$ (conve rte d to US$ at data proce ssing)
1-8
Forewarding Company
Type of Service
Trucking Company
Clearance Agent
Shipping Company
Zone Code
Region
T-1
Arusha
T-2
Dar es Salaam
T-3
Dodoma
T-4
Mbeya
T-5
Mtwara
T-6
Mwanza
T-7
Tanga
A-45
6 axles
7 axles

Appendix 3
Survey Sheets
2.Transport Characteristics
2-1
Loading Type/ Consignment Condition of Cargos Your Company

Transport (Multiple Answers Allowed)

d/
d/ Non
/
Non
Non
Liquid Bulk
Dar es Salaam
Corridor
2-2
By Which Routes does Your Company Transport Cargos? (Multiple
Answers Allowed)
Through Which Sea Port does Your Company Transport Cargos?

2-4
Please Describe Transport Routes Above on the Tanzanian Map and

Regional Map on the Next Page
2-5
How Much Parcentage of Cargos are Transported by Route Chosen by

Cargo Owners and by Your Company? (Specify)
2-6
Tanga Port
Mtwara
Corridor
Route from
Mombasa
Mtwara Port
Mombasa
Port
No Sea Port is
Used
Others (Specify)
Cargo Owners
Your Company
If Your Company does NOT Choose Transport Route, Please Skip to Q 2-7
Dar es Salaam
Central
Corridor
Corridor
Which Route does Your Company Prefer Most? (Choose One)
%
Tanga
Corridor
Mtwara
Corridor
Route from
Mombasa
Mombasa
Port
No Sea Port is
Used
Others (Specify)
Dar es Salaam
Port
2-7
Tanga
Corridor
Others (Specify)
Dar es Salaam
Port
2-3
Central
Corridor
Which Port does Your Company Prefer Most? (Choose One)
Tanga Port
Mtwara Port
Others (Specify)

2-8
What is Major Reasons Why Your Company Prefer Transport Route


Others (Specify)
2-9
If Your Company does NOT use "Central Corridor" or "Dar es Salaam Corridor", Please Skip to Q2-10
Dar es Salaam Corridor
Road
Railway (TAZARA)
How Much Percentage of Cargos Which Your Company is Responsible

are Transported by Road and by Railway? (Specify)
Road
Central Corridor
Railway (Tanzania Railway: TRL)
%
Cargo Owners
2-10
How Much Parcentage of Cargos are Transported by Mode (Railway or

Road) Chosen by Cargo Owners and Your Company? (Specify)
%
Your Company
If Your Company does NOT Responsible to Choose Transport Route or Mode, Please Skip to Q 5-1
2-11

Stolen in Case of Railway Transport.)
What are Major Reasons Why Your Company Prefer Road or Railway? There is High Possibility of Derailment Incidents (Cargos Could Be
Broken in Case of Railway Transport.)
Others (Specify)
Others (Specify)
A-46

Appendix 3
Survey Sheets
3. Alternative Transport Route

3-1
Is there an Althernative Transport Route You Could Use but do NOT

Prefer?
Yes
No
If You Choose "No" for Question Above, Please Skip to Question 4-1
Dar es Salaam
Corridor
3-2
Please Choose an Althernative Transport Route You Could Use but do
NOT Prefer
Central
Corridor
Tanga
Corridor
Mtwara
Corridor
Route from
Mombasa
Mombasa
Port
No Sea Port is
Used
Others (Specify)
Dar es Salaam
Port
3-3
Please Choose an Althernative Sea Port You Could Use but do NOT
Prefer
Tanga Port
Mtwara Port
Others (Specify)

3-4
What is Major Reasons Why Your Company does NOT Prefer


Others (Specify)
If Your Company does NOT use "Central Corridor" or "Dar es Salaam Corridor", Please Skip to Q 5-1
A-47

A-48
Appendix 3
Survey Sheets

A-49
Appendix 3
Survey Sheets

Appendix 3
Survey Sheets
4. Preference on Road and Railway: (a) Dar es Salaam Port to Kigoma

Current Status: from Dar es Salaam Port to Kigoma
Railway
Road
days
Transport Time
days
days
Transport Cost
US$/ Tsh/ 40ft
US$/ Tsh/ 40ft
4(a). Which do You Prefer Road (Trucks) or Railway to Transport 40 ft Container from Dar es Salaam to Kigoma under the Following Assumptions?

Railway
Road
days

Time

Loading Time
days
Transport Time
days
Transport Cost

Railway
Road

Time

Loading Time
Transport Time
Transport Cost
A-50

Appendix 3
Survey Sheets

Railway
Road
days

Time

Loading Time
days
Transport Time
days
Transport Cost

Railway
Road

Time

Loading Time
Transport Time
Transport Cost

Railway
Road

Loading Time
Transport Time
Transport Cost
A-51

Appendix 3
Survey Sheets

Railway
Road

Loading Time
days
Transport Time
days
Transport Cost

Railway
Road

Loading Time
Transport Time
Transport Cost

Railway
Road

Loading Time
Transport Time
Transport Cost
A-52

Appendix 3
Survey Sheets
4. Preference on Road and Railway: from Dar es Salaam Port to Lusaka

Current Status: from Dar es Salaam Port to Lusaka
Railway
Road
days
Transport Time
days
days
Transport Cost
4(b). Which do You Prefer Road (Trucks) or Railway to Transport 40ft Container from Dar es Salaam to Lusaka under the Following Assumptions?

Railway
Road
days

Time

Loading Time
days
Transport Time
days
Transport Cost

Railway
Road

Time

Loading Time
Transport Time
Transport Cost
A-53

Appendix 3
Survey Sheets

Railway
Road
days

Time

Loading Time
days
Transport Time
days
Transport Cost

Railway
Road

Time

Loading Time
Transport Time
Transport Cost

Railway
Road

Loading Time
Transport Time
Transport Cost
A-54

Appendix 3
Survey Sheets

Railway
Road

Loading Time
days
Transport Time
days
Transport Cost

Railway
Road

Loading Time
Transport Time
Transport Cost

Railway
Road

Loading Time
Transport Time
Transport Cost
A-55

Appendix 3
Survey Sheets
For Transport Service Industry 2 (General)

