Tanzania - Revised Highway Project

F CRESTRICTED Report No. TO-600a This report was prepared for use within the Bank and its affiliated organizations. They do not accept responsibility for its accuracy or completeness. The report may not be published nor may it be quoted as representing their views. INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT INTERNATIONAL DEVELOPMENT ASSOCIATION APPRAISAL OF A REVISED HIGHWAY PROJECT TANZANIA January 18, 1968 Projects Department CURRENCY EQUIVALENTS Currency Unit: Tanzanian Shilling US$ 1 = T sh 7. 14286 T sh 1 US$ 0.14 T sh 1 million = US$ 140, 000 = h 50, 000 E 1 T sh 20 FISCAL YEAR July 1 - June 30 UNITS OF WEIGHTS AND MEASURES: BRITISH METRIC: BRITISH/US EQUIVALENTS 1 kilometer (km) = 0. 62 mile (mi) 1 meter (m) = 3. 28 feet (ft) 1 hectare (ha) = 2. 47 acres I liter (1.) = 0. 26 US gallon (gal) = 0. 22 imperial gallon (IG) 1 metric ton (m.t.) = 1. 10 US short tons (shtn) = 0. 984 ton (tn) TANZANIA APPRAISAL OF A REVISED HIGHWAY PROJECT Table of Contents SUMMARY i - ii 1. INTRODUCTION 1 2. BACKGROUND 3 A. Country 3 B. The Transport System 3 C. Road Transport h D. Road System 5 F. Road Administration 6 F. Road Maintenance 6 3. THE REVISED PROJECT 8 A. Description 8 (i) Detailed Engineering and Construction of Six Road Sections 8 (ii) Detailed Engineering of a 142 mile section of the (8) Morogoro-Iringa Road 10 (iii) Detailed Engineering of Secondary and Tertiary Roads 10 (iv) Staffing and Training Program for Roads and Aerodromes Division 11 B. Cost Estimates 11 C. Execution 13 D. Financing 14 4. ECONOMIC JUSTIFICATION 15 A. Review of the Economic Justification of the Original Project 15 B. Developments on the Project Roads since Appraisal in 1963/64 16 C. Proposed Geita Peninsula Roads 18 5. CONCLUSIONS 19 This reappraisal report is based on the findings of missions to Tanzania by Messrs. Soges and Jaycox. -2- Table 1 - Status of Original Project, November 1967 Table 2 - Central Government Road Expenditures Table 3 - List of Roads Table 4 - Morogoro-Mahenge Section of the Morogoro-Iringa Road. Design Standards. Table 5 - Cost Estimates Table 6 - Traffic and Unit Savings Estimates Table 7 - Estimated Future Traffic Growth Rates Chart - IBRD-3398 - Proposed Organization of the Roads and Aeodromes Division Map - IBRD-2066R2 - Highway System TANZANIA APPRAISAL OF A REVISED HIGHWAY PROJECT SUIARY i. The Association granted a development credit for US$14 million to the United Republic of Tanzania (Credit 48-TA) on February 5, 1964, for a highway project then estimated to cost a total of US$18.8 million equiva- lent. The project consisted of the detailed engineering and construction of eight road sections totalling 734 miles in length. ii. The project, which is being executed under the responsibility of the Roads and Aerodromes Division (BAD) of the Ministry of Communications and Works, has been delayed by more than two years and costs exceed by 40 percent the original estimates including contingencies. A major reason for the delay was the shortage of personnel in the RAD which developed in 1964 and 1965 as a result of the departure of expatriates. The cost in- crease is mainly due to the underestimate of the amount of works in the preliminary engineering by the RAD, and to increases in prices. iii. In 1966 the Government asked that the Closing Date be extended and that a supplementary credit be made. Subsequently the project was re- appraised, and a revised project is proposed in which the detailed engineer- ing and construction of six road sections totalling 533 miles in length is retained unchanged, one road section is deleted, and the detailed engi- neering of one road section (142 miles) is retained but its construction is deleted. As new items, the revised project includes the detailed engineering of secondary and tertiary roads (208 miles), and a staffing and training program for the RAD. iv. The total cost of the revised project, including contingencies, is estimated at US$22.8 million equivalent. It is proposed to maintain the same rate of IDA financing as before, namely 75 percent, or a total of US$17 million equivalent, of which US$14 million equivalent has already been provided under Credit 48-TA and the remaining US$3 million would be provided by the proposed supplementary credit. v. Eighty-five percent of the construction works in the revised project are already underway and on an overall basis they were about 50 percent complete in November 1967. All construction should be completed by mid 1971. vi. The revised project is technically well conceived and has a satis- factory economic justification. The estimated rates of return on the project investment range from 9 percent to 15 percent. On the basis of preliminary analyses the estimated rates of return for the secondary and tertiary roads to be engineered under the project would be in excess of 15 percent. The staffing and training program will help Tanzania to overcome the staff shortage in the RAD which was a major difficulty in the execution of the original project, and to develop a sound highway administration. - ii - vii. The revised project provides a suitable basis for an IDA credit of US$3.0 million equivalent to supplement the UStl.0 million equivalent of Credit 48-TA. TANZANIA APPRAISAL OF A REVISED HIGHWAY PROJECT 1. INTRODUCTION, 1.1 The Association granted a development credit for US$14 million (Credit 48-TA) to the Republic of Tanganyika (now the United Republic of Tanzania) on February 5, 1964 for a highway project estimated to cost US$18.8 million. It was the first loan/credit to Tanzania for roads. The credit became effective on April 16, 1964; the closing date was December 31, 1967. 