Dar port's $357m upgrade bears fruit, topples Mombasa from perch Sunday May 28 2023 The East Africa

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Dar port's $357m upgrade bears fruit, topples Mombasa from perch
Sunday May 28 2023 The East Africa

Kenya and Tanzania have been competing as the preferred entry point by Uganda, Rwanda, Burundi, South Sudan and the DRC.

IN SUMMARY
Mombasa has been losing business to Dar es Salaam, as transporters and importers from the Great Lakes region continue to reroute cargo to the Central Corridor.
Tanzania plans a process of finding a competent global investor to run the port.
The United Arab Emirates has in the past few years positioned itself in the region to run a chain of strategic ports in Africa

The $357 million Dar es Salaam Maritime Gateway Project (DMGP) seems to be bearing fruit: The World Bank has put Dar above its main regional competitor, Mombasa, in a new port efficiency ranking.

The Port of Dar es Salaam rose to position 312 in the 2022 Container Port Performance Index (CPPI) against Mombasa’s position 326 in the survey of 348 ports globally, making it the preferred facility by East African shippers. Djibouti ranked at 26 and the port of Berbera (Somalia) at 144.

The 2021 CPPI report had placed the port of Mombasa at 296, and Dar es Salaam at 316.

The news has been received well in Tanzania, even as comes at a time when legislators are pushing for privatisation of the port to increase efficiency.

Dar port managers attribute the noted success to infrastructure improvements and capacity building, which have helped address operational and physical constraints at the facility.

It goes back to a $345 million credit facility by the International Development Association’s Scale-up Facility and a $12 million grant from the UK’s Department for International Development disbursed in 2017.

Containerisation has brought about significant changes in shipping, a trend that is likely to continue with digitalisation.

The World Bank says that container ports are critical nodes in global supply chains and essential to the growth strategies of many emerging economies. In numerous cases, the development of high-quality container port infrastructure has been a prerequisite for export-led growth.

The Countries that follow such a strategy will have higher levels of economic growth Efficient, high quality port infrastructure can facilitate investment in production and distribution systems, engender expansion of manufacturing and logistics, create employment opportunities, and raise income levels.


“However, ports and terminals, especially container terminals, can cause shipment delays, disruptions in supply chain, additional expenses, and reduced competitiveness. The negative effect of poor performance in a port can extend beyond the that port’s hinterland to others as container shipping services follow a fixed schedule with specific berth windows at each port of call on the route. Therefore, poor performance at one port could disrupt the entire schedule.

“This, in turn, increases the cost of imports and exports, reduces the competitiveness of the country and its hinterland, and hinders economic growth and poverty reduction. The consequences are significant for landlocked developing countries and small island developing states,” says the World Bank report.

Panamax dimensions
Efficient operation of the Dar port is therefore key to the development of trade in the region, and there has been significant improvement in business since 2020, when the marine industry recorded reduced activity in the wake of the Covid-19 pandemic

ports in the region continue to suffer excessive vessel turnaround time, a recipe for supply-chain disruption.

“Efficient operation of Africa’s ports is a key determinant in whether Africa achieves its economic potential,” said Martin Humphreys, Lead Transport Economist at the World Bank.

The report said improving the regional transport network is essential for both competitiveness and improved regional and global economic integration.

Dar es Salaam, apart from serving Tanzania’s inland, is also depended on by several landlocked neighbours. It has, thus, been facing pressures from infrastructural constraints and increasing volumes each year. But the construction of a new roll-on, roll-off terminal at the port has boosted its capacity to handle large vessels with efficiency, and to improve on the turnaround time for ships.

In 2017, Tanzania embarked on the improvement of its port infrastructure with a new berth. The construction of the first dedicated roll-on, roll-off (RoRo) infrastructure ramp and terminal, which became operational in March 2021, saw the port to start hosting post-Panamax vessels, with the first one arriving in August 2022.

Panamax is a term given to ships specifically designed to travel through the original dimensions of the Panama Canal and the smallest of its locks. The width of those locks is 110 feet, the length 1,050 feet and the draft in tropical freshwater of 41.2 feet.
Post-Panamax, therefore, describes ships that do not meet the dimension criteria for Panamax vessels.

Motor vehicles are now driven off a ship, straight onto the adjacent spacious berth with a handling capacity of 3,000 vehicles at a time, or 200,000 per year.

