Maajabu ya daraja la Kigamboni!

Heshima mbele wakuu.... Naona mambo yamekuwa moto kweli kweli. Nadhani hapa kuna vitu tunavi overlook sababu nakumbuka mradi ulivyoanza (jamaa wa pale Ardhi Institute, panaitwaje tena sasa) walikuwa wanauangalia kama Dar es Salaam Coastline Development/Upgrading Project, daraja lilikuwa part of the mradi mzima. Sasa nadhani kuna maendeleo yametokea nakadhalika lakini haina maana kwamba tuache kuchanganua manufaa, gharama, aina ya kivuko (daraja,tunel)......

Hivyo nadhani haya ndio nionavyo mimi:
1. Aina ya kivuko (daraja au tunel):
Kwa muangalio wangu wa haraka haraka nadhani wale jamaa wa Ardhi walipendekeza daraja ili liwewe ku "FUSE-IN" na madhanri nzima ya bandari yetu ya Salama (manake ukiweka tunel hakuna kitu kitaonkana zaidi ya vijishimo pande zote mbili). Sisemi tunel halitakuwa na mvuto la hasha lakini nasema kwamba kuna uwezekano wale waliopendekeza na kutoa preliminary design waliangalia/walipendekeza daraja against tunel kutokana na sababu maradufu (inawezekana hata cost pia waliangalia). Swali ni kwamba je, inawezekana kubadilisha between the two? Jibu ni kwamba inategemea ni nini haswa ndio muhimum (Dar Coastal line development/cost)!! Hili nadhani linatakiwa kuangaliwa kwa upya sababu naona kuna more interest in this than initially thought!

2. Location ya kivuko:
Hapa ipo kazi kweli kweli. Hebu jiulize (kama tukijenga daraja) ni meli za ukubwa gani zinapita pale mahali (Linea Messina etc). Sasa kama tunataka kujenga daraja ambalo sisi wazalendo tunaweza kulitunza nadhani ni bora tuwa na kama lile la Mkapa kule Rufiji (fixed type). Sasa angalia ukubwa wa meli (headroom/height ya daraja) kwa kuzingatia urefu wa meli (high/low tide - at least 100 years history), majengo ya hapa Jijini (pale city centre, Kurasini wherever), Congestion ya Jiji pale city centre, disturbance ya wakati wa ujenzi nk.... Kisha jiulize je inahitajika ardhi kiasi gani kuweza kupata enough gradient both kwenye kupanda/kushuka (Dar na Kigamboni sides), wow... Si utani inahitajika atleast 1km on both sides, kwa daraja tu na access roads, sasa hebu liweke daraja hili pale City centre kisha jiulize vingapi vitabidi vipishe njia (BoT, State House etc)....... Do the math!

3. Kuhusu matumizi ya daraja (miguu, magari, baisskeli, etc):
Nadhani hapa kuna kuchanganya idhaa, muhimu sio nani analihitaji zaidi bali je, Daraja litajengwa na litajengwa wapi? Kwa umbali ulivyo lazima kutakuwa na njia za magari na pia wale waenda kwa miguu kama sisi. Sasa hata kama litajengwa Kurasini au City Centre still lazima kuwepo na miundombinu ya waenda kwa miguu pia. Jaribu kukaa Jangwani kuangalia kila asubuhi watu wangapi wanatembea kwa miguu kutoka Magomeni etc mpaka City Centre, itakuwa Kurasini mpaka town?

4. Swala la Pesa na Umuhimu:
Kwa mtazamo wangu ni kwamba ukizingatia Jiji linavyopanuka kwa kasi, daraja hili lilitakiwa kujengwa 5 years ago!! Kwa nini, hebu angalia idadi ya vianja tumeshapimiwa na Serikali kule Kigamboni, mahoteli, ma "bichi"......kisha geuka na angalia idadi ya meli zinapita pale feri kila siku. Wengi watasema suluhu ni kuongeza pontoon, ha ha haaaa.... "You must be joking" umeshawahi kuona madau palae feri yanavyopigwa vikumbo na "ma meli".... Sasa jiulize pale creek yenyewe ni ndogo wewe ukaongeza pantoni si utakuwa unatengeneza "death creek" leave alone delays kutokana na kupishana kati ya mitumbwi, meli, pantoni na offcourse vyote vyategemea kina cha maji (tide).....
Kuhusu pesa zitatoka wapi nadhani sio kitu cha kujiuliza saana, wote tunajua apart from Education/Afya/na mambo mengine meeengi, pia kuna swala zima la INFRASURUCTURE DEVELOPMENT!!! Hili la daraja lipo katika hilo la 3, Miundo Mbinu!!!

Sasa kama nilivyosema vyote ni vizuri lakini kikubwa ni kwamba "Je Serikali/vyombo vinavyohusika wameshafanya mchakato mzima wa nini kifanyike pale mahali kwa kuangalia current situation na mipango mizima ya kuendeleza Jiji la Dar Salaama?"... Tunaweza jenga daraja na ku create more problems than what we currently have!!

Naomba kuwakilisha!!!!!!!

Kunradhi.... Nikirudi kwenye mengine mawili:

1. Mkuu GT, tunangojea muziki wa kujengwa kwa darafj na mambo ya kauzibe.... Tafadhali tuambiwe ni kina nani, wapo wapi, na wanafanya nini kuzuia ujenzi wa daraja hili.........

2. Kuhusu Mhandisi/Kandarasi wa kujenga daraja hilo.... Mbona pale waJepu walipotoa pesa/kuchangia kujenga Kilwa Rodi wakamkatia pasi KONOIKE hatukupiga kelele sana, pia tuangalie Chalinze-Tanga, Dar-Mlandizi nk ambapo ni wa Denishi!! Kiutaalam Dutch wapo pina sana kwenye mambo ya Maritime Engineering manake ukiangalia kule kwao Rotterdam wamejituma kisawa sawa... Sikatai wao kujituma/kupewa tenda considered kwamba kwa vile ni mkopo lazima sisi kama walipaji tushiriki kikamilifu katika mchakato mzima wa kutafuta kandarasi/mhandisi, kisha mawazo yetu au kutokukubaliana na chohote katika swala hili lazima lisikilizwe kiutaalam na sio eti kwa vile hatujapewa "ka 10%" ketu.....

Hivyo, nadhani swala hili kabla sijasema tumepigwa changa la macho kuna mengi ya kuangaliwa (ukiwemo MUZIKI wa GT)............ For now, ngoja nijiwekee ka kinywaji niendelee kula wikendi taraaaatiiibuuuu!!!!

Masatu said:

Mkulu GT,

Ni kweli kuna kiwingu kikubwa kimetanda katika sakata zima la ujenzi wa daraja la Kigamboni.

Last time I checked serikali ya Holland wamekubali kutoa grant ya 50% ya cost ya daraja lote. For reasons best known to themselves, wizara ya Miundo Mbinu pamoja na wizara ya Fedha wamekuwa wakikwamisha kwa makusudi juhudi za ujenzi, inasemekana wizara ya Miundo Mbinu wapo radhi daraja lijengwe na watu wengine (mbali na wadachi) na serikali igharamie in FULL.

Sasa swali ikiwa kuna 50% grant yes GRANT sio LOAN ( condition ni kuwa kampuni za kidachi tu ndio zishindanie tenda)ni vipi watu wanang'ang'ania serikali igharamie in FULL?

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Masatu,

Hebu nenda ukaangalie tena hiyo sosi yako maana sidhani kama wadachi wanaweza kutoa an open ended promise ya 50%. Madaraja ni miradi mikubwa kutegemeana na design. Tunaweza jenga daraja la $50 million au la $1,000 million na 50% yake toka kwa kodi za wadachi itakuwa ni vitu 2 tofauti vya ku-discuss bungeni kwao. Hebu jaribu kudodosa zaidi ujue walichoahidi maana 50% ya anything haionekani kuwa realistic. Siku njema.