1.2 The original project was appraised in 1963 on the basis of pre- liminary engineering studies, and. consisted of the detailed engineering and construction of eight road sections, totalling 739 miles in length (see Report TO-396a of January 21, 1964). Execution under the responsi- bility of the Roads and Aerodromes Division (RAD) of the Ministry of Communications and Works (Comworks) was scheduled to be completed by June 1967. 1.3 Execution of the project was seriously delayed and costs in- creased substantially. The first delays arose because of protracted negotiations in engaging engineering consultants for design and super- vision. Further delays were due to the contractors' slow progress on two contracts, partly because of defective pavement design and inadequate supervision by the RAD on one contract, and the long period involved in awarding the other contract and unexpectedly bad soil conditions en- countered during its execution. The delay on works now underway is about two years. 1.4 A major factor underlying the delays has been the shortage of professional staff in the RAD which developed in 1964 and 1965 (see para. 2.15), at a time when the workload was increased by the expansion of road construction generated by the IDA project. Within a year after the credit was negotiated, practically all the senior engineers in the RAD had left Government service including those who had prepared the proj- ect and negotiated the credit. The Association had not anticipated that an exodus of expatriate administrative and technical personnel on this large scale would result from Independence. The resulting difficulties in the management of the project were resolved in 1966 by the increased use of consultants and by successful recruitment of new staff for the RAD (see paras. 2.16, 3.3 and 3.9). 1.5 Estimates in 1966, based on completed detailed engineering and contractor's tenders, indicated that costs would exceed the 1963 estimates by 40 percent. The substantial cost overrun is due primarily to the inac- curacies of the preliminary engineering, done by the RAD, on which the original cost estimates were based. The detailed engineering prepared by the consultants revealed that the RAD had substantially underestimated the - 2 - amount of works involved, and indicated increased work quantities and higher costs. While the Association did succeed in persuading the BAD to increase its estimates somewhat at the time of appraisal, the extent of the underestimate was not recognized at that time. Also contributing to the cost increases were escalating prices, aggravated by the contin- ued delays in execution. The RAD estimated that the rise in road con- struction unit prices from 1963 to 1965 was about 10 percent, a trend which is continuing. 1.6 In view of the delays in execution and cost increases, the Ministry of Finance requested in March, 1966, that the scheduled completion date be deferred and that the credit be supplemented to meet increased costs. Following this request, the project was reappraised and a revised project is now proposed. 1.7 For the last three years the Bank/IDA have required that loans and credits for highway projects be based on completed detailed engineer- ing. This policy was adopted because past experience with this and other road projects had indicated that preliminary engineering is not a satis- factory basis for providing reliable cost estimates. 1.8 The status of the original project is as follows. The detailed design of seven road sections has been completed. Construction contracts for two road sections were awarded on the basis of international competi- tive bidding in 1965, followed by awards for two other sections in 1966. A fifth road section is being built by Departmental forces. This work, located in a remote area, was already underway when the credit was appraised. These five road sections representing about 65 percent of the works i - cluded in the original project and 85 percent of the works in the proposed revised project, and on an overall basis were about 50 percent complete in November 1967. The quality of construction is satisfactory and the cost of works executed so far have been reasonably close to the engineers' esti- mates. The status of the original project is shown in more detail in Table 1. 1.9 This report is based on the original appraisal report and the findings of IDA missions to Tanzania by Messrs. F. Soges and H. Young, Engineers, and E. Haker and E. Jaycox, Economists. - 3 - 2. BACKGROUND A. Country 2.1. Tanzania lies a few degrees south of the eauator, and is roughly about the size of France and Spain combined. It is bounded on the north by Uganda, Lake Victoria and Kenya, on the east by the Indian Ocean, on the south by Mozambique, Malawi and Zambia and on the west by Lake Tanganyika, Burundi and Rwanda. It has an area of 361,800 square miles, a large part of which consists of an arid high plateau in the center. Agricultural production is concentrated in the more fertile areas on the periphery where rainfall is also more abundant: the Lake Victoria region, the highlands around Kilimanjaro, the Southern Highlands, and the Northern Coastal district. 