Steve Dii
JF-Expert Member
- Jun 25, 2007
- 6,402
- 1,254
Masatu, nikisoma mambo kama hayo uliyoandika jazba linanipanda... wewe acha tu... yaani hata mawazo maovu ya kuteketeza viongozi wetu ili kupata maendeleo yananiingia kichwani
Mtanzania,
Upo sahihi kabisa. Kule Kigamboni kuna "unataped" vast land ni mapori tu watu wanalima embe.
Mpango ya kuwa na "Satelite town" ungeanzia kule wawalipe wananchi fidia mashamba yao watengeneze well plan town kule yenye kila kitu.
U will be surprised to learn that baada ya kukamilika daraja mtu anaishi Kigamboni atasafiri sio zaidi ya 5km kuingia city centre yeye hata mtu anaekaa Mwenge atakuwa mbali na town.
Last time I checked daraja lita cost not more than 60bn Tshs of that 50% ni grant kutoka Dutch Govt sasa hizo 30bn ndio wakubwa pale miundo mbinu wanapigana vikumbo. Doc haisogei bila mtu kuahidiwa kwanza.
Matokeo yake ndio hayo sasa mikontena inalundikana tu na tu a resort tu kwenye mipango yetu ya zima moto sijui task force ku clear containers sijui kamati ya nini yaani kupeana ulaji tu wakati solution imelala ktk makabrasha ofisini mwao.
Chini ya mheshimiwa wa miundo mbinu Daraja lazima litajengwa lakini litakuja kama IPTL, RDC, RADAR,NDEGE YA RAIS etcAs long as Chenge yupo pale Miundo Mbinu ujenzi wa Daraja la Kigamboni utabaki kwenye makabati wizarani na ndoto isiyo timia.
Sijui katoroga nani Watanzania, wafadhili wapo tayari, financier ( wa ndani ) yupo tayari tatizo nini?
Chini ya mheshimiwa wa miundo mbinu Daraja lazima litajengwa lakini litakuja kama IPTL, RDC, RADAR,NDEGE YA RAIS etc
Mombasa to remain a port of choice - survey
By A STAFF WRITER
The EastAfrican
Is the Mombasa port's dominance of the transshipment cargo business in the East African region under serious threat?
That has been the question on the minds of observers following the recent political crisis in Kenya that caused unprecedented disruption of transport activity on routes serving the country's landlocked neighbours.
A recent survey that looked at competition for transit cargo between East Africa's two largest ports - Mombasa and Dar es Salaam - has predicted that the Kenyan port is still likely to remain the port of choice for exporters and importers in the region in the near future.
Conducted in the month of February by the management of the Kenya Ports Authority in conjunction with the Kenya High Commission in Tanzania, the study found that the latter country's two major ports of Dar es Salaam and Tanga had intractable problems that prevented them taking full advantage of the problems in Mombasa during the political crisis.
The team of researchers that conducted the survey spent one full month driving continuously around the main road links in the region in a "recce" that saw them traverse the entire Central Corridor from Dar es Salaam through Morogoro, Dodoma, Singida, Isaka, Kahama, Benaco, Rusumo Mutukula, Bukoba, Mwanza, Serari, Arusha, Moshi, Korogwe, Tanga and Chalinze and back to Dar es Salaam.
In total, the journey covered a distance of 4,221 kilometres.
The East African region has two main transport corridors - the Northern Corridor connecting Mombasa to the Ugandan border towns of Malaba and Busia, and the Central Corridor linking Dar es Salaam through Bukoba to the landlocked countries of Uganda, Rwanda, Burundi and eastern Democratic Republic of Congo.
Mombasa port dominates the transit cargo business in the region, commanding a market share of 88 per cent of transhipment cargo to Uganda, the Democratic Republic of Congo, Burundi and Rwanda in 2005.
Right now, the Dar es Salaam port is experiencing an acute pile-up of cargo caused by inordinate delays in discharging ships.