5.Transport Routes
5-1. Please Choose All Road Transport Routes by Which Your Company Transport Cargos and Fill Out Trasport Time and Cost of 40ft Container
Corridor
Dar es Salaam
Corridor
(to inland)
Origin (From)
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Salaam
Salaam
Salaam
Salaam
Salaam
Salaam
Mbeya
Mbeya
Dar es Salaam
Corridor
(from inland)
Lusaka
Lusaka
Lubumbashi
Lubumbashi
Destination
(To)
Border Crossing
Mbeya
---
Mbeya
---
Lusaka
Tunduma/ Nakonde
Lusaka
Tunduma/ Nakonde
Lubumbashi
Tunduma/ Nakonde
Lubumbashi
Lubumbashi
Tunduma/ Nakonde
Lubumbashi
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Salaam
---
Salaam
---
Salaam
Tunduma/ Nakonde
Salaam
Salaam
Tunduma/ Nakonde
Lubumbashi
Tunduma/ Nakonde
Check
Total Transport
Time
Total Transport
Price
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
Salaam
Lubumbashi
Tunduma/ Nakonde
hours/ days
Dar es Salaam
--Dodoma
Port
hours/ days
Dar es Salaam
--Dodoma
City
hours/ days
Dar es Salaam
--Mwanza
Port
hours/ days
Dar es Salaam
--Mwanza
City
hours/ days
Dar es Salaam
Mutukula
Kampala
Port
hours/ days
Dar es Salaam
Mutukula
Kampala
City
hours/ days
Dar es Salaam
Rusumo
Kigali
Central Corridor Port
hours/ days
(to inland)
Dar es Salaam
Rusumo
Kigali
City
hours/ days
Dar es Salaam
Kobero
Bujumbura
Port
hours/ days
Dar es Salaam
Kobero
Bujumbura
City
hours/ days
Dar es Salaam
Goma
Rusumo
Goma
Port
hours/ days
Dar es Salaam
Goma
Rusumo
Goma
City
hours/ days
Dar es Salaam
Bukavu
Rusumo
Bukavu
Port
hours/ days
Dar es Salaam
Bukavu
Rusumo
Bukavu
City
hours/ days
Note 1: "Total Transport Time" should be specified as that informed to cargo owners including waiting/ loading time of the truck.
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Tsh/ US$
Note 2: "Total Transport Price" should be specified as that informed to cargo owners including the all fees of the service your company provide (e.g.
transport, clearance charge, and fees for bonding) and fees to be paid directly from your company to customs or port authority (e.g. charge of customs
if any, and sea port tariff).
Note: 3 Please cirlce hours or days as the unit of transport time
Note: 4 Please cirlce Tsh or US$ as the unit of transport price
A-56

Corridor
Origin (From)
Dodoma
Dodoma
Mwanza
Mwanza
Kampala
Kampala
Central Corridor
(from inland)
Kigali
Kigali
Bujumbura
Bujumbura
Goma
Goma
Bukavu
Bukavu
Tanga Corridor
(to inland)
Tanga Corridor
(from inland)
Mtwara Corridor
(to inland)
Mtwara Corridor
(from inland)
Others
Destination
(To)
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Border Crossing
Salaam
---
Salaam
---
Salaam
---
Salaam
---
Salaam
Mutukula
Salaam
Mutukula
Salaam
Rusumo
Salaam
Rusumo
Salaam
Kobero
Salaam
Kobero
Salaam
Goma
Rusumo
Goma
Rusumo
Bukavu
Rusumo
Bukavu
Rusumo
Salaam
Salaam
Salaam
Appendix 3
Survey Sheets
Tanga Port
Arusha
---
Tanga City
Arusha
---
Nairobi
Arusha
Namanga
Arusha
Tanga Port
---
Arusha
Tanga City
---
Arusha
Nairobi
Dar es Salaam
Port
Dar es Salaam
City
Lilongwe
Lilongwe
Namanga
Lilongwe
Ibanda/ Mwandenga
Lilongwe
Ibanda/ Mwandenga
Dar es Salaam
Port
Dar es Salaam
City
Ibanda/ Mwandenga
Ibanda/ Mwandenga
Mombasa Port
Arusha
Taveta/ Holili
Mombasa Port
Tanga
Lunga lunga/ Horo horo
Arusha
Mombasa Port
Tanga
Mombasa Port
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
Taveta/ Holili
Check
Total Transport
Time
Total Transport
Price
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Note 1: "Total Transport Time" should be specified as that informed to cargo owners including waiting/ loading time of the truck.
Tsh/ US$
A-57

Appendix 3
Survey Sheets
5-2. Please Choose All Railway Transport Routes by Which Your Company Transport Cargos and Fill Out Transport Time and Cost
Corridor
Origin (From)
Dar es Salaam
Corridor
(to inland)
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Salaam
Salaam
Salaam
Salaam
Salaam
Salaam
Mbeya
Mbeya
Dar es Salaam
Corridor
(from inland)
Lusaka
Lusaka
Lubumbashi
Lubumbashi
Destination
(To)
Railway
Lake Transport
Mbeya
Dar- Mbeya
---
Mbeya
Dar- Mbeya
---
Lusaka
Dar - Lusaka
---
Lusaka
Dar - Lusaka
---
Lubumbashi
Dar- Mbeya
---
Lubumbashi
Dar- Mbeya
---
Mbeya - Dar
---
Mbeya - Dar
---
Lusaka - Dar
---
Lusaka - Dar
---
Mbeya - Dar
---
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Dar es
Port
Dar es
City
Salaam
Salaam
Salaam
Salaam
Salaam
Check
Total Transport
Time
Total Transport
Price
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
Salaam
Mbeya - Dar
--hours/ days
Tsh/ US$
Dar es Salaam
Dodoma
Dar- Dodoma
--Port
hours/ days
Tsh/ US$
Dar es Salaam
Dodoma
Dar- Dodoma
--City
hours/ days
Tsh/ US$
Dar es Salaam
Mwanza
Dar-Mwanza
--Port
hours/ days
Tsh/ US$
Dar es Salaam
Mwanza
Dar-Mwanza
--City
hours/ days
Tsh/ US$
Dar es Salaam
Dar- Mwanza/ Port
Kampala
Mwanza - Port Bell
Port
Bell - Kampala
hours/ days
Tsh/ US$
Dar es Salaam
Dar- Mwanza/ Port
Kampala
Mwanza - Port Bell
City
Bell - Kampala
hours/ days
Tsh/ US$
Dar es Salaam
Kigali
Dar- Isaka
--Central Corridor Port
hours/ days
Tsh/ US$
(to inland)
Dar es Salaam
Kigali
Dar- Isaka
--City
hours/ days
Tsh/ US$
Dar es Salaam
Bujumbura
Dar- Kigoma
Kigoma - Bujumbura
Port
hours/ days
Tsh/ US$
Dar es Salaam
Bujumbura
Dar- Kigoma
Kigoma - Bujumbura
City
hours/ days
Tsh/ US$
Dar es Salaam
Goma
Dar- Isaka
--Port
hours/ days
Tsh/ US$
Dar es Salaam
Goma
Dar- Isaka
--City
hours/ days
Tsh/ US$
Dar es Salaam
Bukavu
Dar- Isaka
--Port
hours/ days
Tsh/ US$
Dar es Salaam
Bukavu
Dar- Isaka
--City
hours/ days
Tsh/ US$
Note 1: "Total Transport Time" should be specified as that informed to cargo owners including waiting/ loading time of the railway, the lake transport,
and the truck.
A-58