Augustine Moshi said:

Lawama hapa ni lazima, kwani ishu imezungumziwa miaka mingi lakini hakuna utekelezaji. Tunasubiri wakizama watu ndio tunaikumbuka.

Si lazima kutegemea msaada. Hilo daraja lijengwe kwa mfumo wa BOT (Build, Operate and Transfer). Wawekezaji, prefarably Watanzania, walijenge na wakusanye fedha toka kwa watumiaji.

Watumiaji watakuwa wengi kuliko wanaotumia feri sasa.
Kitakachohitajika ni mkataba (usio wa siri) kati ya serikali na wawekezaji. Mkataba uonyeshe nini kitajengwa, ada ya matumizi, litakuwa mali ya serikali baada ya miaka mingapi, etc.

Haiwezekani tukawa na madaraja na barabara za kutosha na kuridhisha bila kutumia hii njia ya BOT. Malaysia na Thailand wameitumia na imewawezesha kuwa na njia za mawasiliano nzuri sana.

Yajengwe madaraja Kurasini na Kivukoni kwa njia hiyo ya BOT.
Toll roads and toll bridges are things we should embrace.

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Nakubaliana na wewe asilimia 100. Miji mikubwa mingi kwa kutumia either main government au local government wameweza kufaidika na BOT. Toll Bridge and Toll road is very popular kwenye nchi zilizo endelea.

Tatizo la viongozi wetu upeo wao wa kufikiri ni finyu. Anaweza kusema aaahh kigambo tuspend pesa zote hizo kwa nini. Wanachosau ni kwamba Kigamboni ni beach area, maana more job will be created, jiji litapanuka na kupunguza msongamano in some extend, government itakusanya more mapato ( something which government need to do), tourism sector itaongezeka.

Sasa ukiwa na miwaziri ambayo akili zao ni 0% madhara yake ndio hayo. Wanachojua wao ni how much will it cost, and what percentage will i be able to grab. Wanashindwa kufanya long term benefit analysis.

Dua said:

Kama wewe sio mkurupukaji mbona hukujibu swala nililouliza hili hapa:

Hivi ni kweli tunahitaji daraja pale Kigamboni? Je, hiyo ndiyo priority yetu kwa sasa? Kama ni hivyo gharama hizo zitatoka wapi?

Kama wewe ni kweli hebu tufafanulie majibu ya swala nililouliza hapo juu. Unapoamua kufanya kitu ni lazima uangalie economic benefits hasa kwa swala kama hili ambalo utatuzi wake umekuwa kitendawili kwa miaka kadhaa, bila kusahau pesa zinavyotafunwa kila miaka kwa ajili ya kivuko hewa/daraja ambalo ukiangalia kwa undani hakuna hata mmoja ambaye amefanya study ambayo inakwenda na wakati.

Wewe endelea kumsubiri GT akuletee faili mboga. Na sina mpango wa kukujua kama unavyotaka.

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DUA post inaonesha either unapenda kushindana au kukichangamsha kijiwe cha JF...
...napenda kukujibu swali laka kama ifuatavyo.
1. Ni Kweli tunahitaji Daraja Kigamboni...posts za baadhi ya member zikutoshe pia.

2. Priority its a personal judgment...on my side hio ni moja ya priority kwasasa kwa tunaoishi huko...kama unaishi Nje ya kigamboni au hujui umuhim wake...sikulaumu may be time will tell.

3. Gharama nafikiri baadhi ya Member wametaja. Pia hili jambo sio geni, Bungeni washajadili hili suala. na baadhi ya wabunge washawahi kumuuliza Mramba(enzi hizo miundo mbinu). inshort..Wadachi watatoa 50%(as per proposal iliyopelekwa huko), the remaining NSSF will cover.

Kuna economic benefits nyingi ktk Ujenzi huo, sema uwezo wako wa ku-analyse ni mdogo...
Swali lako la kulaumu eti study haijafanyika..nimekueleza kama wewe ni mtaalamu wa Civil Engineering weka proposal zako hapa JF na pia uwatumie wale wahusika...usikae kusema hakuna watu walofanya hio study au hadi wewe uwajue hao wataalamu?

Morani75,
Nitatofautiana nawe ktk hicho kipengele cha pili...Location unapojaribu kutumia meli kama ni sababu kwani yapo madaraja mengi sana yaliyojengwa ktk nafasi kama hiyo ama chini yake na katikati ya mji kwenye maghorofa marefu zaidi ya hayo yetu vipimbi.

Kumbuka tu kuwa tuna ufuko mrefu sana sambamba na barabara ya Ocean road nje kabisa ya Benki kuu, Ikulu na vyote ulivyovisema ambao unaweza kabisa bila ubishi kupata gradient na mapito ya meli hizo. Tatizo kubwa ni mwinuko wa tosha tokea upande huu na sii upande wa Kigamboni kisha daraja hujengwa kwa malengo ya baadaye kupunguza congestion na sio kufikiria wakati wa ujenzi hali majumba kila siku yanajengwa na congestion hiyo hutokea kwa muda...
Mkuu hapa kinachotakiwa ni kutazama solution ya Usafiri kwenda Kigamboni ambako kulingana na maelezo niliyoyapata wizara ya Utalii ina plan kuweka mahotel makubwa, viwanja vya golf na kadhalika ili kubadilisha mtazamo hali ya Utalii nchi kutotegemea zaidi mapori na Wanyama. Dubai ambayo haina wanyama wala mapori leo hii ina attract watalii wengi zaidi kuliko sisi kwa sababu Ndivyo tulivyo...Tunaendekeza fikra njozi za kufkiria kuwa Utalii ni Safari na nature hali kila nchi duniani ina nature yake, kisha tofauti ya nchi za kiafrika ni ndogo sana.

Chuma said:

DUA post inaonesha either unapenda kushindana au kukichangamsha kijiwe cha JF...
...napenda kukujibu swali laka kama ifuatavyo.
1. Ni Kweli tunahitaji Daraja Kigamboni...posts za baadhi ya member zikutoshe pia.

2. Priority its a personal judgment...on my side hio ni moja ya priority kwasasa kwa tunaoishi huko...kama unaishi Nje ya kigamboni au hujui umuhim wake...sikulaumu may be time will tell.

3. Gharama nafikiri baadhi ya Member wametaja. Pia hili jambo sio geni, Bungeni washajadili hili suala. na baadhi ya wabunge washawahi kumuuliza Mramba(enzi hizo miundo mbinu). inshort..Wadachi watatoa 50%(as per proposal iliyopelekwa huko), the remaining NSSF will cover.

Kuna economic benefits nyingi ktk Ujenzi huo, sema uwezo wako wa ku-analyse ni mdogo...
Swali lako la kulaumu eti study haijafanyika..nimekueleza kama wewe ni mtaalamu wa Civil Engineering weka proposal zako hapa JF na pia uwatumie wale wahusika...usikae kusema hakuna watu walofanya hio study au hadi wewe uwajue hao wataalamu?

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Pengine wewe ndio unapenda kufurahisha kijiwe.

Je, hilo faili ambalo ulikuwa unalipigia debe liko wapi?

And then again on your flip flop side ............... Priority as a nation or as an individual? I just happen to highlight to you that may be a tunnel could be appropriate, whether we obtain funding or not, that doesn't mean I support the idea or not.

Uwezo finyu ulionao kifikra na kukurupuka katika mijadala ndio unaokupeleka kusema mimi nalaumu kwamba hakuna study. Well, if there was any study (by any means) why don't you produce it for everyone to see? I don't need to be a Civil Engineer to know pumba unazoandika, or let alone to know that there wasn't any proper study subject to the matter.