RoRo has been a game-changer, as ships come straight and berth directly, with no waiting time.

The DMGP has also supported the reconstruction and deepening of berths 1–7 to 14.5 metres, so the port can now host large vessels, compared with an average eight-metre draft before the expansion.

In addition, the project has improved the rail platform and linkages within the port, thus ensuring seamless evacuation of cargo.
Efforts by Tanzania Ports Authority (TPA) in the past two years to implement President Samia Hassan’s vision to make Tanzania a regional hub has also greatly contributed to the port’s efficiency.

There has been massive improvement in port infrastructure, acquisition and use of modern cargo-handling equipment and technologies, safety and security, while considerable measures have been taken to market the country's ports to increase cargo volumes.

Expertise and efficiency
Dar es Salaam handles more than 18 million tonnes of cargo per year of which 6.8 million tonnes is containerised but Transport minister Prof Makame Mbarawa said on May 23 that TPA has handled 20.8 million tonnes by April this year.

About 200,000 imported vehicles are off-loaded at the Dar es Salaam Port per year for Tanzania and other neighbouring countries, mostly Rwanda, Burundi, Zambia and DR Congo.

Volumes are projected to grow beyond 30 million tonnes.

Kenya Ports Authority data indicates that investment in Dar es Salaam has seen Burundi shift its business from Mombasa. Records indicate a significant reduction of business between Kenya and Burundi, with a paltry 1,000 tonnes reported to have been imported through Mombasa in the first seven months 2022.

But Kenya’s close diplomatic ties with Uganda and South Sudan and the Northern Corridor infrastructural developments have kept Mombasa in business.

Kenya and Tanzania compete to position their ports as the preferred entry point to the region, particularly targeting markets in landlocked Uganda, Rwanda, Burundi and South Sudan — and the Democratic Republic of Congo.

Mombasa has been losing business to Dar es Salaam, as transporters and importers from the Great Lakes region continue to reroute cargo to the Central Corridor, saying that even the roads in that Corridor are better, and the border charges and road tolls are lower.

Stretching over 1,300km, the Central Corridor begins at the Port of Dar es Salaam into Rwanda, Burundi, Uganda and the eastern DRC.
The Northern Corridor, on the other hand, stretches about 1,700km from the Mombasa port to Uganda, Rwanda, Burundi and eastern DRC.

Shippers Council of Eastern Africa CEO Gilbert Lagat told The EastAfrican that the Mombasa-Dar competition is working to their advantage, as governments are improving services to attract and keep clients.

Mr Lagat said competition has seen ports invest on different modes of transport but there is a need to embrace multi-modal transport to further reduce congestion in the ports.

To ensure cargo is delivered on time, we need to incorporate both road and rail in our transport system and, where possible, lakes.

We cannot expect to decongest our ports to make them competitive if we depend on one mode to evacuate cargo from the port: That is why East African ports are performing dismally, compared with others in the region. But, with competition, we are seeing governments investing more on such infrastructure," Mr Lagat said.

Now, Tanzania plans a process of finding a competent global investor to run the port.

Prof Mbarawa told parliament on May 23 that the preferred investor should meet international standards for the port to be more competitive.

"We want the investor to meet international standards for the port to be more competitive, come up with a permanent solution on cargo shipping from point of origin to the client as well as be able to address cargo clearance challenges," he said when he wound up debate on his ministry's budget estimates for the 2023/2024 financial year.

He said countries that are using the private sector in running their ports have recorded huge success.

The United Arab Emirates has been gobbling up such deals and has in the past few years positioned itself in the region to take advantage of such offers and run a chain of strategic ports in Africa.

The latest beneficiary is Somaliland, where Dubai Ports World (DP World) has opened a new terminal at Berbera Port, giving competitors, especially Kenya, a run for their money.

The Port of Dar es Salaam is the principal port serving Tanzania located in Kurasini ward of Temeke District of Dar es Salaam Region.[7][8] The port is one of three ocean ports in the country and handles over 90% of the country's cargo traffic.[2] According to the International Association of Ports and Harbors, it is the fourth largest port on the African continent's Indian Ocean coastline after Durban, Mombasa and Maputo.[9] The port acts as a gateway for commerce and trade for Tanzania and numerous bordering landlocked states.
 