Corridor
Origin (From)
Lake Transport
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
Dodoma
Mwanza
Mwanza
Kampala
Kampala
Kigali
Kigali
Bujumbura
Bujumbura
Goma
Goma
Bukavu
Bukavu
Others
Railway
Dar es Salaam
Dodoma - Dar
Port
Dar es Salaam
Dodoma - Dar
City
Dar es Salaam
Mwanza - Dar
Port
Dar es Salaam
Mwanza - Dar
City
Dar es Salaam Kampala - Mwanza/
Port
Port Bell - Dar
Dar es Salaam Kampala - Mwanza/
City
Port Bell - Dar
Dar es Salaam
Isaka - Dar
Port
Dar es Salaam
Isaka - Dar
City
Dar es Salaam
Kigoma - Dar
Port
Dar es Salaam
Kigoma - Dar
City
Dar es Salaam
Isaka - Dar
Port
Dar es Salaam
Isaka - Dar
City
Dar es Salaam
Isaka - Dar
Port
Dar es Salaam
Isaka - Dar
City
(Specify)
(Specify)
Dodoma
Central Corridor
(from inland)
Destination
(To)
Appendix 3
Survey Sheets
--------Port Bell - Mwanza

Port Bell - Mwanza
----Bujumbura - Kigoma
Bujumbura - Kigoma
---------
Check
Total Transport
Time
Total Transport
Price
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
hours/ days
Tsh/ US$
Note 1: "Total Transport Time" should be specified as that informed to cargo owners including waiting/ loading time of the railway, the lake transport,
and the truck.
A-59
5.Transport Cost and Time

5-1
Please Fill Out Road Transport Time and Cost of 40ft Container at Each Transport Stage on Transport Corridors Chosen by Question 2-2
Transport Time
Corridor
Dar es
S alaam
(Import)
A-60
Dar es
S alaam
(Export)
Origin
(From)
Destination
(To)
Dar Port
Mbeya
Dar Port
Lusaka
Dar Port
Lilongwe
Dar Port
Lubumbashi
Mbeya
Dar Port
Lusaka
Dar Port
Lilongwe
Dar Port
Lubumbashi Dar Port
Central
(Import)
Dar Port
Dar Port
Dodoma
Mwanza
Dar Port
Kampala
Dar Port
Kigali
Dar Port
Bujumbura
Dar Port
Goma
Dar Port
Bukavu
S ea Port
Road
Clearing & Transport
Others (days) (days)
Border Crossing (hours)
ICD or Other Locations for

Total Time
Clearing (S pecify Lication
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
Tariff (US $) Port or ICD)
(US $)
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
--Tunduma/ Nakonde
Tanzania
Zambia
Kasumulu/ Songwe
Tanzania
M alawi
Tanzania
DRC
--Tunduma/ Nakonde
Zambia
Tanzania
Kasumulu/ Songwe
M alawi
Tanzania
DRC
Tanzania
----M utukula
----Tanzania
----Uganda
Rusumo
Tanzania
Rwanda
Kobero
Tanzania
Burundi
Tunduma/
Nakonde
Tunduma/
Nakonde
Kasumbalesa
Kasumbalesa
Rusumo
Goma
Tanzania
DRC
Rusumo
Bukavu
Tanzania
DRC
Total Cost
(US $)

For Transport Service Industry 2 (Specified Cooperative Large Forwarder Only)
Appendix 3
Survey Sheets
Transport Time
Corridor
Central
(Export)
A-61
Tanga
(Import)
Tanga
(Export)
Mtwara
(Import)
Mtwara
(Export)
Others
(Import)
Destination
(To)
Dodoma
Mwanza
Dar Port
Dar Port
Kampala
Dar Port
Kigali
Dar Port
Bujumbura
Dar Port
Goma
Dar Port
Bukavu
Dar Port
Tanga
Arusha
Nairobi
Arusha
Arusha
Tanga
Arusha
Nairobi
Mtwara Port Lilongwe

Lilongwe
Mtwara Port
Mombasa
Arusha
Mombasa
Tanga
(S pecify)
(S pecify)
Arusha
Mombasa
Tanga
Mombasa
(S pecify)
(S pecify)
S ea Port
Road
----M utukula

and Time) (hours)
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
----Tanzania
Rusumo
Rwanda
Tanzania
Kobero
Burundi
Tanzania
Rusumo
Goma
DRC
Tanzania
Rusumo
Bukavu
DRC
Tanzania
--Namanga
--Kenya
--Tanzania
--Tanzania
--Kenya
Ibanda/ M wandenga
Tanzania
M alawi
Ibanda/ M wandenga
M alawi
Tanzania
Taveta/ Holili
Kenya
Tanzania
Kenya
Tanzania
---
--Namanga
---
(Specify)
---
---
(Specify)
(Specify)
Taveta/ Holili
Tanzania
Kenya
Tanzania
Kenya
(Specify)
(Specify)
Total Cost
(US $)
(Specify)
Appendix 3
Survey Sheets
Others
(Export)
Origin
(From)
Transport Cost
Clearing
Total Time S ea Port
(Origin,
(days)
(US $)
----Uganda

5-1
Please Fill Out Road Transport Time and Cost of 40ft Container at Each Transport Stage on Transport Corridors Chosen by Question 2-2 (Continue)
(Continue)
Please Fill Out Rail Transport Time and Cost of 40ft Container at Each Transport Stage on Transport Corridors Chosen by Question 2-2
Transport Cost (Excluding Clearing Cost
& S ea Port Tariff)
Transport Time
Corridor
Dar es
S alaam
(Import)
Dar es
S alaam
(Export)
Origin
(From)
Destination
(To)
Dar Port
Mbeya
Dar Port
Lusaka
Dar Port
Lubumbashi
Mbeya
Dar Port
Lusaka
Dar Port
Lubumbashi Dar Port
A-62
Dar Port
Dodoma
Dar Port
Mwanza
Dar Port
Central
(Import)
S ea Port
Railway
Clearing & Waiting
Rail
Transport
(days)
Dar
Dar- M beya
Dar
Dar - Lusaka
Dar
Dar- M beya
M beya
M beya- Dar
Lusaka
Lusaka- Dar
M beya
M beya- Dar
Dar
Dar- Dodoma
Dar
Dar-M wanza
Dar
DarM wanza
Port Bell
Port Bell Kampala
Dar
Dar- Isaka
Dar
Dar- Kigoma
Dar
Dar- Isaka
Dar
Dar- Isaka
Lake
Transport
(days)
-----
---
-----
---
----M wanza Port Bell
Road
Transport
(days/hours)
Transit (Rail/ Lake/ Road) &/or Clearing

(Border, Port or ICD) (hours)
in M beya
M beya
in Lusaka
Lusaka
M beya Lubumbashi
M beya
in M beya
M beya
in Lusaka
Lusaka
Lubumbashi M beya
M beya
in Dodoma
Dodoma
in M wanza
M wanza
in Kampala
M wanza
(Rail/Lake)
---
---
---
---
Lubumbashi
Border
---
---
---
---
---
Lubumbashi
Border
---
---
---
---
---
Kampala
(Rail/Road)
Port Bell
(Lake/Rail)
Rail
Total Time
Transport
(days)
(US $)
Dar- M beya
Dar - Lusaka
Dar- M beya
M beya- Dar
Lusaka- Dar
M beya- Dar
Dar- Dodoma
Dar-M wanza
Dar- M wanza
Lake
Transport
(US $)
-----
---
-----
---
----M wanza - Port