Well you can be here trying to justify your comments but you should be responsible for what you write. Lete hiyo study sasa! au endelea kumsubiri GT akuletee faili mboga.

Dar es Salaam going nowhere, but up!
Major Developments underway to make Dar es Salaam a world-class city

DEVELOPMENTS UNDERWAY

Dar es Salaam, which means the haven of peace, is a beautiful coastal city that is now the economic capital of Tanzania. There are now many positive initiatives at creating a safer, planned and caring city. Dar es Salaam is trying its level best to be a world-class city.

Dar es Salaam has already joined three other cities aimed at initiating the sustainable and safer cities programme. Let us look at some of the attractive and important developments that are underway:

1. DAR ES SALAAM RAPID TRANSIT

The Dar es Salaam Rapid Transit (DART) project will provide commuter services to Dar es Salaam residents using exclusive coaches. The project includes the expansion of city roads, the procurement of the buses and construction of designated bus stop locations to be used specifically for the express coaches.

The fast moving coaches will have exclusive lanes, will adhere to a schedule, including departure and arrival at bus stops whether they have enough passengers or not. The city coaches are expected to ply only on major roads that connect the suburb roads.
The buses would have a carrying capacity of 160 passengers. The first phase of the project will start from Ubungo to the City Centre.

The DART, which has already been implemented in many parts of the world, has many advantages as compared to the present public transport system. It includes a cheaper means of transportation; it is reliable and comfortable in terms of scheduled trips, size, and type of buses deployed.
DART is friendlier in terms of less pollution, emissions and noise.
As regards to efficiency, the project will lessen congestion. In order to achieve this DART will have its own lanes, and will be controlled by routing system through computer network. Boarding and disembarking will be planned to take a few minutes.

2. KIGAMBONI BRIDGE

The Kigamboni area is part of the city of Dar es Salaam. It is divided from rest of the city by the Kurasini Creek. Pedestrians and Vehicles get across using the pantone or by using the road from Kilwa road.
However, the National Social Security Fund has decided to build a bridge across the creek. With this, it is hoped that there would be more development in Kigamboni area with regards to more schools, hospitals and housing.

3. PEDESTRIAN FLYOVERS

There are plans to build more pedestrian bridges at various locations in Dar es Salaam.
Currently Dar es Salaam boast of only one bridge at Manzese.
The construction of the flyover-bridges is expected to bring accident levels down.

4. STREET LIGHTS

Plans are underway to ensure that all street lights in dar would be functioning. A person looking down from high above would see the city like an eagle who has spread its wings. The plan would use the Alladin Concept which is used in many parts of the world. 106 roads would be given priority. Dar es Salaam city has 2005 kilometres of road.

5. TOURIST CITY

More than 640 hectares of the area on the coast of the Indian Ocean in Dar es Salaam, has been reserved to start a new tourist city that would be known as Sea Harbour City.

The reclamation of the land from the sea will extend from Kenyatta Drive to the areas behind the State House. The completion of the project is expected to change completely the face of Dar es Salaam.

Already some experts have researched on the area and found it suitable for the new city. Under the construction, the seawater would be drawn forward and the area would be filled with soil.
After the construction, there would be 200 shops, many tourist hotels, and other attractions for tourists. The whole area around Salender Bridge would have gardens of different types of wild birds in order to make the city more beautiful.

The new town will have new facilities like modern traffic routes connecting the new city with the old one, office space, shops, financial institutions, supermarkets, hotels and apartments, banks have been included in the plan. Apart from building offices, the developers are planning to set aside space for a small zoo.

DEVELOPMENTS DONE

1. ULTRA MODERN SPORTS STADIUM

With the assistance of china, Dar es Salaam now boasts of an ultra modern national stadium with a capacity of 60,000 spectators. The multi-billion shilling project is a state-of-the-art stadium, it is a FIFA, and Olympic standard complex and has house a 60,000-seater football stadium, an indoor games stadium and a theatre.

2. SURVEILLANCE CAMERAS TO FIGHT CRIME

The city of Dar es Salaam now includes surveillance cameras for catching and recording different activities taking place in different parts of the city. The cameras also help the Dar es Salaam police fight crime in the city.



While it is good to not the above developments, they should be sooner than latter. In addition, more developments also need priority. These include:

A. Roads
There should be provision of road signs and markings, including zebra crossing. Moreover, there should be street widening initiatives and facilities such as walkways and bicycle ways. Push Buttons in Zebra Crossings.
B. Emergency
Fire, health and other emergency services should be invested upon seriously.
C. Water & Electricity
In order to woo investors, we need regular and uninterrupted supply of water and electricity.
D. Crime
Crime of all types needs to be tackled. From pickpockets to armed robbery, all need to be tackled soon.
E. Cleaning and beautifying the city
Investments for more recycling centers. Initiatives for cleaning the city, planting trees, flowers and green grass. Converting all roundabouts into landmarks.
F. Vehicle Flyovers
Flyovers at road intersections to ease traffic congestion.
G. Slums upgraded
Many areas in Dar have only slums. They should be rehabilitated.

Dar es Salaam should go nowhere, but up. It should be safe, clean, convenient and a harmonious city.

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Nimeitoa:
http://www.jamboforums.com/showthread.php?t=4560

Hizo ndio ndoto zetu. Upande mwingine wa sarafu tunaokataa kuuona ni huu hapa chini:

Turning left off the Nyere road, the main route between Dar es Salaam city centre and the airport, the ancient VW van - more rust than metal - bucks and weaves, slewing down 2ft deep craters that pock-mark the dirt track. Within moments of leaving the tarmac road you enter the slums of Dar es Salaam, home to 80 per cent of the city's 3m population, where a one-room house of cement blocks, rotting wood and rusting corrugated metal will house a family of eight. Shallow wells dug next to pit latrines are a source of contaminated water often used for washing, drinking and cooking.

It is in the slums of Tanzania's largest city that the grim statistics linked to one of the planet's poorest countries are rooted. The happy snapshot of laughing African children posing for the camera has a grotesque twist here. Two out of every 10 children will die before they are five years old from preventable diseases such as cholera, malaria and diarrhoea.

There are few old people in the city slums where life expectancy is 37, well below the national average of 45 calculated by the World Bank for 2000. Aids is driving life expectancy down. According to UN figures for 1999, 8 per cent of Tanzanians are HIV positive, but no one really knows the true grip the disease has on the country. There are indications that the figure is far higher. Cervical cancer rates are on the rise, a sign of increasing infectivity, and in some urban areas up to 30 per cent of pregnant women are diagnosed HIV positive. But it would be a mistake to think of Tanzania as an aid-dependent country devoid of hope. Behind the images of disease, poverty and hopelessness so commonly associated with Africa lies a far more optimistic truth. By focusing on Tanzania's approach to public health and the development of the environmental health profession it is clear that Tanzania is a country capable of solving its own problems.

Over the past four years, the Tanzanian government has undergone a series of radical reforms that some believe the UK government would do well to emulate. The ruling Chama Cha Mapinduzi party has taken bold steps to relinquish power to local authorities in a bid to give the people what they ask for, rather than what the government thinks they need.

"In the past, the way it worked was that central government would tell the districts that 'we want this issue dealt with' and they would have to do it," explains Dr Gabriel Upunda, Tanzania's chief medical officer. "Now there are very few issues districts have to include in their health plans. For example, if they want to focus on the eradication of polio they include it in their district plan and there should then be a policy of bottom up planning to address the problem."

"The changes have meant we are now in a position where we can say to the districts that they should make their requirements known," he continues. "The Department of Health will organise the training of skills but the deployment of workers is now done at district level. Through the district plans we will learn to listen to the community, find out what the people want and then provide it for them."