According to estimates by shipping lines, it takes between 12 and 13 days for a ship to be discharged at the port.
In the thick of the recent political crisis in Kenya and the consequent disruption of transport business on the Northern Corridor, landlocked Uganda, Rwanda and Burundi were beginning to seek alternative sea routes.
Authorities in Kenya have been especially concerned about recent events that suggested that Tanzania was moving to capitalise on that country's problems.
Such has been the anxiety that some observers were beginning to read a grand conspiracy against the Mombasa port.
The perception was given credence by a recent upsurge in diplomatic activity between Tanzania and its landlocked neighbours.
In a period of just one month, literally all the landlocked countries - Uganda, Burundi, and Rwanda - have sent high-powered ministerial delegations to Dar es Salaam to asses the port's capacity to handle more cargo.
Tanzania port authorities had also only recently signed memoranda of understanding with Rwanda, Burundi and Uganda - all of them on the subject of transit cargo.
New developments at the Dar port itself and what seems like a new push by Tanzanian authorities to improve the main railway link with Kigali combined to entrench the impression that Mombasa's competitive advantage in the region was at last under serious threat.
Only recently, Tanzania contracted Oceania Advanced Industries of Israel to dredge all its 11 berths. The deal was concluded with alacrity, suggesting that the country was moving quickly to take advantage of the political turmoil in Kenya.
The dredging project - estimated to cost $4 million - is expected to commence from March 2008 and to be completed in 32 weeks.
Authorities say the newly dredged facilities will improve ship turnaround times and enable large ocean-going vessels to dock at Dar port.
Another dredging project is on the cards at the Kigoma port. Mombasa's competitiveness is also threatened by the developments at the Isaka Dry Port. On January 25 this year, officials of Burlington Northern Santa Fe, the US firm awarded the tender to construct the Isaka-Kigali railway line, were in Dar es Salaam to hold discussions with President Jakaya Kiwete.
Isaka Dry Port was built in 1993 by Tanzania Railway Corporation to serve northern Tanzania and the landlocked countries. It started operations in 1994.
Isaka is strategically located on the main artery of the Central Corridor. Recently, the Rwandan government acquired 14 acres of land next to the inland container depot (ICD) on which it intends to build its own container depot dedicated to stacking and sorting Rwandese cargo.
In addition, there are plans to construct a railway line from Kigali to Bujumbura in Burundi and possibly link Tanzania's central railway line with the Tanzania-Zambia Railway Authority (Tazara) to ease movement of cargo between South Africa and both Tanzania and its northern neighbours.
There are three major road links on the Central Corridor. The Dar es Salaam-Dodoma-Isaka-Mutukula route into Uganda covers a total of 1,611 kilometres.
According to the study by KPA and the Kenya High Commission in Tanzania, the road is in very good condition, apart from a short stretch of 60 kilometres between Chikuyu and Manyoni.
The distance between Mutukula and Kampala is 301 kilometres, bringing the entire stretch from Dar es Salaam to Kampala through Mutukula to 1,912 kilometres.
The second link is the Dar-Dodoma-Rusumo route into Kigali covering a total of 1,546 kilometres.
Finally, there is the 1,640 kilometre stretch linking Dar es Salaam to Bujumbura through Nyakanazi.
Cargo can also be transported to Burundi on Lake Tanganyika via lake ferry from the Kigoma port to Bujumbura port - a distance of 200 kilometres.
The main railway line through the Central Corridor runs from Dar es Salaam to Isaka. It is also linked to Mwanza on the northern and to Kigoma on the southern shores of the lake.
Cargo destined for Uganda, Rwanda, Burundi and DR Congo can be railed to Isaka Dry Port and subsequently loaded on trucks.