Bell
Road
Transport
(US $)
in M beya
in Lusaka
M beya Lubumbashi
in M beya
in Lusaka
LubumbashiM beya

5-2
in Dodoma
in M wanza
in Kampala
Kampala
Kigali
Dar Port
Bujumbura
Dar Port
Goma
Dar Port
Bukavu
--Kigoma Bujumbura
---
---
Isaka - Kigali
Isaka
in Bujumbura
Dar- Isaka
---
---
Kigoma
(Rail/Lake)
Bujumbura
(Lake/Road)
---
Isaka - Goma
Isaka
Rusumo
Border
Goma Border
Dar- Isaka
Isaka - Bukavu
Isaka
Rusumo
Border
Bukavu
Border
Dar- Isaka
Dar- Kigoma
--Kigoma Bujumbura
---
---
Isaka - Kigali
in Bujumbura
Isaka - Goma
Isaka Bukavu
Appendix 3
Survey Sheets
Dar Port
Port Bell Kampala

& S ea Port Tariff)
Transport Time
Corridor
Origin
(From)
Destination
(To)
Dodoma
Dar Port
Mwanza
Dar Port
Kampala
Central
(Export)
Bujumbura
Dar Port
Goma
Dar Port
Bukavu
Dar Port
Mtwara
(Import)
Dar Port
Lilongwe
Mtwara
(Export)
Lilongwe
Dar Port
(S pecify)
(S pecify)
A-63
Dar Port
Others
(Import)
Others
(Export)
Dodoma- Dar
M wanza
Mwanza- Dar
M wanza
M wanzaDar
Kampala
KampalaPort Bell
Isaka
Isaka- Dar
Kigoma
Kigoma- Dar
Isaka
Isaka- Dar
Isaka
Isaka- Dar
Dar
Dar- M beya
M beya
M beya- Dar
(Specify)
Lake
Transport
(days)
----M wanza Port Bell
Road
Transport
(days/hours)
in Dodoma
Dodoma
in M wanza
M wanza
in Kampala
M wanza
(Rail/Lake)
---
---
---
---
Kampala
(Rail/Road)
Port Bell
(Lake/Rail)
(S pecify)
(Specify)
---
Kigali- Isaka
Isaka
(S pecify)
(Specify)
(S pecify)
(Specify)
M wanza- Dar
in Bujumbura
Isaka- Dar
---
Kigoma
(Rail/Lake)
Bujumbura
(Lake/Road)
---
Goma- Isaka
Isaka
Goma Border
Rusumo
Isaka- Dar
Bukavu- Isaka
Isaka
Bukavu
Border
Rusumo
Border
Isaka- Dar
---
M beya Lilongwe
M beya
Ibanda/
M wandenga
---
---
LilongweM beya
M beya
Ibanda/
M wandenga
---
Kigoma Bujumbura
-----
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
M beya- Dar
----Port BellM wanza
(Specify)
(Specify)
(Specify)
--BujumburaKigoma
---
Road
Transport
(US $)
in Dodoma
in M wanza
in Kampala
(Specify)
M beya Lilongwe
---
LilongweM beya
(Specify)
--(Specify)
--(Specify)
--(Specify)
---
Goma- Isaka
---
(Specify)
(Specify)
in Bujumbura
BukavuIsaka
(Specify)
(Specify)
Kigali- Isaka
---
(Specify)
--(Specify)
---
Dar- M beya
--(Specify)
(Specify)
Kigoma- Dar
---
--(S pecify)
M wanza- Dar
---
--(S pecify)
Dodoma- Dar
Lake
Transport
(US $)
Kampala- Port
Bell
--(S pecify)
Rail
Total Time
Transport
(days)
(US $)
Transit &/or Clearing

(Rail/ Lake/ Road) (hours)
(Specify)
---
Appendix 3
Survey Sheets
Others
(Export)
Rail
Transport
(days)
Dodoma
Dar Port
Kigali
Others
(Import)
S ea Port
Railway
Clearing & Waiting

5-2
Please Fill Out Rail Transport Time and Cost of 40ft Container at Each Transport Stage on Transport Corridors Chosen by Question 2-2 (Continue)
(Continue)
Questionnaire for Transport Service Industry in Burundi (Section 5 Only)
For Transport Service Industry 2: Burundi

5-1
Transport Time
Corridor
Central
(Import)
Central
(Export)
Origin
(From)
Destination
(To)
Dar Port
Bujumbura
Kampala
Dar Port
S ea Port
Road
Kobero
M utukula
M alaba
Northern
(Import)
Mombasa Port Bujumbura
A-64
Others
(Import)
Others
(Export)
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
Burundi
Uganda
Tanzania
Kenya
Burundi
Burundi
Kenya
Akanyaru Haut
M alaba
Northern
(Export)
Katuna

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
Tanzania
Katuna
Total Cost
(US $)

3.2.3
Akanyaru Haut
(S pecify)
(S pecify)
(Specify)
(Specify)
(Specify)
(S pecify)
(S pecify)
(Specify)
(Specify)
(Specify)
Appendix 3
Survey Sheets
& S ea Port Tariff)
Transport Time
Corridor
Origin
(From)
Destination
(To)
Central
(Import)
Dar Port
Bujumbura
Central
(Export)
Bujumbura
Dar Port
Northern
(Import)
Northern
(Export)
Bujumbura
Mombasa Port
(S pecify)
(S pecify)
A-65
Others
(Import)
Others
(Export)
S ea Port
Railway
Clearing & Waiting
Rail
Transport
(days)
Lake
Transport
(days)
Road
Transport
(days/hours)

(S pecify)
Lake
Transport
(US $)
Road
Transport
(US $)
Dar
Dar- Kigoma
Kigoma Bujumbura
in Bujumbura
Kigoma
(Rail/Lake)
Bujumbura
(Lake/Road)
---
Kigoma
Kigoma- Dar
Kigoma Bujumbura
in Bujumbura
Kigoma
(Rail/Lake)
Bujumbura
(Lake/Road)
---
M ombasa Port
Mombasa Kampala
---
Kampala Bujumbura
Kampala
Katuna
Akanyaru
Haut
Mombasa Kampala
---
Kampala Bujumbura
Kampala
Kampala Mombasa
---
Bujumbura Kampala
Kampala
Katuna
Akanyaru
Haut
Kampala Mombasa
---
Bujumbura Kampala
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
--(S pecify)
Rail
Total Time
Transport
(days)
(US $)
(Specify)
(Specify)
Kigoma Bujumbura
in Bujumbura
Kigoma- Dar
BujumburaKigoma
in Bujumbura
(Specify)
---
(Specify)
---
Dar- Kigoma
(Specify)
(Specify)
(Specify)
---
(Specify)
---

5-2
(Specify)
---
Appendix 3
Survey Sheets
Questionnaire for Transport Service Industry in DRC (Section 5 Only)
For Transport Service Industry 2: DRC

5-1
Transport Time
Corridor
Dar es
S alaam
(Import)
Dar es
S alaam
(Export)
Central
(Import)
A-66
Central
(Export)
Origin
(From)
Destination
(To)
Dar Port
Lubumbashi
Lubumbashi Dar Port