But four years of upheaval has had its price. And one of the most disruptive results of the reform period has been a freeze on the employment of EHOs, which has meant that students taking the country's environmental health diploma course at Muhimbili University have been unable to find work. Meanwhile, Tanzania's 450 employed EHOs have been struggling with increasingly impossible workloads. Only health workers seconded from their districts and retraining as EHOs have been guaranteed employment at the end of the three-year course. However, according to Dr Upunda that is all in the past and he guarantees that all students on the diploma course and the new environmental health degree course, launched last year, will find employment.

"Health workers are being shifted away from central to local government," he says. "And by the time the students are finishing the degree course the situation will have changed. Contracts are the way we want to move [forward] with EHOs having renewable contracts for three to five years. We don't want to put an end to the public service career pathway, it's just that once staff have established a position they will still have to deliver."

To talk of contracts and private EHOs, just 17 years after Julius Nyerere, the architect of African socialism, stepped down as Tanzania's president is a sign of just how fast this country is changing. As Dr Upunda points out, it was only fifteen years ago that a Tanzanian government minister was almost fired for even suggesting that some health care costs should be paid for privately. Addressing public health is increasingly being recognised as essential if Tanzania's high mortality rate is to be reduced. And at the heart of the new health strategy is public health education, with trained health assistants operating at village level capable of educating people about disease control, hygiene and nutrition.

"Even more so now than ever before with the very high prevalence of HIV, good nutrition is very important to those who have been infected," adds Dr Upunda. "The pattern of disease has been changing. Although we have a lot of infectious diseases, non-communicable diseases including cancer are going up fast." Tanzania currently has around 1,500 health assistants, and the government would ideally like to see this rise to 8,000 - one for each village. But resources are limited and no one knows how soon this ambitious target can realistically be reached.

At local authority level the diploma-qualified EHOs are responsible for vaccinations, communicable disease control, waste management, food safety and monitoring water quality. Health and safety and environmental protection tend to be more the concern of large western companies, with Tanzanian EHOs concentrating on front-line disease prevention without specialising in other fields. It is recognised that the biggest problem facing EHOs in rural areas is transport. With, in some cases, thousands of kilometres to be covered and only one vehicle, access to remoter villages can become impossible.

This is the kind of issue that the new degree-qualified EHOs will have to grapple with. Graduating for the first time from Muhimbili University in 2004, they will be responsible for formulating public health policy on an equal footing with doctors and other health workers in the county's newly empowered regions, local authorities and health districts.

It is only by talking to Tanzanians, from slum dwellers to senior members of government, that it becomes apparent everyone shares the one belief that education will be Tanzania's salvation. And it is in part due to the library appeal, launched by former CIEH chairman, John McCandless and the Northern Ireland Centre and supported by the charity Water for Kids, that a 30-year dream for the profession to gain degree status became a reality last year.

The library, given to the Tanzania Health Officers Association (CHAMATA), is an example of the sort of sustainable aid that Tanzania needs more of. It provides a vital resource for the 24 students, who were selected from around 600 applicants for the first year of the degree course. Next year, 40 students will be enrolled with hopes for increasing student numbers year on year.

"Not being educated to degree level had a bad effect," explains Fabian Magoma, Tanzania's chief EHO and chair of CHAMATA, which has been campaigning since 1974 to have the diploma qualification upgraded. "If you put a group of professionals together such as EHOs, engineers, doctors and social scientists and they are all trained to their particular level, although your contribution is important, because the health officer is only trained to diploma level the other professions will not listen."

But, adds Mr Magoma, the education of the people in the villages and the slums is equally important. "We have a big problem with donor dependence which results in us trying to satisfy the interests of donor agencies rather than involving the people. An example is malaria control where impregnated mosquito nets are being given to the people. Although this is a good thing, it would be better if the people were more educated about malaria control so when they saw mosquito breeding sites they would be struck by it and demand change." There are no illusions that things will change overnight. With half the population living on less than £130 a year, it is recognised that poverty is at the heart of Tanzania's battle to improve its people's health. That is why there is such a desperate need to encourage inward investment and to develop the country's growing tourist trade.

And by visiting the slums of Dar es Salaam it is clear that just providing a public health structure is only a small part of the story. A migration from rural communities to the city, which is growing at 10 per cent a year, is putting an impossible strain on a city where most people are living without drains, roads or adequate housing. Nifukwa Mwakipake, senior tutor at the school of hygiene at Muhimbili University, believes that only by focusing on city planning will the overcrowding which is causing social problems and disease be resolved.

"You must instil in the people a sense of hope," he says. "You can't push them out of the slums because it is a violation of their human rights, so we need mapped out areas with some form of land ownership so property has a value and people know that this is their plot."

Poverty also impacts on the EHOs ability to enforce the law. Renatus Mashauri, a Tanzanian EHO and lecturer who has experienced environmental health in the UK, explains: "Even though we are enforcing a minimum legal standard it is still costly for businesses which are earning so little. In the end it is better for people to have work." The transient nature of business is also a problem. "In some areas of town people are well trained in food hygiene, but there are many people who cook at home and sell the food on the street. It is not easy because they will be gone tomorrow. You also have to be humane, you can't put these people in jail or their families will be destroyed," adds Mr Mashauri. The government is taking steps to tackle the food safety issue and legislation is currently going through parliament to set up a drug and food commission. Putting pharmaceutical control in the same agency as food hygiene is in part due to the lack of degree status EHOs have suffered until now. Ministers believe that food hygiene techniques will improve faster under the influence of the more academic pharmaceutical profession.

Probably the worst effect of poverty is that it deprives the poor of access to safe water, and if this one problem could be solved then most of the diseases which kill so many of Tanzania's children could be eliminated. While communities have access to deep wells, the country's crippling poverty often means that people cannot afford the few pennies it takes to pump the water to the surface. In the same way that Britain dealt with the scourge of disease and poverty in the 19th century through education and economic development, Tanzania is solving its own problems and EHOs are contributing to its journey to prosperity and health.

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Nimeitoa kwenye link hii:
http://www.ehj-online.com/archive/2000/july2002/july4.html

Tunataka kuwa kama Dubai! tunajua ecological cost ambayo Dubai watalipa kutokana na vile visiwa walivyojenga? tunataka tunnel, tunajua gharama za ku'vent' hizo tunnels na kuhakikisha usalama wa maisha kama janga la moto likitokea? Tunazungumzia Toll bridges, tunajua watu wa Kigamboni ni wangapi wanaohangaika na hiyo sh 100 (?) ya pantoni. Let us keep it real, ndugu zangu na tusahau hizi ndoto za alinacha. Zinatuchelewesha katika safari yetu na kutukaribishia matapeli wa kitaifa. Nani anakumbuka mradi wa Jangwani?

Tukae, tutulie, tuvute pumzi na tuangalie hizi proposals kama kweli zitamsaidia raia wa kawaida wa Dar es Salaam. yule aishie Buguruni, si yule wa Masaki.

MCHUNDO..thanks kwa sources...na pia kwa comments zako. Kimsingi hatuna uwezo wa kuwa kama dubai, dubai yenyewe ni ndogo kuliko MKOA wa DSM...hivyo hatulinganishi in everything. Tunaangalia maeneo tu ambayo tunaweza iga. Hizo FLats 17 za [Mafuta House]!!ndio jengo moja tu tena mbwembwe nyingi hadi kufunguliwa kwake..Huko Sharjah tu ndugu zetu wanaokwenda kuchukua spear Mbovu...hizo 17 flats zipo Kibao, Kiongozi wao hana Muda kwenda kufungua hizo 17flats...so msingi wangu wa Hoja ni kuwa hatuwezi iga kila kitu kutoka kila Nchi, na pia si kweli Dubai imeendelea kuliko nchi zingine tumetolewa mfano tu.