2.2 Tanzania's estimated population was 10.4 million in 1966 and is believed to be increasing at about 2.2 percent annually. It includes 80,000 Asians who are engaged predominantly in commerce, and some 30,000 Europeans who are employed in the public services, trade, banking and industry and to a lesser extent in large-scale farming and plantation enterprises. With a density of 28 people per square mile the country is sparsely populated; however, population pressures exist in some agricultural areas. 2.3 Gross domestic product per capita is very low - $75 in 1966. In the period 1960-62 to 1966, monetary GDP at constant prices grew at the rate of 5.9 percent per annum, and real per capita incomes rose at an average of 2.7 percent per annum. Agriculture is the principal economic activity. Crop production, animal husbandry, forestry and fisheries together account for about 52 percent of domestic production. About half of total agricultural production is consumed for subsistence. The main cash crops are cotton, sisal and coffee. The small but rapidly growing industrial sector accounts for some 5 percent of GDP. Mining of gold and diamonds is important for exports, but exploitation of other known mineral deposits is as yet insignificant, partly due to remoteness from markets. B. The Transport System 2.4 The basic transport system consists of three main seaports, about 1,500 miles of railway line, 21,000 miles of primary, secondary and tertiary or district roads, 20 airports handling scheduled flights, and coastal and lake shipping services. Seaports and railways form part of the East African Railways and Harbors system, a common service to Tanzania, Kenya and Uganda. The transport system is extensive in relation to the volume of traffic it is called upon to handle because population and production centers are widely dispersed around the periphery of the country. 2.5 The main flow of traffic and, consequently, the orientation of the country's trunk transpoit system, run roughly east-west to and from the seaports, mainly Dar es Salaam and Tanga. This pattern reflects the econ- omy's dependence on exporting primary products and the reverse flow of manufactured goods and fuel distributed throughout the country from the coast where they are either imported or produced. The trunk system of Tanzania is also utilized by neighboring landlocked states and the eastern part of the Congo, which rely on it in varying degrees for access to the sea. 2.6 In connection with Bank Loan 428-EA for the East African Railways and Harbors, the Governments of Tanzania, Kenya and Uganda undertook to carry out a transport coordination study. The UNDP has agreed to assist in financing this study which is now underway with the Bank as Executing Agent. The object of the study is to provide each of the three Govern- ments with a sound basis for formulating its transport policies; the study should develop an appropriately phased series of measures to coordinate the use and development of the various modes of surface transport in and among the three countries, so that the resources employed are used in the most efficient manner. C. Road Transport 2.7 While the road system is fairly extensive, traffic volumes gener- ally are low except in the vicinity of the major coastal centers and in the Lake Victoria area. The main function of road transport lies in the rela- tively short-haul services for the delivery and collection of goods to and from rail lines and terminals. However, the recent increases in industrial goods' consumption have created demand for a greater range of transport services, particularly for interurban road transport. On the basis of very fragmentary information, it is estimated that primary road traffic is in- creasing at about 7-8 percent annually, much higher than recent growth of the monetary GDP. 2.8 The vehicle fleet is growing at an estimated annual average rate of 7.5 percent. In 1966 there were about 55,000 registered motor vehicles, or about one vehicle per 190 inhabitants compared with 180 in Uganda and 100 in Kenya. About 20 percent of the fleet consists of trucks, buses and tractor-trailers. Over 70 percent of the total fleet has been registered during the past five years, indicating that the fleet is not over age, and has probably been growing in capacity and efficiency more rapidly than in numbers. 2.9 While the road transport industry has been growing rapidly, it is still not highly developed. The carriage of goods and passengers for hire is restricted by route-licensing and area-licensing regulations designed primarily to protect the railway's differential tariff from road competition. The industry consists primarily of owner-operator truckers and small rural bus companies; there are a few large firms offering long-distance services - 5 - on main routes. The newly formed Zambia-Tanzania Road Services, a Govern- ment controlled corporation owning about 400 large trucks, is exclusively engaged in the movement of Zambian import/export traffic through Tanzania. 