WANAZUONI WANENA

BARUA YA WAZI KWA MUHESHIMIWA SPIKA WA BUNGE LA JMT, DKT. TULIA ACKSON

Mheshimiwa Spika wa Bunge la Jamhuri ya Muungano wa Tanzania, tunapenda kukushukuru kwa kutoa mwongozo Bungeni Leo tarehe 29 Agosti 2023 kuhusu MKATABA WENYE UTATA WA BANDARI, kuwa bado Bunge lako linapokea maoni ya Watanzania kusudi yaweze kufanyiwa kazi na Bunge lako kama serikali litaona jambo hilo linafaa. Sisi Wanazuoni tumeamua kuandika mapendekezo yetu kama ifuatavyo:

THAMANI HALISI YA BANDARI YETU YA DAR ES SALAAM KWA SASA

Wanazuoni tunapenda kulijulisha Bunge lako Tukufu kuwa wachangiaji wengi wa mjadala huu wa Bandari wakiwemo viongozi wa Serikali wanashindwa kutaja thamani halisi ya sasa ya Bandari yetu ya Dar es Salaam.

Kutokana na Taarifa rasmi za Benki ya Dunia na tafiti mbali mbali za wasomi nguri na wabobezi wa Uchumi na mambo ya Bandari katika usafirishaji majini inakaridiwa kuwa Bandari ya Dar es Salaam ni ya NNE kwa Ukubwa kwenye Bara zima la Afrika na ina thamani ya Dola za Kimarekani billion 400 USD ni sawa na Pesa za Kitanzania Shilingi Trillion 900 .

Kwa Sheria iliyotungwa na Bunge la JMT ilikabidhi mamlaka ya Bandari (TPA) nguvu za Kisheria kusimamia rasimali hii ya Watanzania wote kwa niaba. Mpaka Wanazuoni tunaandika Maoni haya Mh. Spika, Bandari yetu haina ubia na mtu yoyote au Taifa lolote wala kampuni yoyote Dunia. Hivyo Taifa zima lipo kwenye lindi la sintofahamu pamoja na wasi wasi mkubwa muno unaoambatana na hofu kubwa ya kupoteza umiliki wa Bandari zetu.

Kwa thamani hii ya Bandari lazima Mkataba wa IGA ubadilishwe kabisa na kuondoa vipingele vyote vyenye utata na ukakasi kwa wenye mali ambao ni Wananchi wa Nchi ya Tanzania. Ukielewa thamani ya Bandari utaweza kujua mwekezaji analeta mtaji kiasi gani?? Katika ubia wowote utakaofanyika lazima Serikali kupitia TPA ndiyo awe majority shareholders Zaidi ya asilimia sabini (70%).

Sababu kubwa ya Wanazuoni kujenga hoja hii ni kwamba hakuna mwekezaji anayeweza kuzidi au kufikia thamani ya Bandari yetu ya dola za Kimarekani billion 400. Je ni dola ngapi za Kimarekani anataka kuwekeza ??? . Hivyo tunashauri Bunge lako kufuta Azimio mlilopitisha kimakosa na kujisahihisha ni jambo ambalo mtaliponya Taifa ambalo lipo kwenye mgawanyiko wa tetemeko la Kisiasa ambalo halijawahi kutokea katika historia ya Nchi yetu.

MIKATABA KUTENGENEZA GHARAMA YA UWEKEZAJI YA UDANGANYIFU

Jambo la Pili, tunaomba Bunge lako tukufu kuzingatia maoni ya Wataalamu wa ndani akiwemo Profesa Issa Shivji ambaye alitoa angalizo kuwa wawekezaji wengi wanaokuja Afrika wana tabia ya kuzidisha gharama za uwekezaji yaani wanatabia ya (over-pricing).

Wanatoa magharama makubwa ya kununua mitambo kuliko uhalisia na wanaweka vipengele vyenye riba kusudi pesa iongezeke hata kama hakuna uwekezaji mkubwa baada ya muda Taifa linajikuta kwenye madeni makubwa kutoka kwa mwekezaji.

Kumbuka wawekezaji wanatumia Rushwa kubwa na nono hivyo lazima Bunge kama Taasisi isimame imara kulinda na kutetea rasimali za Nchi. Ndiyo maana Mh. Spika Wanazuoni tunakuomba usibadilishe sheria ya kulinda rasimali za Taifa kama ambavyo mlikuwa mmependekeza.