Kimsingi Toll System kaka Mchundo si kwa watembea kwa Mguu, tena kwao wao itakuwa FREE kupita ktk hizo Daraja. Toll system kwa magari ambayo hadi mtu achukue gari, then huyo mtu hana DHIKI ya 100.

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Nimeshindwa kukuelewa hapo kwenye nyekundu unataka kuelezea nini? Kuwa mafuta House ina flat 17 na Sharja wanazo kibao? kwa hiyo idadi ya flats ni kipimo cha maendeleo? Mbona flats ni aina moja tu ya makazi. Hizi zinapendelewa sana sehemu ambapo ardhi ni adimu ( si kuwa haipo lakini haipatikaniki kirahisi). Ulaya ( bara si visiwani) wana unatamaduni wa kuishi kwenye flats wakati marekani wanapendelea zaidi nyumba zilizosimama zenyewe. Uingereza wao nao ni row houses, semi detached n.k ndizo zinazotawala. Flats zilijengwa sana Uingereza (na marekani- huko wanaziita projects- angalia St. Louis, Chicago, New York) katika miaka ya sitini ili kujaribu kutatua tatizo la makazi kwa wale wenye kipato cha chini. Katika miaka ya themanini ilitambulika kuwa hizo flats zimekuwa ndio jaa la matatizo ya kijamii ( uuzaji wa madawa ya kulevya na uhalifu mwingine) na kuanzia hapo kwa wenzetu flats kama sehemu ya makazi zimekuwa zikiangaliwa upya. Flats zinafanikiwa zaidi pale ambapo watu wenye kipato cha juu wanamiliki ( Park Avenue, kando ya ziwa huko Chicago n.k) na sehemu kama za nchi za bara asia ambazo tatizo la eneo la kujenga ni kubwa mno na hawana choice isipokuwa kwenda juu. Sisi Dar es salaam kwa bahati mbaya tumechukua flats kama dalili ya maendeleo na hivyo kuharibu mandhari ya maeneo kama Kariakoo, Upanga, Masaki na katikati ya mji kwa kujenga ovyo ma'apartment blocks' yasiyo na mbele wala nyuma.

Point taken kwenye suala la toll bridges. Ni mara nyingi, kweli haya madaraja yanawatowaza wale wenye magari tu. Hii inawezekana kwenye nchi ambazo private car ownership ni kubwa au sehemu ambapo daraja liko strategically located kuunganisha sehemu ambazo watu wanatumia sana usafiri wa magari kwa binafsi au biashara. Kwa hali yetu, hivi sivyo. Sehemu kubwa ya wakazi wanaosafiri kati ya kigamboni na feri ni waenda kwa miguu au baiskeli. Magari ni sehemu ndogo ya traffic. Sidhani kuwa toll kutokana na haya magari peke yao yanaweza kufanya mradi ukawa sustainable. Kinachowezekana ni pengine manispaa iwekeze kwa makusudi kupanua makazi, maofisi na kadhalika upand wa pili ili idadi ya magari iongezeke. Zaidi ya hapo, bila shaka, watakaoendesha hilo daraja watakuwa hawana budi bali kujaribu kupanua wigo la mapato yao na kuwatoza pedestrians na waendesha baiskeli watakao tumia daraja leo! Cha muhimu ni kuwa solution ya hapo kiganboni si rahisi kama walioleta mada hii wanavyodhani. Inabidi uchambuzi yakinifu wa dhati uafanyike kabla ya kufanya maamuzi yeyote. Solution ni lazima ihusishe wale wanaotembea kwa miguu na sio wenye magari tu!

Mkandara said:

Morani75,
Nitatofautiana nawe ktk hicho kipengele cha pili...Location unapojaribu kutumia meli kama ni sababu kwani yapo madaraja mengi sana yaliyojengwa ktk nafasi kama hiyo ama chini yake na katikati ya mji kwenye maghorofa marefu zaidi ya hayo yetu vipimbi.

Kumbuka tu kuwa tuna ufuko mrefu sana sambamba na barabara ya Ocean road nje kabisa ya Benki kuu, Ikulu na vyote ulivyovisema ambao unaweza kabisa bila ubishi kupata gradient na mapito ya meli hizo. Tatizo kubwa ni mwinuko wa tosha tokea upande huu na sii upande wa Kigamboni kisha daraja hujengwa kwa malengo ya baadaye kupunguza congestion na sio kufikiria wakati wa ujenzi hali majumba kila siku yanajengwa na congestion hiyo hutokea kwa muda...
Mkuu hapa kinachotakiwa ni kutazama solution ya Usafiri kwenda Kigamboni ambako kulingana na maelezo niliyoyapata wizara ya Utalii ina plan kuweka mahotel makubwa, viwanja vya golf na kadhalika ili kubadilisha mtazamo hali ya Utalii nchi kutotegemea zaidi mapori na Wanyama. Dubai ambayo haina wanyama wala mapori leo hii ina attract watalii wengi zaidi kuliko sisi kwa sababu Ndivyo tulivyo...Tunaendekeza fikra njozi za kufkiria kuwa Utalii ni Safari na nature hali kila nchi duniani ina nature yake, kisha tofauti ya nchi za kiafrika ni ndogo sana.

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Mkandara, heshima Mkuu.... Naona hapo tunnaongelea kitu kimoja kutokea kwenye angle tofauti.... Nakubaliana nawe na ukisoma zaidi sijasema kwamba daraja halitufai wala pale mjini hapafai bali nilishauri kwamba (at the end of my first comments up there) tujaribu kuweka wahusika wote kwenye mchakato mzima... Nakumbuka mwanzoni mwa mpango huu "CONCEPT" ilikuwa ni kupendezesha Jiji letu la Salama, lakini sasa hivi ukiangalia congestion, developments (both Kigamboni na CBD) sidhani kama ule mpango wa mwanzo unaweza kuchukuliwa moja kwa moja (naona FM pia ameliweka hili hapo juu.....

Tukirudi pia kwenye swala la location nina concerns zifuatazo:
1. Construction traffic - Je tutaweza kukidhi hii traffic pale CBD incase we build it (as you are saying maeneo ya Ocean Road Hospital)?

2. Generated traffic - Ukumbuke kwamba once daraja likiisha, watu wengi waliokuwa wanatumia Kilwa Road kwende maeneo ya Mji Mwema nk wataamua kupita njia fupi na yenye uhakika.... Sasa hebu imagine current (with future growth factor) ya hapo CBD, jumlisha magari yote ambayo yataamua tu kupitia darajani yaendayo Kigamboni na hata wale wanaoenda mpaka Coast Region wote wapitie hapo CBD, unadhani patakalika hapo?? Tukumbuke pia kuwa kutakuwa na ruti za mabasi, malori etc!! Hii simaanishi kwamba daraja halifai hapo mahali lakini nasisitiza kwamba tuangalie options zetu za sasa na miaka kadhaa ya baadae

3. Kuhusu hilo la utalii na Dubai naomba nisilisemee sana lakini this does not make sense to me kwamba kujenga daraja kutaleta watalii.......

So bottom line is sipingi ujenzi wa daraja, bali nasisitiza kwamba TUNATAKIWA KUFANYA A DETAILED STUDY AMBAYO TUTAWASHIRIKISHA WATU WA KWENDA KWA MIGUU, WAPANGA ROUTE ZA DALADALA, MIPANGO YA RAPID TRANSIT SYSTEM, MIPANGO MIJI, WATUMIA MAGARI, WENYE MAOFISI, MAJUMBA, MAHOSPITALI KWENYE MAENEO HUSIKA kabla hatujaamua kuwekeza pesa.... Nadhani FM naye ameliweka hili nami naomba nisisitizie swala hili!!