2.10 Extraordinary burdens have recently been placed on the Tanzanian transport system by Zambian requirements arising from Rhodesia's declaration of independence (UDI) in November 1965, and the subsequent diversion of Zambian traffic from Rhodesian routes. This has overloaded Tanzania's trunk system and disrupted the movement of domestic traffic. Zambia's current transport requirements through Tanzania have increased pressures to improve Tanzania's trunk system and port capacity, and have drawn both transport services and public concern away from the lower class roads, which require attention. D. Road System 2.11 The road network comprises about 10,100 miles of primary and secondary roads maintained by the central Government, about 10,700 miles of tertiary or district roads maintained by District Councils, and an unknown mileage of unclassified minor roads and. tracks for which there is no established public responsibility (see Map). About 850 miles of roads are bituminous paved and 800 miles are engineered gravel; the remaining 19,000 miles of public roads are low-standard gravel or earth roads. 2.12 Provision of a serviceable road system at reasonable cost has been a problem in Tanzania because the density of traffic is low and popu- lation centers are widespread. Historically, the Government has met the problem by constructing an extensive low-standard, low-cost network of all- weather roads which, with a few gaps, is capable of meeting road transport requirements with reasonable efficiency. However, traffic growth will require progressive upgrading of the primary roads, including major reconstruction and realignment to fully engineered standards. This next stage of Tanzania's main road development, which is, to a limited extent, already underway, will be much more expensive than the present all-weather facilities. 2.13 Central Government exrenditures on the road network over the past five years, including adinistration, maintenance and construction, have averaged about US$9 million equivalent a year (see Table 2). The level of expenditure, particularly on maintenance, is low in relation to the extent of the road system and its utilization, and has resulted in a slow erosion of the investment in road facilities. The Bank's 1966 economic mission to East Africa recornended an increase in expenditure on roads to attain an annual level of about US$20 million equivalent by 1967/68, reraining at that level in subsequent years. The Government's initial reaction to this recommendation has been favorable. -6 E. Road Administration 2.14 The responsibility for the administration of the road system is vested in the Roads and Aerodromes Division (BAD) of the Ministry of Com- munications and Works (Comworks) (see Chart). The Division is directly responsible for the primary and secondary road systems, and also provides technical assistance to the District Councils which are in charge of the tertiary roads. The Mechanical and Electrical Division of the Ministry takes care of road construction and maintenance equipment. The organi- zation of the highway administration is basically sound; however, the executive capacity of the BAD has been seriously impaired by shortage of competent professional staff. 2.15 The staff shortage developed in 1964 and 1965 with the pro- gressive departure of expatriate engineers and the difficulties of replacing them from either local or foreign sources. The adinistrative establishment of about 50 engineers would barely meet the current re- quirements of Tanzania's highway system, but only about 85 percent of these positions are filled and even this staff partly consists of new graduates with little experience. While it is Government policy to fill administrative positions with Tanzanian nationals, the supply of qualified nationals is inadequate and will remain so for many years. In the mean- time, the BAD will have to continue to depend heavily on foreign nationals. 2.16 The Government recognizes the need to restore the strength of the BAD and has taken steps to that end. Engineering salaries were recently increased to more competitive levels and an overseas recruitment campaign launched. It attracted ten new engineers in 1966 and 14 in 1967, and fur- ther recruitment is under way. The provision of expatriate engineers and funds for their salaries have been arrnnged under a Swedish bilateral pro- gram (SIDA) and similar assistance is being sought from other countries. The Government has reouested the Association to help obtain additional foreign experts to take executive rositions in the BAD and to finance their salaries in part (see para. 3.14). 