Dar Port
Goma
Dar Port
Bukavu
Goma
Dar Port
Bukavu
Dar Port
Durban Port Lubumbashi

NorthS outh
Corridor
(Import)
S ea Port
Road

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
Tunduma/
Nakonde
Kasumbalesa
Tanzania
DRC
Tunduma/
Nakonde
Kasumbalesa
DRC
Tanzania
Rusumo
Goma
Tanzania
DRC
Rusumo
Bukavu
Tanzania
DRC
Rusumo
Goma
DRC
Tanzania
Rusumo
Bukavu
DRC
Tanzania
Beit Bridge
Chirundu
RSA
DRC
RSA
DRC
DRC
RSA
DRC
RSA
Namibia
DRC
Total Cost
(US $)

3.2.4
Kasumbalesa
Skilpadshek/
Pioneer Gate
Kazungula

Kasumbalesa
Beit Bridge
Lubumbashi Durban Port
NorthS outh
Corridor
(Export)
Chirundu
Kasumbalesa
Skilpadshek/
Pioneer Gate
Kazungula

Kasumbalesa
Walvisbay
Port
Lubumbashi
Wenela/
Katima
Mulilo
Kasumbalesa
Appendix 3
Survey Sheets
Trans
Caprivi
Corridor
(Import)
Corridor
Trans
Caprivi
Corridor
(Export)
Lobito
Corridor
(Import)
Lobito
Corridor
(Export)
Origin
(From)
Destination
(To)
Lubumbashi
Walvisbay
Port
Lobito Port
Lubumbashi
Lubumbashi Lobito Port
S ea Port
Road
Wenela/
Katima
Mulilo
Kasumbalesa
Namibia
Luau/ Dilolo
Angola
DRC
Luau/ Dilolo
DRC
Angola
Katuna
Kenya
DRC
Katuna
Kenya
DRC
Katuna
DRC
Kenya
Katuna
DRC
Kenya
Mombasa Port Goma
Goma
M alaba
Mombasa Port Bukavu
Bukavu
A-67
M alaba
Goma
Mombasa Port
Northern
(Export)
Others
(Import)
Others
(Export)
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
DRC
M alaba
Northern
(Import)

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
Total Cost
(US $)

Transport Time
Goma
M alaba
Bukavu
Mombasa Port
(S pecify)
(S pecify)
(Specify)
(Specify)
(Specify)
(S pecify)
(S pecify)
(Specify)
(Specify)
(Specify)
Bukavu
Appendix 3
Survey Sheets
& S ea Port Tariff)
Transport Time
Corridor
Origin
(From)
Destination
(To)
Dar es
S alaam
(Import)
Dar Port
Lubumbashi
Dar es
S alaam
(Export)
Lubumbashi Dar Port
Dar Port
Goma
Dar Port
Bukavu
Goma
Dar Port
Bukavu
Dar Port
S ea Port
Railway
Clearing & Waiting
Rail
Transport
(days)
Dar
Dar- M beya
M beya
M beya- Dar
Dar
Dar- Isaka
Dar
Dar- Isaka
Isaka
Isaka- Dar
Isaka
Isaka- Dar
Durban Port
Durban Kitwe
Lake
Transport
(days)
Road
Transport
(days/hours)

---
M beya Lubumbashi
M beya
Lubumbashi
Border
---
---
Lubumbashi M beya
M beya
Lubumbashi
Border
---
Isaka - Goma
Isaka
Rusumo
Border
Goma Border
Dar- Isaka
Isaka - Bukavu
Isaka
Rusumo
Border
Bukavu
Border
Dar- Isaka
Goma- Isaka
Isaka
Goma Border
Rusumo
Isaka- Dar
Bukavu- Isaka
Isaka
Bukavu
Border
Rusumo
Border
Isaka- Dar
Kitwe Lubumbashi
Kitwe
Lubumbashi Kitwe
Kitwe
---
Central
(Import)
A-68
Central
(Export)
NorthS outh
Corridor
(Import)
NorthS outh
Corridor
(Export)
Kitwe
Kitwe Durban
Rail
Total Time
Transport
(days)
(US $)
---
-----
---
---
Dar- M beya
M beya- Dar
Durban Kitwe
Kitwe Durban
Lake
Transport
(US $)
Road
Transport
(US $)
---
M beya Lubumbashi
---
LubumbashiM beya
---
---
-----
---
---
Isaka - Goma
Isaka Bukavu
Goma- Isaka

5-2
BukavuIsaka
Kitwe Lubumbashi
Lubumbashi Kitwe
Appendix 3
Survey Sheets
Corridor
Origin
(From)
Destination
(To)
Mombasa Port Goma
Northern
(Import)
Mombasa Port Bukavu
Goma
Mombasa Port
Bukavu
Mombasa Port
(S pecify)
(S pecify)
Northern
(Export)
Others
(Import)
A-69
Others
(Export)
S ea Port
Railway
Clearing & Waiting
Rail
Transport
(days)
Lake
Transport
(days)
Road
Transport
(days/hours)

(S pecify)
Lake
Transport
(US $)
Road
Transport
(US $)
M ombasa Port
Mombasa Kampala
---
Kampala Goma
Kampala
Katuna
Goma
Mombasa Kampala
---
Kampala Goma
M ombasa Port
Mombasa Kampala
---
Kampala Bukavu
Kampala
Katuna
Bukavu
Mombasa Kampala
---
Kampala Bukavu
Kampala
Kampala Mombasa
---
Goma Kampala
Kampala
Katuna
Goma
Kampala Mombasa
---
Goma Kampala
Kampala
Kampala Mombasa
---
Bukavu Kampala
Kampala
Katuna
Bukavu
Kampala Mombasa
---
Bukavu Kampala
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
--(S pecify)
Rail
Total Time
Transport
(days)
(US $)
(Specify)
(Specify)
(Specify)
---
(Specify)
---
(Specify)
(Specify)
(Specify)
---
(Specify)
---
(Specify)


& S ea Port Tariff)
Transport Time
---
Appendix 3
Survey Sheets
Questionnaire for Transport Service Industry in Kenya (Section 5 Only)
For Transport Service Industry 2: Kenya

5-1
Transport Time
Corridor
Origin
(From)
Destination
(To)
Mombasa Port Kampala

Mombasa Port Kigali
Northern
(Import)
Mombasa Port Beni
S ea Port
Road
M alaba
Katuna
Kenya
Rwanda
M alaba
Katuna
Kenya
Burundi
Akanyaru Haut
A-70
M alaba
M pondwe/
Kasindi
Kenya
DRC
M alaba
Katuna
Kenya
DRC
Katuna
Kenya
DRC
Northern
(Export)
Uganda
Kenya
Kigali
Mombasa Port
Bujumbura
Mombasa Port
Beni
Mombasa Port
Goma
Mombasa Port
Bukavu
Mombasa Port
Bukavu
M alaba
M alaba
Katuna
Rwanda
Kenya
M alaba
Katuna
Burundi
Kenya
Akanyaru Haut
M alaba
M pondwe/
Kasindi
DRC
Kenya
M alaba
Katuna
DRC
Kenya
Katuna
DRC
Kenya
Goma
M alaba
Bukavu
Appendix 3
Survey Sheets
Mombasa Port
Total Cost
(US $)
Goma
M alaba
Kampala
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
Uganda
M alaba
Mombasa Port Goma
Mombasa Port Bukavu