So bottom line is sipingi ujenzi wa daraja, bali nasisitiza kwamba TUNATAKIWA KUFANYA A DETAILED STUDY AMBAYO TUTAWASHIRIKISHA WATU WA KWENDA KWA MIGUU, WAPANGA ROUTE ZA DALADALA, MIPANGO YA RAPID TRANSIT SYSTEM, MIPANGO MIJI, WATUMIA MAGARI, WENYE MAOFISI, MAJUMBA, MAHOSPITALI KWENYE MAENEO HUSIKA kabla hatujaamua kuwekeza pesa.... Nadhani FM naye ameliweka hili nami naomba nisisitizie swala hili!![/QUOTE]

Hichi kikao unachokisema kikali tusubiri!!!

Moran75,
Nimekuelewa mkuu ktk hoja zote na ndio maana nimesema kipengele hicho tu. Pia nimeeleza navyofahamu mimi na labda nikurudishe nyuma kidogo. Mji wa Dar es Salaam unafahamika kwa kitu kimoja kikubwa sana.. nacho ni kwamba kuna barabara moja tu toka katikati mjini kwa kila kitongoji chake. Si Ubungo, Kinondoni, Temeke, Buguruni wala Ukonga na sehemu zote hizi zilimewahi jengwa barabara mpya bila kufikiria sana matatizo ya muda (congestion) mfupi ambayo ni lazima yatakuwepo hata ikiwa ujenzi wa mtaro tu. Lakini baada ya kujengwa hizo barabara zimeweza kwa kiasi kikubwa ku handle traffic pamoja na kwamba planning ya mji wetu ni mbovu toka enzi ya Ukoloni.
Kwa hiyo ujenzi wa daraja hili uchukuliwe kama ni hatua moja ya kuondokana na tatizo la Usafiri kama vile tunavyosisitiza ujenzi wa barabara. Hizo congestion zote zitakuwepo kwa muda na baada ya ujenzi wa Daraja hilo kumbuka watu wote unaosema huenda na Kilwa road wanatokea mjini sio toka Kurasini, Mtoni ama Temeke. Hivyo basi hata kabla ya kushika njia hiyo ya Kilwa ni lazima wapitie maeneo ambayo unayazunguzia na imekuwa vigumu kwa waendesha magari na mabasi yetu kuweza kutoka mjini na pia kumbuka kuwa Kigamboni ndio sehemu pekee imebakia isiyokuwa na exit ya haraka (barabara) zaidi ya kuzungukia Mbagala.

Na kwa wale wanaodai hawaoni umuhimu wa daraja hili kwa madai ya kuwa haliwezi kuwasaidia Watanzania walio wengi... Hii inanishangaza sana kwa sababu sioni kabisa mantiki yake kwani nikitumia mfano wao naweza sema hatukuhitaji Airport ya kimataifa hata kidogo...Ni watu wangapi wanaoweza ku afford kusafiri kwa ndege licha ya jiwanja kubwa lililochukua eneo kubwa na hata kusababisha makazi ya wananchi walalahoi kuhamishwa bila matakwa yao.
Je, uwanja huo unamnufaisha nini Mtanzania maskini tunaye jaribu kumsema hapa, ikiwa mji wetu unapanuka na Kigamboni ambako mahotel makubwa yanajengwa kwa sababu ya kupanua Utalii nchini hasa ktk mji wetu mkubwa kuna kosa gani kimaendeleo. Bila shaka hatuwezi kujipima na nchi kama Dubai ama nchi yeyote ile kwa mapana ama gharama ya suti yetu hii mpya lakini haiwezi kuchusha Dar Es Salaam nayo ikavaa suti hata kama ni ya kutoka China...Hatufanyi kuiga ila ni umuhimu wa kurahisisha usafiri ktk jiji letu ambalo ni alama yetu kubwa nje na ndani.

Wakuu, huu ni wakati wa mabadiliko yale maswala ya fikra za Kijamaa ndugu zangu kidogo inabidi mwende na wakati. Miji yote duniani haifanani na kila nchi ina mji mkuu wenye maendeleo makubwa tofauti na miji mingine modogo ambayo pia ina sifa zake na pengine ujenzi wa vivutio tofauti na miji mingine. Na ndio maana leo hii tuna halmashauri za miji ambazo kazi yake kubwa ni kujaribu kuepuka ule mfumo centralization ambao kwa muda mrefu umekuwa ukitumika.
Daraja la Kigamboni ni muhimu sana pale mjini kabla ya kuwekwa vivuko vingine kwani ukitazama mji wetu wa Dar unazidi kupanuka na kuna eneno kubwa sana upande huo wa Kigamboni ambao sii wengi kati yetu ambao wanafahamu huko Kigamboni kunafanana vipi pamoja na kwamba ni karibu sana toka mjini kuliko vitongoji vinginevyo..

Mkandara said:

Moran75,
Nimekuelewa mkuu ktk hoja zote na ndio maana nimesema kipengele hicho tu. Pia nimeeleza navyofahamu mimi na labda nikurudishe nyuma kidogo. Mji wa Dar es Salaam unafahamika kwa kitu kimoja kikubwa sana.. nacho ni kwamba kuna barabara moja tu toka katikati mjini kwa kila kitongoji chake. Si Ubungo, Kinondoni, Temeke, Buguruni wala Ukonga na sehemu zote hizi zilimewahi jengwa barabara mpya bila kufikiria sana matatizo ya muda (congestion) mfupi ambayo ni lazima yatakuwepo hata ikiwa ujenzi wa mtaro tu. Lakini baada ya kujengwa hizo barabara zimeweza kwa kiasi kikubwa ku handle traffic pamoja na kwamba planning ya mji wetu ni mbovu toka enzi ya Ukoloni.
Kwa hiyo ujenzi wa daraja hili uchukuliwe kama ni hatua moja ya kuondokana na tatizo la Usafiri kama vile tunavyosisitiza ujenzi wa barabara. Hizo congestion zote zitakuwepo kwa muda na baada ya ujenzi wa Daraja hilo kumbuka watu wote unaosema huenda na Kilwa road wanatokea mjini sio toka Kurasini, Mtoni ama Temeke. Hivyo basi hata kabla ya kushika njia hiyo ya Kilwa ni lazima wapitie maeneo ambayo unayazunguzia na imekuwa vigumu kwa waendesha magari na mabasi yetu kuweza kutoka mjini na pia kumbuka kuwa Kigamboni ndio sehemu pekee imebakia isiyokuwa na exit ya haraka (barabara) zaidi ya kuzungukia Mbagala.

Na kwa wale wanaodai hawaoni umuhimu wa daraja hili kwa madai ya kuwa haliwezi kuwasaidia Watanzania walio wengi... Hii inanishangaza sana kwa sababu sioni kabisa mantiki yake kwani nikitumia mfano wao naweza sema hatukuhitaji Airport ya kimataifa hata kidogo...Ni watu wangapi wanaoweza ku afford kusafiri kwa ndege licha ya jiwanja kubwa lililochukua eneo kubwa na hata kusababisha makazi ya wananchi walalahoi kuhamishwa bila matakwa yao.
Je, uwanja huo unamnufaisha nini Mtanzania maskini tunaye jaribu kumsema hapa, ikiwa mji wetu unapanuka na Kigamboni ambako mahotel makubwa yanajengwa kwa sababu ya kupanua Utalii nchini hasa ktk mji wetu mkubwa kuna kosa gani kimaendeleo. Bila shaka hatuwezi kujipima na nchi kama Dubai ama nchi yeyote ile kwa mapana ama gharama ya suti yetu hii mpya lakini haiwezi kuchusha Dar Es Salaam nayo ikavaa suti hata kama ni ya kutoka China...Hatufanyi kuiga ila ni umuhimu wa kurahisisha usafiri ktk jiji letu ambalo ni alama yetu kubwa nje na ndani.