2.17 The Government is providing incentives, through scholarships and promotional campaigns among students, to attract young nationals to Comworks. The Ministry plans to recruit annually at least five new graduate Tanzanian engineers for the BAD. These recent graduates will, however, require exten- sive on-the-job training under experienced supervisors. The Ministry expects that in five years the supply of naticnal professionals will be sufficient to provide trainees for all functions in the establishment of the BAD. F. Road Maintenance 2.18 Maintenance expenditures on the 10,100 miles of primary and secon- dary roads under the authority of Comworks are met from the central Govern- ment's current budget. The maintenance of the 10,700 miles of tertiary roads is financed by various locally-collected taxes supplemented by the central Government. Comworks assesses its maintenance recuirements on formulae develovoed a number of years ago, related to prices for labor, equipment and materials that are no longer operative. On this basis, the annual allocation for maintenance of various types of roads is US$1,250 equivalent a mile for bituminous paved roads, US$600 equivalent for gravel roads and US$330 equivalent for earth roads. In accordance with these allocations, maintenance expenditures on the Comworks roads were restricted in 1965/66 to about US$I.2 million equivalent. Funds available for district roads were far less, averaging only about US$60 equivalent a mile. The amounts allocated are insufficient for adequate maintenance, particularly for periodic repair of gravel and earth roads. During negotiations, assur- ance was obtained from the Government that road maintenance requirements will be reassessed on the basis of present cost levels and traffic. The Government is committed under the Credit Agreement to maintain adequately the roads included in the project; during negotiations the Government agreed to extend this obligation to cover the entire road system under the jurisdiction of the Central Government. - 8 - 3. THE REVISED PROJECT A. Description 3.1 The reappraisal of the original project has led to a revised project which consists of (see Table 3 and Map): (i) the detailed engineering and construction of six road sections totalling 533 miles in length; (ii) the detailed engineering of a 142 mile section of the Tanzam highway between Morogoro and Iringa; (iii) the detailed engineering of four secondary roads totalling 110 miles in length, and of tertiary roads totalling 98 miles in length, and (iv) a staffing and training program for the Roads and Aerodromes Division for a five year period. In the revised project, six of the eight road sections in the original project are retained unchanged under item (i) above; the detailed engineer- ing of the Morogoro-Iringa road section is retained and extended from 104 miles to 142 miles under item (ii) but construction is deleted; and one road section, Musoma-North Mara, is deleted entirely. The detailed engi- neering of the secondary and tertiary roads, item (iii), and the staffing and training program for the RAD, item (iv), are new. (i) Detailed Engineering and Construction of Six Road Sections 3.2 (1) Chalinze-Segera Road. This road was improved from an earth track to engineered gravel standard under a contractor-financed scheme before the original credit was made. The project provides for its bituminous paving, for which a contract was awarded in July 1965 to Ingra (Yugoslavia). The pavement design was prepared by the RAD, which was also to supervise construction. 3.3 From the beginning, the contractor's organization was weak, and progress of work was slow. The supervision by the RAD was poor due to in- sufficient staff on the site and lack of assistance from headquarters. The first sections of pavement, which consisted of a lime-stabilized base with a bituminous paving, failed, requiring a revision to the pavement design. At the Association's request, consultants, Scott, Wilson, Kirkpatrick & Partners (UK), were engaged in November 1966 to review the pavement design and supervise construction. Where necessary, stabilization by lime was replaced with more expensive cement. The quality of the work has improved and is now satisfactory. Progress is still slow, but equipment was increased and further increases are planned to accelerate the work, which was about 45 percent complete in November 1967. - 9 - 3.4 (2) Mkumbara-Kisangiro Road. The project provides for the re- alignment and reconstruction of this road including bituminous paving. Detailed engineering was done by consultants, Scott, Wilson, Kirkpatrick & Partners (UK), who are also supervising the construction, which is being carried out by Stirling Astaldi, Ltd., (UK-Italy) under a contract awarded in January 1966. The construction work was about 60 percent complete in November 1967 and is satisfactory. 3.5 (3) Mingoyo-Masasi Road. The project provides for the recon- struction of this road to a gravel standard. Detailed engineering was prepared by RAD and construction is being carried out by RAD forces. Pro- gress has been slow, but construction work is now more than 90 percent complete and is satisfactory. 3.6 (4) Uyole-Itungi Port Road. The project provides for the recon- struction of this road including bituminous paving. Detailed engineering was done by consultants, Italconsult (Italy), who are also supervising construction, which is being carried out by Ph. Holzmann (Germany) under a contract awarded in May 1966. The work has been delayed because of the long period involved in awarding the contract and because of bad weather and unexpectedly difficult soil conditions encountered during execution, but plant and personnel have been increased and night work introduced to accelerate progress. The construction work was about 25 percent complete in November 1967 and is satisfactory. 