UBAGUZI KUMEGA TAIFA

Jambo la Tatu Wanazuoni tunashauri eneo linalozunguka Bandari pale Kurasini mpaka maeneo yote ya Kilwa road, Chuo Cha Polisi , Kurasini mpaka chuo cha Uhasibu tumepewa taarifa kuwa eneo lote hilo mwekezaji DP World anataka kununua na kuwalipa fidia watu binafsi pamoja na Taasisi za umma kwa kuziamisha kwenda nje ya Mji mbali na Bandari ilipo.

Kitendo hiki cha kumpa eneo la kimkakati mwekezaji huyu wa Dubai tunakwenda kutengeneza “LOLIONDO NYINGINE BANDARINI” kwani eneo hilo litampa umiliki wa Bandari na litahatarisha uhuru wa Kiuchumi wa Taifa letu pamoja na ulinzi na Usalama wa Taifa kwa ujumla. Tunashauri eneo hilo linunuliwe na TPA hata kwa gharama yoyote iwe ni sehemu ya uwekezaji wa serikali kwa niaba ya Watanzania. Mwekezaji yeye akodishwe eneo hilo kurahisha kupakua na kushusha mizigo tu.

Kwa uzoefu wa wawekezaji wenye asili ya kiarabu wanayo tabia ya kujitenga yaani kujibagua na watu wenye asili ya Afrika yaani wana kitu kwa lugha ya kizungu kinaitwa Institutional racism ipo kwenye damu zao , mfano mzuri nenda Loliondo kwenye eneo lao huwezi kukanyaga. Mara nyingi wenyeji wanaozunguka Loliondo wanapigwa risasi kwa kuwinda karibu na kitalu cha Waarabu.

Wakinunua eneo hilo la Bandari na kulimiliki na miaka ijayo 20 wataweza kukataza Mtanzania kufika kwenye eneo lao na hapo Watanzania watajiona ni watumwa ndani ya Nchi yao.

Kwa sasa Mh. Spika unaweza usione shida lakini miaka 20 au 30 ijayo viongozi wa sasa watakuwa ni wazee wapande zote hivyo kutakuwa na kizazi kipya cha Dubai na Tanzania. Hivyo ili kulinda kizazi kijacho Tafadhali Mh. Spika Bunge lako lishauri Serikali kutofanya makosa hayo la kuwamilikisha eneo la kimkakati.

KIFO CHA UHURU WA TAIFA NA KIFO CHA CCM

Jambo la NNE, Wanazuoni tunashauri mtengamano wa kisiasa Nchini maana swala hili la Bandari linaweza kulipasua Taifa vipande vipande na tutabaki kujuta na tutashindwa kurudisha Amani ya Taifa hili. Mifano ipo mingi Libya, Sudan, Somalia na Congo. Mkataba huu wa Bandari unaweza kulipeleka Taifa letu kwenye vita vya wenyewe kwa wenyewe vizazi vijavyo kama tukishindwa kupata muafaka wa Kitaifa kwenye jambo hili sasa. Limechagiza kwa kiasi kikubwa sana mpasuko wa Utanganyika na Uzanzibari kuliko wakato wowote wa historia ya Nchi yetu.

Mh. Spika tunaliomba Bunge lako kuacha kupuuza maoni ya Watanzania ambao ndiyo wenye Nchi na mamlaka yote yanatoka kwao. Bandari ambalo ndilo lango kuu la Uchumi wa Taifa letu likikabidhiwa Kampuni binafsi ya kigeni kwa asilimia 70% za mapato kwenda nje ni lazima utambue kwamba hapo baadaye miaka 20 au 30 ijayo , CCM na Wananchi watapoteza nguvu za kisiasa na Kiuchumi hivyo DP World ndiyo wataweza kuamua nani awe Rais wa Nchi yetu na tukifika hapo tutakuwa tumepoteza uhuru wa Nchi yetu (Soveregnity).

