Tanzania Road Assessment Additional Information
Contacts
Ministry of Works
The Ministry of Works was instituted in November, 2010 by the President of The United Republic of
Tanzania Hon. Dr. Jakaya Mrisho Kikwete. Its Mission is to have quality, efficient, cost-effective
construction industry that is capable of meeting the adverse needs for safe and environmentally
friendly construction, rehabilitation and maintenance of Roads, Buildings, Electrical and Mechanical
Works that meet the needs of the public through development and implementation of appropriate
sector policies, strategies and standards.
The Ministry of Works mandates were given in November 2010 to cater the following areas:
Construction Policies and their implementation, Roads and Bridges, Ferries, Mechanical Matters,
Government Buildings, Public Works, Engineering and Design Works, Materials Laboratory, Safety
and Environment.
The Tanzanian National Roads Agency
Vision
To have sustainable, safe and environmentally friendly all weather Trunk and Regional road network
to support the social economic development of Tanzania.
Mission
To develop, maintain and manage the Trunk and Regional Roads Network efficiently and in a cost
effective, safe and environmentally sustainable manner consistent with the Poverty Reduction
Strategy and other Government policies through a competent and well motivated workforce.
Key Achievements after 9 years of TANROADS Existence
The network condition: The trunk and regional road condition has steadily improved due to the various
maintenance interventions and development activities, which are carried out on the road network. The
overall road condition assessment at the end of December 2009 indicated that 73% were good, 23%
were fair and 4% were poor compared to 25% good, 40% fair and 35% poor in December 2001, when
actual implementation of projects started.
Road Classification
There are presently five classification categories for roads in Tanzania:
Classification
Description
Trunk Roads
These are identified as the primary and international roads that link ports,
airports and gateways to the Region of which 7656 kilometres are paved .
Regional
Roads
Regional Roads – Connecting districts and regional hubs to the main arterial
routes, total 21,105 kilometres of which 840 kilometres are paved and the
balance of 20265 remain unpaved.
District Roads
Tertiary routes and roads that link district capitals within the regions and
Classification
Description
ultimately linking to Regional and Trunk routes.
Feeder Roads
These are basic roads that link to the District roads.
Urban Roads
These can be identified as all roads with urban / city environment.
Road Inventory
The overloading or the inadequate positioning- stowing of loads over axles causes untold damage to
road , there are weigh bridge stations strategically positioned on all of the main arterial routes.
Trunk and regional roads are the responsibility of TANROADS, whilst the District, Urban and Feeder
Roads are the responsibility of the President’s Office for Regional Administration and Local
Government (PORALG).
Roads in the regions of Arusha and Kilimanjaro are better off, some are connected to tarmac network
and some are not. Roads in Manyara region are bad especially in Simanjiro and Kiteto districts.
Destinations close to tarmac roads are easily accessible even with trucks of over 30 metric tones but
those that are not close to tarmac roads, can’t be accessed with trucks of over 15 metric tones.
Trucks of 10 to 12 metric tones capacity mainly serve those destinations. Typical of those destinations
are in Ngorongoro, Babati, Monduli, Simanjiro, Karatu districts. Most schools under SFP fall under this
category of roads. During rainy seasons, roads deteriorate even more, makes transportation on 10-15
metric tones capacities even difficult. Tractors and four-wheel pick-ups are much preferred this time,
which in turn adds to the cost of transport matrix by the main contractor, say. Loaded trucks find these
tractors and four-wheel vehicles at points they can’t go beyond and these require instant payments.
Typical of this scenario are Monduli and Babati districts.