Wakuu, huu ni wakati wa mabadiliko yale maswala ya fikra za Kijamaa ndugu zangu kidogo inabidi mwende na wakati. Miji yote duniani haifanani na kila nchi ina mji mkuu wenye maendeleo makubwa tofauti na miji mingine modogo ambayo pia ina sifa zake na pengine ujenzi wa vivutio tofauti na miji mingine. Na ndio maana leo hii tuna halmashauri za miji ambazo kazi yake kubwa ni kujaribu kuepuka ule mfumo centralization ambao kwa muda mrefu umekuwa ukitumika.
Daraja la Kigamboni ni muhimu sana pale mjini kabla ya kuwekwa vivuko vingine kwani ukitazama mji wetu wa Dar unazidi kupanuka na kuna eneno kubwa sana upande huo wa Kigamboni ambao sii wengi kati yetu ambao wanafahamu huko Kigamboni kunafanana vipi pamoja na kwamba ni karibu sana toka mjini kuliko vitongoji vinginevyo..

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Bob need I say more? hapa nilipo napiga mluzi tu.....

Mkandara said:

Moran75,
Nimekuelewa mkuu ktk hoja zote na ndio maana nimesema kipengele hicho tu. Pia nimeeleza navyofahamu mimi na labda nikurudishe nyuma kidogo. Mji wa Dar es Salaam unafahamika kwa kitu kimoja kikubwa sana.. nacho ni kwamba kuna barabara moja tu toka katikati mjini kwa kila kitongoji chake. Si Ubungo, Kinondoni, Temeke, Buguruni wala Ukonga na sehemu zote hizi zilimewahi jengwa barabara mpya bila kufikiria sana matatizo ya muda (congestion) mfupi ambayo ni lazima yatakuwepo hata ikiwa ujenzi wa mtaro tu. Lakini baada ya kujengwa hizo barabara zimeweza kwa kiasi kikubwa ku handle traffic pamoja na kwamba planning ya mji wetu ni mbovu toka enzi ya Ukoloni.
Kwa hiyo ujenzi wa daraja hili uchukuliwe kama ni hatua moja ya kuondokana na tatizo la Usafiri kama vile tunavyosisitiza ujenzi wa barabara. Hizo congestion zote zitakuwepo kwa muda na baada ya ujenzi wa Daraja hilo kumbuka watu wote unaosema huenda na Kilwa road wanatokea mjini sio toka Kurasini, Mtoni ama Temeke. Hivyo basi hata kabla ya kushika njia hiyo ya Kilwa ni lazima wapitie maeneo ambayo unayazunguzia na imekuwa vigumu kwa waendesha magari na mabasi yetu kuweza kutoka mjini na pia kumbuka kuwa Kigamboni ndio sehemu pekee imebakia isiyokuwa na exit ya haraka (barabara) zaidi ya kuzungukia Mbagala.

Na kwa wale wanaodai hawaoni umuhimu wa daraja hili kwa madai ya kuwa haliwezi kuwasaidia Watanzania walio wengi... Hii inanishangaza sana kwa sababu sioni kabisa mantiki yake kwani nikitumia mfano wao naweza sema hatukuhitaji Airport ya kimataifa hata kidogo...Ni watu wangapi wanaoweza ku afford kusafiri kwa ndege licha ya jiwanja kubwa lililochukua eneo kubwa na hata kusababisha makazi ya wananchi walalahoi kuhamishwa bila matakwa yao.
Je, uwanja huo unamnufaisha nini Mtanzania maskini tunaye jaribu kumsema hapa, ikiwa mji wetu unapanuka na Kigamboni ambako mahotel makubwa yanajengwa kwa sababu ya kupanua Utalii nchini hasa ktk mji wetu mkubwa kuna kosa gani kimaendeleo. Bila shaka hatuwezi kujipima na nchi kama Dubai ama nchi yeyote ile kwa mapana ama gharama ya suti yetu hii mpya lakini haiwezi kuchusha Dar Es Salaam nayo ikavaa suti hata kama ni ya kutoka China...Hatufanyi kuiga ila ni umuhimu wa kurahisisha usafiri ktk jiji letu ambalo ni alama yetu kubwa nje na ndani.

Wakuu, huu ni wakati wa mabadiliko yale maswala ya fikra za Kijamaa ndugu zangu kidogo inabidi mwende na wakati. Miji yote duniani haifanani na kila nchi ina mji mkuu wenye maendeleo makubwa tofauti na miji mingine modogo ambayo pia ina sifa zake na pengine ujenzi wa vivutio tofauti na miji mingine. Na ndio maana leo hii tuna halmashauri za miji ambazo kazi yake kubwa ni kujaribu kuepuka ule mfumo centralization ambao kwa muda mrefu umekuwa ukitumika.
Daraja la Kigamboni ni muhimu sana pale mjini kabla ya kuwekwa vivuko vingine kwani ukitazama mji wetu wa Dar unazidi kupanuka na kuna eneno kubwa sana upande huo wa Kigamboni ambao sii wengi kati yetu ambao wanafahamu huko Kigamboni kunafanana vipi pamoja na kwamba ni karibu sana toka mjini kuliko vitongoji vinginevyo..

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Naona niingize senti mbili zangu.

Planning ya Dar es salaam tumeiharibu sisi wenyewe tusiwalaumu wakoloni. Master plans kwa kawaida ni dunamic na zinatakiwa ziwe updated kila wakati. Sisi hiyo hatujafanya. Building regulations, bye-laws zinazotuongoza mpaka sasa ni zile tulizorithi kutoka kwa wakoloni na kuzifanyia marekebisho kidogo. Hakuna master plan ya maana iliyotayarishwa toka ile waliotayarisha wakina Marshall Macklin Monaghan Limited kutoka canada katika miaka ya sabini. Hii master plan haikutekelezwa kama ilivyo kawaida yetu. Sasa nasikia mradi wa Sustainable Dar es Salaam project nao wanahangaika na ya kwao wanayoiita Strategic Urban Development Plan. Kwa hali hii development zinazofanyika Dar ( na kwenye miji mingine) zinafanywa on ad-hoc basis bila kuwa na malengo yaliyoainishwa katika Master Plan. Mfano ni hiyo njia ya mabasi ya kwenda kasi. Wakuu walienda Curitiba, Brazil wakaona rapid transit system yao, wakarudi nyumbani na kuwatangazia wananchi kuwa sasa mambo safi maana wataiga mfano wa wa Brazil bila kufanya feasibility studies au matayarisho mengine! Huko Curitiba, hii system imefanikiwa kwa sababu ni sehemu ya Master Plan. Hii system imelenga kumrahisishia usafiri mtu wa kawaida, kupunguza matumizi ya magari na kulinda mandhari ya mji. Kila kitu, kuanzia njia zenyewe, mabasi yatakayotumiwa, aina ya vituo vya kusimamia, urahisi wa kutumiwa na walemavu na nauli itakayofanya hayo mabasi yawe ndani ya uwezo wa watumiaji na vilevile kufanya mradi uwe sustainable viliangaliwa.

Curitiba has a master planned transportation system, which includes lanes on major streets devoted to a bus rapid transit system. The buses are long, split into three sections (bi-articulated), and stop at designated elevated tubes, complete with disabled access. There is only one price no matter how far you travel and you pay at the bus stop. The system, used by 85% of Curitiba's population, is the source of inspiration for the TransMilenio in Bogotá, Colombia, Metrovia in Guayaquil, Ecuador,as well as the Orange Line of Los Angeles, California, and for a future transportation system in Panama City, Panama. The city has also paid careful attention to preserving and caring for its green areas, boasting 54 m² of green space per inhabitant.