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
Kenya

3.2.5
Corridor
Tanga
(Export)
Tanga
(Import)
Others
(Import)
Others
(Export)
A-71
Origin
(From)
Destination
(To)
Nairobi
Arusha
---
Arusha
Nairobi
---
Mombasa
Arusha
Mombasa
Tanga
(S pecify)
(S pecify)
Arusha
Mombasa
Tanga
Mombasa
(S pecify)
(S pecify)
S ea Port
Road
Namanga
Namanga

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
Kenya
---
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
Tanzania
Tanzania
Kenya
Taveta/ Holili
Kenya
Tanzania
Kenya
Tanzania
(Specify)
---
(Specify)
(Specify)
Taveta/ Holili
Tanzania
Kenya
Tanzania
Kenya
(Specify)
(Specify)
(Specify)
Total Cost
(US $)

Transport Time
Appendix 3
Survey Sheets
& S ea Port Tariff)
Transport Time
Corridor
Origin
(From)
Destination
(To)
Mombasa Port Kigali
Northern
(Import)
Mombasa Port Beni
A-72
Mombasa Port Goma
Mombasa Port Bukavu
Mombasa Port
Kigali
Mombasa Port
Bujumbura
Mombasa Port
Beni
Mombasa Port
Goma
Mombasa Port
Bukavu
Mombasa Port
Northern
(Export)
Rail
Transport
(days)
Lake
Transport
(days)
M ombasa Port
Mombasa Kampala
---
M ombasa Port
Mombasa Kampala
M ombasa Port
Road
Transport
(days/hours)

in Kampala
Kampala
---
Kampala Kigali
Kampala
Katuna
Mombasa Kampala
---
Kampala Bujumbura
Kampala
Katuna
M ombasa Port
Mombasa Kampala
---
Kampala Beni
Kampala
M pondwe/
Kasindi
M ombasa Port
Mombasa Kampala
---
Kampala Goma
Kampala
Katuna
M ombasa Port
Mombasa Kampala
---
Kampala Bukavu
Kampala
Katuna
Kampala
Kampala Mombasa
---
in Kampala
Kampala
Kampala
Kampala Mombasa
---
Kigali Kampala
Kampala
Katuna
Kampala
Kampala Mombasa
---
Bujumbura Kampala
Kampala
Katuna
Kampala
Kampala Mombasa
---
Beni Kampala
Kampala
M pondwe/
Kasindi
Kampala
Kampala Mombasa
---
Goma Kampala
Kampala
Katuna
Kampala
Kampala Mombasa
---
Bukavu Kampala
Kampala
Katuna
Rail
Total Time
Transport
(days)
(US $)
Lake
Transport
(US $)
Road
Transport
(US $)
Mombasa Kampala
---
Mombasa Kampala
---
Kampala Kigali
Mombasa Kampala
---
Kampala Bujumbura
Mombasa Kampala
---
Kampala Beni
Goma
Mombasa Kampala
---
Kampala Goma
Bukavu
Mombasa Kampala
---
Kampala Bukavu
Kampala Mombasa
---
Kampala Mombasa
---
Kigali Kampala
Kampala Mombasa
---
Bujumbura Kampala
Kampala Mombasa
---
Beni Kampala
Goma
Kampala Mombasa
---
Goma Kampala
Bukavu
Kampala Mombasa
---
Bukavu Kampala
Akanyaru
Haut
Akanyaru
Haut
in Kampala
in Kampala
Appendix 3
Survey Sheets
Kampala
S ea Port
Railway
Clearing & Waiting

5-2
Corridor
Others
(Import)
Others
(Export)
Origin
(From)
Destination
(To)
(S pecify)
(S pecify)
S ea Port
Railway
Clearing & Waiting
(Specify)
Rail
Transport
(days)
Lake
Transport
(days)
(Specify)
Road
Transport
(days/hours)

(Specify)
(Specify)
(Specify)
--(S pecify)
(S pecify)
(Specify)
(Specify)
(Specify)
Lake
Transport
(US $)
(Specify)
---
(Specify)
---
Rail
Total Time
Transport
(days)
(US $)
(Specify)
(Specify)
---
(Specify)
---
Road
Transport
(US $)
(Specify)
---
A-73


& S ea Port Tariff)
Transport Time
Appendix 3
Survey Sheets
Questionnaire for Transport Service Industry in Malawi (Section 5 Only)
For Transport Service Industry 2: Malawi

5-1
Transport Time
Corridor
Origin
(From)
Destination
(To)
Dar es
S alaam
(Import)
Dar Port
Lilongwe
Dar es
S alaam
(Export)
Lilongwe
Dar Port
S ea Port
Road
Kasumulu/ Songwe
Kasumulu/ Songwe
Beit Bridge
Durban Port Lilongwe
A-74
NorthS outh
Corridor
(Import)
Chirundu

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
Tanzania
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
M alawi
M alawi
Tanzania
RSA
M alawi
RSA
M alawi
M alawi
RSA
M alawi
RSA
Mwami (Chipata) / Mchinji

Skilpadshek/
Pioneer Gate
Kazungula
Total Cost
(US $)

3.2.6
Durban Port Lilongwe

Beit Bridge
Lilongwe
NorthS outh
Corridor
(Export)
Durban Port

Skilpadshek/
Pioneer Gate
Lilongwe
Chirundu
Kazungula
Durban Port
Nacala Port Lilongwe

Lilongwe
Nacala Port
M andimba/ Chiponde
M ozambique M alawi
M andimba/ Chiponde
M alawi
M ozambique
Appendix 3
Survey Sheets
Nacala
Corridor
(Import)
Nacala
Corridor
(Export)
Origin
(From)
Destination
(To)
Beira
Corridor
(Import)
Beira Port
Lilongwe
Beira Port
Blantyre
Beira
Corridor
(Export)
Lilongwe
Beira Port
Blantyre
Beira Port
(S pecify)
(S pecify)
(S pecify)
(S pecify)
Corridor
Others
(Import)
Others
(Export)
S ea Port
Road
M wanza/Zobue

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
M ozambique
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
M alawi
M wanza/Zobue
M ozambique M alawi
M wanza/Zobue
M alawi
M ozambique
M wanza/Zobue
M alawi
M ozambique
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
Total Cost
(US $)
A-75

Transport Time
Appendix 3
Survey Sheets
& S ea Port Tariff)
Transport Time
Corridor
Dar es
S alaam
(Import)
Dar es
S alaam
(Export)
Origin
(From)
Destination
(To)
Dar Port
Lilongwe
Lilongwe
Dar Port
Nacala Port Lilongwe
S ea Port
Railway
Clearing & Waiting
A-76
Lilongwe
Nacala Port
Blantyre
Nacala Port
Beira
(Import)
Beira Port
Blantyre
Beira
(Export)
Blantyre
Beira Port
(S pecify)
(S pecify)
Others
(Export)