Tunawasilisha
 
Bandari ya Dar haiwezi izidi Bandari ya Mombasa kwa mizigo na sababu KUU ni Uchumi, Kenya ina uchumi mkubwa klk Tanzania na tofauti ni kubwa sana tu hivyo logic ya kawaida tu imports na exports za Kenya ni zaidi ya mara 2 ya Tanzania plus northern Tanzania bado wanatumia Mombasa lkn hakuna Mkenya anayetumia Bandari ya Tanzania …
 
Bandari ya Dar haiwezi izidi Bandari ya Mombasa kwa mizigo na sababu KUU ni Uchumi, Kenya ina uchumi mkubwa klk Tanzania na tofauti ni kubwa sana tu hivyo logic ya kawaida tu imports na exports za Kenya ni zaidi ya mara 2 ya Tanzania plus northern Tanzania bado wanatumia Mombasa lkn hakuna Mkenya anayetumia Bandari ya Tanzania …
Ongea kwa data. Numbers don't lie
 
Jambo ninalojiuliza, tuliambiwa tumekopa pesa karibia trillion na ushee, kwa ajili ya kuboresha bandari ya dar. na wakati huuhuu tumempa mwarabu bandari, ile pesa tuliyokopa ambayo sisi wananchi tutailipa imefanya nini na mwarabu anakuja kufanya nini? manake mwarabu anakuja na vitu vyake vipya kila kitu, sisi tumefanya nini na ile pesa, maokoto yako wapi kama bado ipo, na kama imeshafanya kazi imefanya kazi ipi pale bandarini ambayo mwarabu atakuja kuiweka pembeni aweke mitambo yake ya kisasa? tumeng'ang'ana kubisha dp world ila tumesahau kuwa na pesa hii pia ipo, si ukute wamempa dp world ili wagawane hii pesa ambayo sasa haina kazi ya kufanya.
 
Huo ni mkopo wa Trillion moja ambao tunakamuliwa tozo za miamala kuulipa, halafu anakuja kupewa mtu bure!
 
Huo ni mkopo wa Trillion moja ambao tunakamuliwa tozo za miamala kuulipa, halafu anakuja kupewa mtu bure!
kwahiyo mwarabu kapesa mkopo sisi tunamlipia mwarabu? unakopa pesa unaenda kumpa mtu baki halafu watoto wako wanaendelea kuulipa mkopo. mwarabu aturudishie basi huo mpunga tuliokopa ili atumie zake, yaani aje hapa afanye biashara kwa kutumia mkopo wetu?
 
kwahiyo mwarabu kapesa mkopo sisi tunamlipia mwarabu? unakopa pesa unaenda kumpa mtu baki halafu watoto wako wanaendelea kuulipa mkopo. mwarabu aturudishie basi huo mpunga tuliokopa ili atumie zake, yaani aje hapa afanye biashara kwa kutumia mkopo wetu?
Ndicho walichofanya, tunapolia kwa uchungu kama taifa muwe mnatuelewa, tumefanyiwa unyama usiosemeka!!
 
halafu hili deni tulilokopa kuboresha bandari, watu hawaliongelei kabisa, na wao wanafurahi kwamba tumelisahau. wajue tu kwamba tulikopa mipesa hiyo kwa ajili ya kuboresha bandari, hatujaboresha, mwarabu amechukua kwahiyo hiyo hela ipo, ifanye kazi zingine basi, na iwe wazi isiwe kimyakimya. ama la, waseme kama wamempa mwarabu na deni letu ili sisi tumlipie yeye akitafuna faida ya uwekezaji.
 
Jambo ninalojiuliza, tuliambiwa tumekopa pesa karibia trillion na ushee, kwa ajili ya kuboresha bandari ya dar. na wakati huuhuu tumempa mwarabu bandari, ile pesa tuliyokopa ambayo sisi wananchi tutailipa imefanya nini na mwarabu anakuja kufanya nini? manake mwarabu anakuja na vitu vyake vipya kila kitu, sisi tumefanya nini na ile pesa, maokoto yako wapi kama bado ipo, na kama imeshafanya kazi imefanya kazi ipi pale bandarini ambayo mwarabu atakuja kuiweka pembeni aweke mitambo yake ya kisasa? tumeng'ang'ana kubisha dp world ila tumesahau kuwa na pesa hii pia ipo, si ukute wamempa dp world ili wagawane hii pesa ambayo sasa haina kazi ya kufanya.
Ni shares za waswahili wenzetu
 
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