Please see the annexes for the trunk roads detailed tables
The approximate length of each category of road is provided below:
Axle Load Limits
The Gross vehicle mass (GVM) or Axleweightlimits are
Type
Tanzania
Transit Country
(specify)
Wgt per
Axle
Truck with 2 axles
18,000 kg -
9,000 kgs
Truck with 3 axles
24,000 kg -
8,000 Kgs
Truck with 4 axles
28,000 kg -
7,000 kgs
Semi-trailer with 3 axles
28,000 kg -
8,000 Kgs
Semi-trailer with 4 axles
36,000 kg -
9,000 Kgs
Semi-trailer with 5 axles
44,000 kg -
8,800 Kgs
Semi-trailer with 6 axles
50,000 kg -
8,4000 Kgs
Truck & drawbar trailer with 4
axles
37,000 kg -
9,250 Kgs
Truck & drawbar trailer with 5
axles
45,000 kg -
9,000 Kgs
Truck & drawbar trailer with 6
axles
53,000 kg -
8,800 Kgs
Truck & drawbar trailer with 7
axles
56,000 kg -
8,000 Kgs
Classification
Administering
Agency
Network Length
Trunk Roads
MOID
Paved (km) 4,284 Unpaved (km) 5,729 / Total (km)
10,013
Regional
Roads
MOID
Paved (km) 327 Unpaved (km) 18,629 / Total (km)
18,956
District Roads
PMO - RALG
Paved (km) 0 Unpaved (km) 29,537 / Total (km)
29,537
Feeder Roads
PMO - RALG
Paved (km) 0 Unpaved (km) 21,191 / Total (km)
21,191
Urban Roads
PMO - RALG
Paved (km) 790 Unpaved (km) 5,107 / Total (km)
5897
Total
-
Paved (km) 5,401 Unpaved (km) 80,193 / Total
(km) 85,594
Bridges
There are no bridges or tunnels that will impact on the movement of traffic transported by road which
is within gauge. Abnormal and out of gauge traffic will require route surveys and permission from
Tanzania Road Authorities, Police and other relevant authorities.
International Corridors Leading to the Country
Location
Direction
Border
Dar-es-Salaam
East
Indian Ocean
Horo Horo
North
Kenya
Oloitokitok
North
Kenya
Namanga
North
Kenya
Isebania
North
Kenya
Mwanza (Lake Victoria)
North
Kenya & Uganda
Mtukula
North
Uganda
Rusumo
North-West
Rwanda
Kigoma
West
DRC & Burundi
South-West
Zambia & Malawi
Tunduma
Main Corridors within the Country (leading to main towns / hubs)
Tanzam corridor: Tarmac, length 1,328 kms. It runs between Dar-es-Salaam in the east to Mbeya in
the Southwest up to the Zambian and Malawian borders. The corridor passes through Morogoro,
Mikumi (with a 24 Km. paved and then a dirt road to Ifaraka and Mahenge), Iringa, Mafinga (with link
to Mgololo), Makambo, Mbeya (with link to Itungi port and Malawi), and Tunduma in the Zambian
border.
Central corridor: Mainly unpaved, length 1,503 kms. It runs between Morogoro in the east and
Mwanza/Lake and Rwanda/Burundi in the Northwest. The corridor is passing through Morogoro
(where it can be linked with the Tanzam corridor), Dodoma, Manyoni, Singida, Nzega (with link to
Tabora). At Tinde it branches, with one branch to Mwanza on Lake Victoria (also in the lake corridor),
and the other branch to Rusumo (Rwnada border) and Kobero (Burundi border).
Lake Circuit corridor: length 1,016 km. It runs from Lake Victoria, connecting the towns of Musoma,
Biharamulo with link to Lusahunga and Bukoba. The northeastern part of this corridor connects with
Kenya at Sirari, and the Northwestern part with Uganda at Mtkula.
Northeast corridor: tarmac, length 895 km. It runs between Chalinze (in the Tanzam corridor) and
Moshi/Arusha in the Northeast. At Segera it branches, with one branch to Moshi and Arusha and the
other to Tanga and then continuing to Horohoro on the Kenyan border. The corridor connects to
Kenya also near Moshi at Taveta and Tarakea. The ascent is relative gradual, passing small hills at
roadsides.
Great North corridor: Partially tarmac length 1,032 km. It runs between Arusha, Dodoma and Iringa,
providing a north-south axis at the centre of the country. The corridor passes through Namanga
(Kenya border), Arusha, Mayukuni (asphalted), Babati (with a branch to Singida), Dodoma and Iringa.
Southern corridor: Length 1,251 km. It runs to the Southern portion of the country from the Indian
Ocean to Lake Nyasa (Malawi). The corridor passes through Mtwara and Mingoto on the East Coast,
through Masasi and Tunduru to Songea. It branches at Songea, with one branch to Mbamaba Bay on
Lake Nyasa, and the other to Itoni (with link to Manda, also on Lake Nyasa) and to Makamabako
where it connects with the Tanzam corridor.