(S pecify)
Ibanda/
M wandenga
---
---
LilongweM beya
M beya
Ibanda/
M wandenga
---
in Lilongwe
Lilongwe
Nacala Lilongwe
---
in Blantyre
Blantyre
Nacala Blantyre
---
in Lilongwe
Lilongwe
Lilongwe Nacala
---
in Blantyre
Blantyre
Blantyre Nacala
---
in Blantyre
Blantyre
Beira Blantyre
---
in Blantyre
Blantyre
Blantyre Beira
---
M beya- Dar
Nacala Port
Nacala Lilongwe
---
Nacala Port
Nacala Blantyre
---
Lilongwe
Lilongwe Nacala
---
Blantyre
Blantyre Nacala
---
Beira Port
Beira Blantyre
---
Blantyre
Blantyre Beira
---
(Specify)
Lake
Transport
(US $)
M beya
(Specify)
(Specify)
(Specify)
(Specify)
--(S pecify)
Rail
Total Time
Transport
(days)
(US $)
M beya Lilongwe
M beya
(Specify)
Road
Transport
(days/hours)
---
Dar- M beya
Nacala
(Export)
Others
(Import)
Lake
Transport
(days)
Dar
Nacala
(Import)
Nacala Port Blantyre
Rail
Transport
(days)
(Specify)
M beya- Dar
(Specify)
---
M beya Lilongwe
---
LilongweM beya
(Specify)
---
(Specify)
---
Dar- M beya
(Specify)
in Lilongwe
in Blantyre
in Lilongwe
in Blantyre
in Blantyre
in Blantyre
(Specify)
---
(Specify)
---
Road
Transport
(US $)

5-2
(Specify)
---
Appendix 3
Survey Sheets
Questionnaire for Transport Service Industry in Rwanda (Section 5 Only)
For Transport Service Industry 2: Rwanda

5-1
Transport Time
Corridor
Central
(Import)
Central
(Export)
Northern
(Import)
Northern
(Export)
A-77
Others
(Import)
Others
(Export)
Origin
(From)
Destination
(To)
Dar Port
Kigali
Kigali
Dar Port
Mombasa Port Kigali

Mombasa Port Kigali
S ea Port
Road
Rusumo
Rusumo

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
Tanzania
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
Rwanda
Rwanda
Tanzania
M alaba
Katuna
Kenya
Rwanda
M alaba
Katuna
Rwanda
Kenya
(S pecify)
(S pecify)
(Specify)
(Specify)
(Specify)
(S pecify)
(S pecify)
(Specify)
(Specify)
(Specify)
Total Cost
(US $)

3.2.7
Appendix 3
Survey Sheets
& S ea Port Tariff)
Transport Time
Corridor
Central
(Import)
Central
(Export)
Origin
(From)
Destination
(To)
Dar Port
Kigali
Kigali
Dar Port
Northern
(Import)
Mombasa Port Kigali
Northern
(Export)
Kigali
Mombasa Port
(S pecify)
(S pecify)
Others
(Import)
A-78
Others
(Export)
S ea Port
Railway
Clearing & Waiting
Rail
Transport
(days)
Lake
Transport
(days)
Road
Transport
(days/hours)

Isaka
Isaka- Dar
M ombasa Port
Mombasa Kampala
---
Kampala Kigali
Kampala
Katuna
Mombasa Kampala
---
Kampala Kigali
Kampala
Kampala Mombasa
---
Kigali Kampala
Kampala
Katuna
Kampala Mombasa
---
Kigali Kampala
(Specify)
(Specify)
Kigali- Isaka
Isaka
(Specify)
(Specify)
---
---
---
---
(Specify)
--(S pecify)
(S pecify)
(Specify)
(Specify)
Isaka- Dar
(Specify)
-----
(Specify)
---
(Specify)
---
Dar- Isaka
Road
Transport
(US $)
Dar- Isaka
---
Isaka
Lake
Transport
(US $)
Dar
---
Isaka - Kigali
Rail
Total Time
Transport
(days)
(US $)
(Specify)
Kigali- Isaka
(Specify)
---
(Specify)
---
Isaka - Kigali
(Specify)
---

5-2
Appendix 3
Survey Sheets
Questionnaire for Transport Service Industry in Uganda (Section 5 Only)
For Transport Service Industry 2: Uganda

5-1
Transport Time
Corridor
Central
(Import)
Central
(Export)
Northern
(Import)
Northern
(Export)
A-79
Others
(Import)
Others
(Export)
Origin
(From)
Destination
(To)
Dar Port
Kampala
Kampala
Dar Port
S ea Port
Road
M utukula

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
Tanzania
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
Uganda
M utukula
Uganda
Tanzania
M alaba
Kenya
Uganda
M alaba
Uganda
Kenya

(S pecify)
(S pecify)
(Specify)
(Specify)
(Specify)
(S pecify)
(S pecify)
(Specify)
(Specify)
(Specify)
Total Cost
(US $)

3.2.8
Appendix 3
Survey Sheets
& S ea Port Tariff)
Transport Time
Corridor
Central
(Import)
Origin
(From)
Dar Port
Destination
(To)
A-80
Kampala
Northern
(Import)
Northern
(Export)
Kampala
Mombasa Port
(S pecify)
(S pecify)
Others
(Export)
Rail
Transport
(days)
Lake
Transport
(days)
Dar
DarM wanza
Port Bell
Port Bell Kampala
M wanza
M wanzaDar
Kampala
KampalaPort Bell
M ombasa Port
Mombasa Kampala
---
Kampala
Kampala Mombasa
---
M wanza Port Bell
Road
Transport
(days/hours)
in Kampala

M wanza
(Rail/Lake)
Kampala
(Rail/Road)
Dar- M wanza
Lake
Transport
(US $)
Road
Transport
(US $)
M wanza - Port
Bell
in Kampala
Port BellM wanza
in Kampala
Dar Port
(Specify)
Port Bell Kampala

M wanza Port Bell
in Kampala
M wanza
(Rail/Lake)
Kampala
(Rail/Road)
(S pecify)
(Specify)
Port Bell
(Lake/Rail)
M wanza- Dar
Kampala- Port
Bell
(Specify)
in Kampala
Kampala
Mombasa Kampala
---
in Kampala
Kampala
Kampala Mombasa
---
(Specify)
(Specify)
(Specify)
--(S pecify)
Port Bell
(Lake/Rail)
Rail
Total Time
Transport
(days)
(US $)
Kampala
Central
(Export)
Others
(Import)
S ea Port
Railway
Clearing & Waiting
(Specify)
(Specify)
---
(Specify)
---
(Specify)
(Specify)
in Kampala
(Specify)
---
(Specify)
---
in Kampala

5-2
(Specify)
---
Appendix 3
Survey Sheets
Questionnaire for Transport Service Industry in Zambia (Section 5 Only)
For Transport Service Industry 2: Zambia