Cargo can also be moved over Lake Victoria between the ports of Kisumu, Port Bell, Kigoma, Bujumbura, Mwanza and Bukoba.
http://www.nationmedia.com/eastafrican/current/News/news100320089.htm
http://www.nationmedia.com/eastafrican/current/News/news170320089.htmPoor roads, rails scupper Dar bid to benefit from Kenya's woes
By JOHN MBARIA
Special Correspondent
Tanzania stood to benefit from the recent conflict in Kenya, but its infrastructure did not measure up to the surprise windfall, says a new report.
According to The Business Forecast Report for Tanzania by Business Monitor International, countries in the region considered rerouting their goods through Tanzania but found the country's ports, roads and rail systems ill-prepared to handle an upsurge of goods.
The report says that Dar es Salaam handles only 165,000 containers each year compared with the 300,000 containers handled by Mombasa.
"Dar is already well over capacity...even without the massive influx of extra work, it is a less efficient port than Mombasa and passage through it takes up to two weeks," adds the report.
With this in mind, it says that Uganda seems to have decided "to continue using Mombasa... but is now sending goods south to Tanzania by road before heading west to Uganda."
Uganda sent a government delegation to Tanzania on February 4 but was apparently not convinced that the port of Dar es Salaam had the capacity to handle additional cargo. So, it decided to continue shipping its goods through Kenyan port of Mombasa.
According to the report, countries in the region are already rerouting traffic through Tanzania. It gives the example of Rwanda, which "moved imports to Dar es Salaam from Mombasa following petrol shortages."
The report predicts that the Tanzanian economy will grow by between 8.0 and 8.3 per cent between 2008 and 2010, and stood to gain from the recent political upheaval in Kenya.
Unrest in Kenya has the potential to weaken the current account position by raising the cost of imports traditionally from Kenya, but we believe this effect will be offset by greater traffic of goods through Tanzania and a tourism boom brought on by holiday packages favouring Tanzania over Kenya," says the report.
However, Tanzania's overall infrastructure is inadequate. The report says that the country's transport network "is not strong enough to make a serious bid to be the new hub of East Africa."
Further, it seems Tanzanian roads and railways are not even prepared. BMI report says; "Tanzania's roads are also of poor quality - very heavy, long or wide loads cannot use them and must continue to rely on Kenya."
On the country's rail services, the report says it lacks direct rail lines to Uganda and other countries earlier served by Kenya.
The additional cost of shifting from Kenyan to Tanzanian ports may also have proved prohibitive.
"For countries that previously relied on Kenya's North Corridor, transporting containers through Dar es Salaam costs an extra $3,000 to $4,000, while road transport costs an extra 20 per cent." It says the extra cost "is not a sustainable burden for most businesses."
The report therefore adds "We project rapid resumption of Kenyan transport once security is re-established, even amid widespread political uncertainty."
Nevertheless, the country had the opportunity of snatching part of the $1 billion revenue that Kenya received in 2006 from international transport and allied services. Tanzania had received $346 million in the same year.
It seems a significant portion of these receipts will now be diverted through Tanzania at least to the capacity it can be absorbed, supplying a massive boost to the sector," says the report.
According to the report, if Tanzania captures 75 per cent of the revenue normally generated by Kenya, it can raise its 2008 returns from transport by at least 54 per cent.
Chaos notwithstanding, the report offers an unflattering analysis of what is wrong with Kenya's good shipment system.
"Besides the safety concerns, there are major delays associated with backlogs at the port of Mombasa, arbitrary roadblocks, forced detours, and vandalised rail networks, as well as a lack of security personnel to escort vehicles," it says.
Besides, transporters are said to incur extra costs and large fines for having their cargo stored in Mombasa and to hire security escorts. The report says that this has been a major concern for Ugandan businesspeople who now estimate that the probability of receiving goods safely is down to 50 per cent.
The report says that Tanzania had attempted to implement "emergency measures to expand Dar es Salaam capacity." But it nevertheless says "Substantial improvement is not possible without major investment."