3.7 (5) Kclondoto-Bariadi Road. The project provides for the recon- struction of this road to a gravel standard. The detailed engineering was prepared by consultants, Ingeroute (France), who have also been retained to supervise construction. The call for tenders on the basis of international competitive bidding was held in abeyance, pending the revision of the proj- ect. Tenders are now due in February 1968. 3.8 (6) Dar es Salaam-Kibiti Road. The project provides for the reconstruction of this road including bituminous paving. Detailed engi- neering was done by the RAD which is also supervising construction being undertaken by Ingra (Yugoslavia) under a contract awarded in November 1965. The work was about 60 percent complete in November 1967 and is satisfactory. 3.9 As the exoected developments in the service area of the road have not taken place (see para. 4.8), the Association requested that means be explored to reduce construction costs. Scott, Wilson, Kirkpatrick & Part- ners (UK), were commissioned by the Government to investigate gravel sources with a view to substituting a gravel course for the stabilized base and bituminous paving. The gravel search proved negative. In the meantime, the earthworks have been completed on the whole road, but construction of the pavement followed only slowly, leaving a large gap of unpaved formation. Traffic over the unDaved section was diverted to service roads and moved under adverse conditions, involving complete stoppage during rainy periods. Under these circumstances, the completion of an adequate pavement has become imperative. Stabilized soil base with a bituminous paving, as originally planned remained the only technically feasible solution. The consultants refined the pavement design, which resulted in some construction cost savings. - 10 - 3.10 (7) Musma-North Mara Road. The original project provided for the reconstruction of this road to gravel standard, but no engineering or construction has been undertaken. There has been no traffic growth and none is anticipated. The economic reappraisal indicates a rate of return below 7 percent (see para. 4.9). The Association and the Government have agreed to drop this road from the project. (ii) Detailed Engineering of a 142 mile section of the (8) Morogoro- Iringa Road 3.11 The original project provided for the detailed engineering, partial reconstruction and bituminous paving of a 10h-mile section. The detailed engineering was completed in 1965 by consultants, Sir A. Gibb & Partners (UK), to standards consistent with normal traffic growth fore- seeable at that time. The revised project provides for the redesign by consultants of the 104-mile section to higher standards, and for the de- tailed engineering by consultants for the improvement of a further 38-mile section in the vicinity of Morogoro which is of relatively low standard. 3.12 The Morogoro-Iringa road forrs part of the Tanzam highway. The extraordinary increase in traffic due to Zambian transit raised the ques- tion whether the standards followed in the engineering of the 104-mile section still remain adequate to meet the changed traffic requirements. It also raised the question of how to maintain heavy traffic during recon- struction of the road, a part of which is located in a deep gorge. In view of these problems the Government, with the concurrence of the Association, has deferred reconstruction of the road section for the time being, has stepped up maintenance to meet increased traffic, and has decided to have the engineering of the road revised to higher standards consistent with present traffic forecasts (see Table 4). The engineering for the recon- struction or improvement of the other sections of the Tanzam highway in Tanzania, not included in the proposed project, is being carried out under USAID auspices. (iii) Detailed Engineering of Secondary and Tertiary Roads 3.13 The Government submitted feasibility studies, including prelimi- nary engineering, for six roads prepared by consultants, William Halcrow & Partners (UK), Scott, Wilson, Kirkpatrick & Partners (UK), and the Econo- mist Intelligence Unit (UK). A mission from the Nairobi Office visited Tanzania late in 1966 and on the basis of the feasibility reports and its own findings recommended a project consisting of the engineering and con- struction of four secondary roads totalling 110 miles in length and of tertiary roads totalling 98 miles in length. These roads are situated in the Geita Peninsula on Lake Victoria. The preliminary cost estimate for engineering and construction, including an appropriate allowance for contingencies, amounts to US$4 million equivalent. The present project provides only for the detailed engineering, and financing for construction would have to be obtained subsequently. - 11 - (iv) Staffing and Training Program for Roads and Aerodromes Division 3.14 The steps taken so far by the Government to meet both the short term need for foreign experts and the longer term goal of a national staff are soundly conceived, and worthy of external support (see paras. 