5-1
Transport Time
Corridor
Origin
(From)
Destination
(To)
Dar es
S alaam
(Import)
Dar Port
Lusaka
Dar es
S alaam
(Export)
Lusaka
Dar Port
S ea Port
Road
Tunduma/ Nakonde
Tunduma/ Nakonde
A-81
NorthS outh
Corridor
(Import)
Durban Port Lusaka
NorthS outh
Corridor
(Export)
Lusaka
Durban Port
Lusaka
Durban Port
Durban Port Lusaka

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
Tanzania
Clearing
Road (Truck)
(Destination,
Total Cost
Transport
Port or ICD)
(US $)
(US $)
(US $)
Zambia
Zambia
Tanzania
Beit Bridge
Chirundu
RSA
Zambia
Skilpadshek/
Pioneer Gate
Kazungula
RSA
Zambia
Beit Bridge
Chirundu
Zambia
RSA
Skilpadshek/
Pioneer Gate
Kazungula
Zambia
RSA
Nacala Port Lusaka
Mandimba/
Chiponde
M wami
(Chipata) /
M chinji
M ozambique Zambia
Nacala
Corridor
(Export)
Lusaka
Mandimba/
Chiponde
M wami
(Chipata) /
M chinji
Zambia
M ozambique
Trans
Caprivi
Corridor
(Import)
Zambia
Lusaka
Wenela/ Katima M ulilo

(Sesheke)
Namibia
Walvisbay
Port
Wenela/ Katima M ulilo

(Sesheke)
Zambia
Namibia
Lusaka
Walvisbay
Port
Trans
Caprivi
Corridor
(Export)
Nacala Port
Appendix 3
Survey Sheets
Nacala
Corridor
(Import)

3.2.9
Corridor
Origin
(From)
Destination
(To)
Lobito
Corridor
(Import)
Lobito Port
Lusaka
Lobito
Corridor
(Export)
Lusaka
Lobito Port
(S pecify)
(S pecify)
(S pecify)
(S pecify)
Others
(Import)
Others
(Export)
S ea Port
Road

Total Time
(days)
and Time) (hours)
Transport Cost
Clearing
S ea Port
(Origin,
(US $)
Clearing
Road (Truck)
(Destination,
Transport
Port or ICD)
(US $)
(US $)
Luau/ Dilolo
Kasumbalesa
Angola
Zambia
Luau/ Dilolo
Kasumbalesa
Zambia
Angola
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
(Specify)
Total Cost
(US $)
A-82

Transport Time
Appendix 3
Survey Sheets
& S ea Port Tariff)
Transport Time
Corridor
Origin
(From)
Destination
(To)
Dar es
S alaam
(Import)
Dar Port
Lusaka
Dar es
S alaam
(Export)
Lusaka
Dar Port
Dar
A-83
Durban Port Lusaka
NorthS outh
Corridor
(Export)
Lusaka
Durban Port
(S pecify)
(S pecify)
Others
(Export)
Rail
Transport
(days)
Lake
Transport
(days)
Dar - Lusaka
Road
Transport
(days/hours)
in Lusaka

Lusaka
--Lusaka
NorthS outh
Corridor
(Import)
Others
(Import)
S ea Port
Railway
Clearing & Waiting
Lusaka- Dar
in Lusaka
Durban Port
Lusaka
(Specify)
Durban Lusaka
Lusaka Durban
in Lusaka
---
---
---
Lusaka Durban
Lusaka
---
(Specify)
(Specify)
(Specify)
(Specify)
--(S pecify)
(S pecify)
(Specify)
(Specify)
(Specify)
in Lusaka
in Lusaka
---
in Lusaka
---
(Specify)
---
(Specify)
---
in Lusaka
---
Durban Lusaka
Lusaka
(Specify)
(Specify)
---
(Specify)
---
Road
Transport
(US $)
--Lusaka- Dar
---
in Lusaka
Lake
Transport
(US $)
Dar - Lusaka
---
Lusaka
---
Rail
Total Time
Transport
(days)
(US $)

5-2
(Specify)
---
Appendix 3
Survey Sheets

A-84
Appendix 3
Survey Sheets

Tanzania Transport Master Plan (Vol.2)

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Tanzania Transport Master Plan (Vol.2)

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Formatos disponíveis

Ministry of Transport

Comprehensive Transport and Trade

PADECO Co. Ltd.

Comprehensive Transport and Trade System Development

Draft Final Report

Study Background and Subjects ............................................................................. 1-1

Port Sector ..................................................................................................... 3-1

Economic Development Scenario .................................................................. 2-1

Socio-Economic Development ............................................................................... 2-1

Introduction ................................................................................................... 1-1

Road Sector .................................................................................................... 4-1

Road Network ........................................................................................................ 4-1

Comprehensive Transport and Trade System Development

Draft Final Report

4.2.2 Issues and Findings .................................................................................. 4-33

Network ................................................................................................................. 5-1

Other Modes and Facilities ............................................................................ 6-1

Airports/Air Transport ............................................................................................ 6-1

Rail Sector ...................................................................................................... 5-1

Institutional Matters ...................................................................................... 7-1

Related Laws and Regulations................................................................................ 7-1

Comprehensive Transport and Trade System Development

Draft Final Report

Estimation of Transport Demand .................................................................. 8-1

Forecasting Methodology and Data Collection ....................................................... 8-1

Comprehensive Transport and Trade System Development

Draft Final Report

Preliminary Ideas on Possible Short- and Long-Term Projects ................... 9-1

Need for Discussion ............................................................................................... 9-1

Comprehensive Transport and Trade System Development

Draft Final Report

Study Flow and Schedule .................................................................................. 1-3

Regional Distribution of GDP at Market Prices (20022006)............................. 2-2

Organization of the Tanzania Ports Authority .................................................... 3-3

Major Road Corridors in the EAC Countries ..................................................... 4-2

Major Airports in Tanzania ................................................................................ 6-1

Comprehensive Transport and Trade System Development

Draft Final Report

Aviation Traffic Feature of Mwanza Airport in 20032010 .............................. 6-10

Comprehensive Transport and Trade System Development

Draft Final Report

Trend in Transportation Volume ...................................................................... 6-65

PPP Institutions in Tanzania ............................................................................ 7-11

Format of the OriginDestination Matrix .......................................................... 8-2

Location of the Short-Term Projects (Shown in Green) ...................................... 9-5

Comprehensive Transport and Trade System Development

Draft Final Report

Container Handling by TPA .............................................................................. 3-6

Comprehensive Transport and Trade System Development

Draft Final Report

MV Liemba Moored at Mpulungu Port ........................................................... 3-67

Newly Paved ArushaNamanga ........................................................................ 4-6

Comprehensive Transport and Trade System Development

Draft Final Report

Trends in Regional GDP at Market Prices ......................................................... 2-2

Container Throughput in Eastern and Southern African Ports ............................ 3-2

Comprehensive Transport and Trade System Development

Draft Final Report

Local Cargo Handled at Mwanza Port ............................................................. 3-44

Major Road Corridors in the EAC Countries ..................................................... 4-1

Locomotive Availability Position as at 24 October 2011 .................................... 5-4

Current Characteristics of Major Airports .......................................................... 6-3

Comprehensive Transport and Trade System Development

Draft Final Report