Western corridor: Unpaved with a total length of 1,192 km. It runs along the western border of
Tanzania, from Nyakanazi southward toward Tunduma. The corridor passes through Nyakanazi,
Kigoma (with link to Manyovu-Burundi border), Mpanda, Sumbawanga (with a link to Kasesya-Zambia
border) and Tunduma, where it connects to the Tanzam corridor. Alongside the northern side of this
corridor are located EDP’s and Refugee Camps. The area is relative flat but prone to floods and
bridges are impassable during the wet season.
Southern Coastal corridor: A total length of 508 kms. It runs southward parallel to the Indian Ocean
coast, from Dar-es-Salaam to Lindi/Mingoyo. At Mingoyo it connects with the Southern corridor. When
crossing the Rufiji River at Ndumu there is a ferry. This road is closed sometimes during the rainy
season and the ferry may not operate after heavy rains.
Mid west corridor: A total length of 1,097 km. It runs between the mid-western sections of the
country, connecting to the Tanzam corridor at Mbeya, the Central corridor at Tabora, and the Western
corridor at Mpanda (grain producing area).
They are a number of active corridors in Tanzania
Road Corridor Assessment
 RAIL
The rail infrastructure is not functioning to its optimum capacity, which is attributable to lack of
maintenance to the raillines, locomotives and infrastructureoverall, Funding and allocations of funds
against remains perennial problem.
CENTRAL CORRIDOR
1. Port of Dar Es Salaam., Rail through to Kigoma then onto Mwanza that connect with the Ferry link
span throughto the Republic of Uganda and Kenya.
NORTHERN CORRIDOR
2. Port of Dar Es Salaam. – Tanga through to Moshi then Arusha. The branch link at Moshilinking
through to Kenya network is no longer operative.
SOUTHERN CORRIDOR
3. The rail link on this corridor is managed by TAZARA;the rail link is from Dar Es Salaam. Through to
Zambia transits through Morogoro, Iringa and, exiting Tanzania at Mbeya / Tanduma through to
Kaperi Mposhi for transshipment by road and/or rail to DRC andZambia.
4. The rail link has the opportunity for cargo to be transshipped at Mbeya to road for on carriage to
Malawi
5. There is a switch point at Kidatu from TAZARA rail system to TRL rail system; this is necessitated
due to the difference in the rail gauges.
Choice of corridors:
The choice of corridor to be consider and used is based on the final destinations of the products,
Tanzania generally has corridors direct to exit / entry points,the inter - cross corridor links are reliant
on secondary and tertiary roads.
The preferred corridor Zambia and Malawi is the southern corridor with the exit points through to
Zambia and Malawi at Tanduma and Kyera respectively.
The Central corridor, using road through to Kigoma with the Lake services through to DRC and
Burundi. The central corridors also service the warehouse hub in ISAKA, that can be connected by
road and TRL Rail and Kigoma that services the refugees comes in the region.
The Northern Corridor that covers the port gateways of Tanga and Dar Es Salaam.offers road and rail
options through to Arusha, the preferred mode of transport being road. Arusha is major warehouse
complex for WFP. The Northern corridor links through the Namanga border post into Kenya, by road,
from Namanga the corridor encompasses Kenya, Uganda, Southern Sudan and Somalia.
The secondary route through the Northern corridor is by road through HoroHoro being the entry for
cargo consigned to /from Mombasa.
At this juncture in time, Road is the favored method per corridor attributable to the limited railway
infrastructure and sustainable railway operations.
Corridor Capacity:
The corridor capacity based on Road vehicles available are adequate, there are over 49,059
registered and approved road by the Surface and Marine Transport Regulatory Transport Services
(SUMATRA road trucks positioned in the major centres of the Republic of Tanzania.
Analysis.
The considered method of transport various corridors, although rail will always be then preferred
system based on the commodity an tonnage that required to be transported ) through Tanzania, Rail
for the short term planning should be considered as unreliable with no sustainable schedules or
operating structures, is Road Transport.