Established in 1984, Business Monitor International publishes specialist business information on global emerging markets and offers reports on 175 countries.
Chini ya mheshimiwa wa miundo mbinu Daraja lazima litajengwa lakini litakuja kama IPTL, RDC, RADAR,NDEGE YA RAIS etc
http://www.nationmedia.com/eastafrican/current/Business/biz1703200810.htmDar cargo terminal in $62m expansion
By CHRISTINE AFANDI
Special Correspondent
The container terminal at the port of Dar es Salaam is to be expanded at a cost of $62 million to enable it to handle the rapidly increasing trade of the country and neighbouring markets.
Tanzania International Container Terminal Services (TICTS) which manages the container terminal says it is undertaking massive long term expansion and infrastructure development to mordernise port operations.
TICTS chief executive David Cotty told The EastAfrican that, by 2007 the firm had invested $15 million in container-handling equipment and infrastructure, a sum greater than the requirements of the original investment plan.
In addition, TICTS has acquired five rubber-tyred gantry cranes used for moving and stacking containers, said Mr Cotty.
Four new reach stackers will arrive this month, nine new tractors will come in June and two new empty container handlers are scheduled to arrive in August, he said.
The container terminal will also invest $52 million in equipment and another $10 million in further improvements over the next five years.
TICTS recently defended itself against accusations of being responsible for delays and congestion. The company said better co-operation from importers and clearing firms would help reduce container dwell time the length of time a container stays in the port awaiting clearance and forwarding.
According to Mr Cotty, dwell time can be reduced if all importers and exporters prepare accurate documentation before containers arrive at the port. He also asked for the simplification of the clearance processes carried out by authorities and agents other than TICTS.
Up to 30 per cent local import of containers still arrives at TICTS without any documentation, having been cleared by Customs authorities. In addition, the same authorities reject over 40 per cent of all documents at least once because they are incomplete. This creates unavoidable delays and must be addressed urgently, said Mr Cotty.
Second, the slow pick-up rate of containers by road and rail has further contributed to delays in the removal of containers from the port. As of now, on any given day, there are more than 3,000 teu (twenty-foot equivalent unit or a standard small container) of import cargo that have stayed in the port for more than 21 days.
These containers occupy yard space and reduce yard capacity levels, pushing the terminal to the current level of congestion, said TICTS in a statement.
The company says it can deliver 350 containers per day from the terminal, but is currently receiving bookings for only 200-250 per day. To be able to use port space efficiently, importers should immediately pick up their cargo so that the port can continue to offload additional containers from ships.
The surge in the container cargo volume at the port of Dar es Salaam the result of high growth in the economies of neighbouring landlocked countries consequent upon increased trade, particularly with the Middle East and as China; is increased use by global shipping lines for transhipment traffic and Tanzanias impressive growth that has averaged 5.8 per cent over the past seven years.
Tanzania has experienced a container throughput growth of 280 per cent over the past eight years since the economic reform, and this trend is expected to continue with a projection of 380,000 teu for 2008 and one million teu to be reached by 2016.
The move to expand and modernise infrastructure at the Dar port is long overdue as international shipping lines and transporters have been complaining about congestion at the port, inefficiency, ageing infrastructure and limited container storage yards.
Last week Maersk Shipping LineS issued a formal notice to its customers to the effect it will not dock at the Dar es Salaam port due to delays in offloading containers from its ships, saying it was incurring losses as it costs $25,000 a day to keep a ship in the outer anchorage.
In addition, port users pay a vessel delay surcharge (VDS) as a result of the long waiting time to offload cargo.
Analysts warn that putting the blame squarely on TICTS for the congestion at the port is unfounded and the government and Surface and Marine Transport Regulatory Authority (Sumatra) should also shoulder the burden.
For instance, some of the companies contracted to operate inland container depots by Sumatra have no equipment and or the means to shift containers from the port, contributing to congestion and unnecessary delays.