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ktk Wikipedia

Vyote hivi vilichukua muda kupanga na mchango wa wataalamu wa fani mbalimbali walijumuishwa. Sasa angalia sisi tulivyo'approach' suala lenyewe. Feasibility study ilifanyika baada tu ya muwekezaji kudai, bila hiyo tusingefanya. Juhudi gani zimefanywa katika ubunifu wa vituo bora vya hayo mabasi n.k.?

Wataalamu kama wakina Morani wanapohoji haraka za kukimbilia hili daraja inatubidi tuwasikilize. Anachoshauri yeye ni kuwa tuhakikishe kuwa studies zote zimefanyika ili tutafute solution itakayotufaa zaidi. Sehemu ya hizi ni feasibility studies itakayojumuisha gharama za uendeshaji na namna ya kulipia. Kama litagharamiwa na toll, basi tuhakikishe kuwa kweli yako hayo magari ya kutosha. Kuwepo kwa mahoteli ya kitalii hakuna maana hii maana haya generate traffic kubwa kiasi hicho. Mfanyabiashara yeyote aliye makini ni lazima kwanza anahoji kama investment yake itarudi. Wenzetu ambao mnasisitiza tukurupukie solution hili ndio wenye mtizamo wa miaka ya sitini ambayo yametuachia tembo weupe kibao! Wakati huo ndio tulijenga viwanda kwa kukazania zaidi siasa na siyo biashara. Mfano wako wa kiwanja cha ndege si sahihi. Uwanja wa ndege umejengwa ili kutuunganisha na nchi nyingine pamoja na sehemu nyingine za nchi yetu. Usafiri wa anga hauwezi kuwepo bila uwanja wa ndege. Na hata wenyewe haujengwi kwa sababu ya sifa tu bali unaongozwa na mtizamo wa kibiashara. Lengo letu la kuwa na uwanja ni nini? Ni kuwa hub, kushindana na Nairobi? Kitu gani kitafanya mashirika ya ndege ya kimataifa yatumie uwanja wetu? Vivutio gani tutaweza kuweka ili wasafiri ( wa ndani na nje)hao waje? Au tuwe end destination tu na domestic hub ya hapa kwetu? Maswali kama haya ndiyo yanaongoza uamuzi wa kujenga uwanja wa ndege na sio prestige tu. Tunachokiomba sisi, ni kuwa yote haya yafanyike vile vile katika maamuzi ya kujenga daraja. Tutumie wataalamu wetu na wengine kutoka nje kuliangalia suala hili kwa undani zaidi.

Ushindani baina ya miji ni kitu cha kawaida na cha kusisitizwa. Lakini uwe ushindani unaoongozwa na mipango iliyo realistic. Tusipende platitudes. Kuita Arusha Geneva au Dar es Salaam Vancouver hakuta badili ukweli wa Unga Limited na Uwanja wa fisi. Tutumie vizuri rasilimali zetu kwa kuwekeza kwa makini. Hatuna luxury ya kufanya experiments. Tutayarishe Master Plan ituongoze katika maendelezi ya mji wetu kabla ya kujiingiza kichwa kichwa kwenye miradi kama hii. Ni hayo tu.

Bin Maryam! Kweli nilikimbia umande lakini middle school zilikuwa kiboko ndugu yangu!

Mkandara said:

Moran75,
Nimekuelewa mkuu ktk hoja zote na ndio maana nimesema kipengele hicho tu. Pia nimeeleza navyofahamu mimi na labda nikurudishe nyuma kidogo. Mji wa Dar es Salaam unafahamika kwa kitu kimoja kikubwa sana.. nacho ni kwamba kuna barabara moja tu toka katikati mjini kwa kila kitongoji chake. Si Ubungo, Kinondoni, Temeke, Buguruni wala Ukonga na sehemu zote hizi zilimewahi jengwa barabara mpya bila kufikiria sana matatizo ya muda (congestion) mfupi ambayo ni lazima yatakuwepo hata ikiwa ujenzi wa mtaro tu. Lakini baada ya kujengwa hizo barabara zimeweza kwa kiasi kikubwa ku handle traffic pamoja na kwamba planning ya mji wetu ni mbovu toka enzi ya Ukoloni.
Kwa hiyo ujenzi wa daraja hili uchukuliwe kama ni hatua moja ya kuondokana na tatizo la Usafiri kama vile tunavyosisitiza ujenzi wa barabara. Hizo congestion zote zitakuwepo kwa muda na baada ya ujenzi wa Daraja hilo kumbuka watu wote unaosema huenda na Kilwa road wanatokea mjini sio toka Kurasini, Mtoni ama Temeke. Hivyo basi hata kabla ya kushika njia hiyo ya Kilwa ni lazima wapitie maeneo ambayo unayazunguzia na imekuwa vigumu kwa waendesha magari na mabasi yetu kuweza kutoka mjini na pia kumbuka kuwa Kigamboni ndio sehemu pekee imebakia isiyokuwa na exit ya haraka (barabara) zaidi ya kuzungukia Mbagala.

Na kwa wale wanaodai hawaoni umuhimu wa daraja hili kwa madai ya kuwa haliwezi kuwasaidia Watanzania walio wengi... Hii inanishangaza sana kwa sababu sioni kabisa mantiki yake kwani nikitumia mfano wao naweza sema hatukuhitaji Airport ya kimataifa hata kidogo...Ni watu wangapi wanaoweza ku afford kusafiri kwa ndege licha ya jiwanja kubwa lililochukua eneo kubwa na hata kusababisha makazi ya wananchi walalahoi kuhamishwa bila matakwa yao.
Je, uwanja huo unamnufaisha nini Mtanzania maskini tunaye jaribu kumsema hapa, ikiwa mji wetu unapanuka na Kigamboni ambako mahotel makubwa yanajengwa kwa sababu ya kupanua Utalii nchini hasa ktk mji wetu mkubwa kuna kosa gani kimaendeleo. Bila shaka hatuwezi kujipima na nchi kama Dubai ama nchi yeyote ile kwa mapana ama gharama ya suti yetu hii mpya lakini haiwezi kuchusha Dar Es Salaam nayo ikavaa suti hata kama ni ya kutoka China...Hatufanyi kuiga ila ni umuhimu wa kurahisisha usafiri ktk jiji letu ambalo ni alama yetu kubwa nje na ndani.

Wakuu, huu ni wakati wa mabadiliko yale maswala ya fikra za Kijamaa ndugu zangu kidogo inabidi mwende na wakati. Miji yote duniani haifanani na kila nchi ina mji mkuu wenye maendeleo makubwa tofauti na miji mingine modogo ambayo pia ina sifa zake na pengine ujenzi wa vivutio tofauti na miji mingine. Na ndio maana leo hii tuna halmashauri za miji ambazo kazi yake kubwa ni kujaribu kuepuka ule mfumo centralization ambao kwa muda mrefu umekuwa ukitumika.
Daraja la Kigamboni ni muhimu sana pale mjini kabla ya kuwekwa vivuko vingine kwani ukitazama mji wetu wa Dar unazidi kupanuka na kuna eneno kubwa sana upande huo wa Kigamboni ambao sii wengi kati yetu ambao wanafahamu huko Kigamboni kunafanana vipi pamoja na kwamba ni karibu sana toka mjini kuliko vitongoji vinginevyo..

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MKuu Mkandara ulioyaweka hapo ni majibu mazuri sana...ila naona wengine wameshindwa kuelewa,ila usichoke kuwaweka sawa!!! na wengine unaweza waacha kuwajibu ONLY TIME will TELL.

Wizara Inawahitaji Wachina Maana Kwa Rushwa Wanajulikana Na Tena Huwa Wanatamba Wakifikiri Ni Biashara Halali Kwa Nchi Za Africa Lakini Naikumbusha Tu Wizara Iangalie Yasije Yakatokea Ya Sam Nujoma Road

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