The central line for rail from Dar es Salaam through to Dodoma, Tabora, Isaka, and Shinyanga and
onto the Lake Ports of Mwanza and Kigoma is an opportunity to resuscitate with limited financial
input; WFP- should consider being the driving catalyst to this project .
The most effective method of transportation in Tanzania , based on present day scenarios is road, the
improve road network, linked to functioning border post formalities ( Tanzania and Neighboring
countries ) and the superior quality of road vehicles on the road, permits for reasonable rapid and
controlled delivery of commodities internally within Tanzania and externally to neighboring
countries.
Seasonal effects on the corridor
During the rains additional care must be taken in loading, securing and covering the commodities that
move by rail and /or rail.
During the rainy seasons the likely hood of damaged or spoiled cargo may occur due to water
damage / ingression, thus Warehouse management must be particularly attentive to ensure that the
correct moisture content of the commodities stored are maintained, through proper ventilation and
may be in the use of tonnage to ensure a clean circulation within the stacks.
Transit time in the past were longer due to the poor conditions of some of the road, however with the
improved road conditions transit delays are reduced.
The drying of commodities by farmers may be impeded during the rains, thus m special care should
be taken when receiving grains to ensure that the moisture content is within the agreed parameters.
Augmentation
The enhanced delivery through the various corridors can be improved and developed through a
sustainable and reliable rail way system, which will allow for larger tonnage to be transported, relieve
the traffic flows presently on road.
Rail transport from the Port of Dar Es Salaam will reduce the congestion in the port and surrounds,
permitting increased tonnage to be transported out of the port to the hinterland destinations.
 Recommendations
The traffic flows through the corridors in the main is by Road, the trunk roads have been upgraded
and are generally in good condition , however high volume of heavily laden road vehicles linked to a
yet to be tested road maintenance schedule will cause degradation to the roads and impact on
service levels.
Rail is a cost effective and efficient process to move cargo over long distances , thus it is important
that WFP and ‘One Un” are identified as the catalyst to Government to fast track rail rehabilitation
programmes , a functioning Rail system will also ease road traffic congestion in the Port of Dar Es
Salaam and improve the off take . (During interviews with UN, Private Sector and Government offices
the demise of the Rail system is mentioned).
Thus.
1. Develop synergies as being the UN Logistics lead to Rail development, initially on Central Line with
dedicated trains to Isaka.
2. Develop synergies with Tazara for commercial rates and proposals for movement of grains from
Mbeya to Dar Es Salaam , and further afield from Zambia via Kaperi Mposhi to Dar Es Salaam and
Vica versa
3. The Kidatu switch point from Tazara to Tanzania Rail is there a possibility to reinstate the process
with links that will benefit traffic flows to the Central line, eventually linking to the Lake Ferry services
to Uganda and Kenya.
4. Dar Es Salaam Port is congested both in terms of Container traffic ,break-bulk , bulk and car
imports , to consider alternative routes and Ports – Tanga for example with links to Rail and Road .
5. The Port of Dar Es Salaam, in terms of its 5 year development programme, will be dismantling
warehouses to allow for additional space for vehicle imports and container traffic; this development
may cause us to lose the use of MP shed. It is important that meetings are held with senior port
management to obtain time lines and where possible obtain a long term commitment from the Port to
allow WFP to continue to use this well placed warehouse.
6. The Development of the Mtwara corridor, what are the benefits and possible implications of the
route and port, to food purchases made from the Songea region.
7. The Isaka Dry Port may possibly be moved and situated in Shinyanga, will this impact on the WFP
Isaka warehouse complex. Do we need to consider ‘What If, scenario Plan.
Towns and hubs
Isaka
Historically, the TRL rail service on the Central Corridor carried virtually all the transit traffic between
the port of Dar es Salaam and the land locked countries of Rwanda and Burundi, and also a
significant portion of the trade with Uganda and the eastern DRC. There were also block or unit train
operations between Dar es Salaam and Isaka.
Since the decline of the TRL service over the past seven to eight years, reflected as lack of capacity
and unreliability, most of the central corridor transit traffic has moved to road transportation, and in
respect of Uganda and Rwanda, there has been a major diversion to the Northern Corridor serving
the port of Mombasa.
In the case of Rwanda, this has resulted in a longer and more expensive route for international trade,
and for transit trade via Dar es Salaam, a much more expensive road service.