To ease further congestion at the port, Kilindini harbour in Mombasa will start accepting tran-shipment traffic to Dar es Salaam but this will require a 14-day notice prior to the ships arrival and will be treated on a case-by-case basis.
A 14 day notice signed by Twalib Khamis, Kilindinis port master and chief operations manager, says that transhipments to Tanga, Zanzibar and other islands will not be bound by time.
The Kilindini port was forced to suspend tran-shipment traffic due to the post-election crisis that rocked Kenya in the months of January and February, paralysing movement of goods from Mombasa. this in turn adversely affected operations at the Dar es Salaam port, leading to congestion.
As part of its economic reform programme, the government in 2000 decided to tender out the operation of the container terminal in Dar es Salaam using a Landlord port model through the Parastatal Sector Reform Commission.
The tender was won by TICTS, a joint venture between a consortium of Tanzanian private investors and Hutchison Port Holdings.
The latter is the worlds leading port investor and developer, with operations in 24 countries throughout the Asia Pacific, Middle East, Africa, Europe and the Americas
Kuna bwana mmoja kaleta matrecta na computers ndani ya contena,Kajikuta anapigiwa alipie ushuru wa computers pia.
Kuna habari kuwa baadhi ya meli zimeamua kugeuza na kwenda kupakulia mzigo Mombassa baada ya kusubiri kwa muda mrefu bandari ya Dar kwa ajili ya upakuzi.
On top of everything that has been said, the buck stops at Kikwetes desk. Kikwete as I have pointed out is not focused on appointment by merit. After the Mkapa contract extension fiasco, awarding Karamagi the irregular extension, Kikwete added fuel to the fire by appointing a very junior port official to become the CEO pale TPA.The guy is inexperienced and has no track record to deal with these challenges at all.Kikwete took him from assistant port manager to CEO with no strategy.
When I saw that I knew, with all the contaner terminal challenges TPA was going nowhere fast.
I am beginning to believe the name fits perfectly: "Tanzania, the sick man of East Africa."
How else can one explain, such a much endowed and blessed country, yet keeps fumbling about, not knowing what to do?
Dar, Tanga, Mtwara - kila mara maneno matupu!
Jameni, matatizo yetu ni makubwa, na hata wakati mwingine ni vigumu kuelewa ni kwa nini hatuwezi kufanikiwa kutatua hata tatizo mojawapo tu kwa ufanisi kabisa, na tukaanza kulitumia kama mfano mzuri wa kuigwa.
Hili tatizo la bandari zetu, hasa hasa hii ya Dar, hivi sababu hasa ni nini? Mipango mibaya, kushindwa kiutendaji au yote kwa pamoja?
Ni dhahiri, sote, pamoja na viongozi wetu wanaelewa wazi umuhimu wa bandari hii, sio kwa Tanzania tu, bali kwa nchi zote zilizo tayari kuitumia. Ni kitu gani kinachotushinda kuifanikisha ifanye kazi nzuri kama ile ya Mombasa?
Basi, napendekeza kwa 'spirit' ya EAC tuwaombe washiriki wenzetu hawa wa Mombasa waje watuendeshee bandari yetu hii ya Dar kwa ufanisi; kwani inaonekana wao wana uzoefu mzuri na kazi hii!
Kama hatutaki hao wa Mombasa, nina hakika kabisa Rwanda na Uganda wakipewa kazi hiyo wataifanya vizuri zaidi hata kuliko Mombasa. Kama hatutaki kuwapa Dar, basi tuwape waendelezee Tanga, (of course kwa maelewano ya malipo).
Inauma roho sana kuona kila jambo tunalolifanya sisi tunashindwa, sijui tunayo matatizo gani!
Nimemaliza kutazama DVD ya presentation a bi SENKORO wa TPA London mbele ya ma investors sikuamini...AIBU TUPU!
hivi huyu mama anafanya nini pale BANDARI?