2.16 and 2.17). The Bank's 1966 economic mission to East Africa emphasized the need for further strengthening the staff of the BAD as quickly as possible. Under the staffing and training scheme for which financial assistance is to be provided under the project, a team of up to eight experienced for- eign experts is proposed, composed of a transportation economist and engineers of various specialties including design, construction and main- tenance (see Chart). For a planned period of five years, the experts will be appointed to executive positions in the BAD and concurrently will train national counterparts, to be designated by the Government, to take over eventually the functions exercised by them and other expatriates. As time goes on, the experts' duties will become increasingly of an advisory nature as the counterparts gain experience and take over responsibilities. The actual number of experts to be engaged will be determined and reviewed from time to time, in consultation between the Association and the Govern- ment, on the basis of the availability of aualified counterparts. During negotiations agreement was reached with the Government to begin the program with a first group of six training experts. Assurance was also obtained from the Government that it will pursue its efforts to strengthen the BAD and the engineering education of nationals, and that responsibilities presently held by expatriates will be transferred to nationals gradually in order to ensure that the accumulated experience of expatriates is passed on to them. B. Cost Estimates 3.15 The cost estimates of the original and revised project are summarized below (for details see Table 5): - 12 - US$ Million r Million Equivalent (i) Original project, 1963 estimates: A. Construction 5.29 14.8 B. Engineering Services 0.53 1.5 C. Contingencies, about 15 percent 0.88 2.5 Total 6.70 18.8 (ii) Revised project, 1967 estimates: A. Construction 6.50 18.2 B. Engineering Services 0.88 2.4 C. Roads and Aerodromes Division Staffing and Training Scheme 0.15 0.4 D. Contingencies (a) for Quantity variations, about 6 percent 0.46 1.3 (b) for price variations, about 3 per- cent on remaining works and services 0.16 0.5 Total 8.15 22.8 The revised estimates for construction are considered accurate since they are based on almost completed work by Departmental forces on one road, on tender prices and partly completed work on four other roads, and on com- pleted detailed design for the sixth road. The revised estimates for engineering services are also considered accurate as they are based, for the construction part of the project, on fees paid for completed designs and on contractual prices for supervision of construction, and for the detailed engineering of a section of the Morogoro-Iringa road and of the Geita peninsula roads on the consultant's estimate of fees. The estimate for the staffing and training program is based on the provision of an average number of six experts for a three year period; this is considered sufficiently accurate and variations in it would not significantly affect the total project cost. Possible quantity variations were assessed in the light of experience with already executed works. In view of the rela- tively advanced stage of the project, price variations will be limited. The contingency allowances for quantity and price variations are therefore considered adequate. 3.16 The foreign currency component of the construction costs was estimated at 75 percent in the original project. Since the time of the original appraisal, it has been reduced due to recent industrial develop- ment in Tanzania, including the opening of a refinery at Dar es Salaam, and to the rapid rise of local labor rates. The foreign exchange com- ponent is now estimated at about 65 percent. - 13 - C. Execution Engineering and Construction 3.17 Comworks will continue to be responsible for the execution of the project, assisted by consultants who are supervising the bulk of the works. As mentioned before, about 85 percent of the construction works in the revised project are in the hands of contractors or departmental forces, and the last construction contract is scheduled for international competitive bidding by February 1968. It is expected that construction will be completed by mid 1971. Engineering consultants selected under procedures and terms satisfactory to the Association will be employed for the detailed design of the Geita Peninsula secondary and tertiary roads. Staffing and Training Progra for RA 3.18 The experts will be recruited and engaged by the Government, under contracts satisfactory to the Association, for two terms of two years, with provision for possible extension of their term as appropriate. The experts' emoluments will be determined individually in their contracts (the average is expected to be about US$18,000 per year). The Government will pay a part of the emoluments, at the rate of establishment salary scales applicable to the administrative functions held by the experts (about us$6,000 equivalent per year). As establishment salary scales are designed for the requirements of local administrations staffed by nationals, they are inadequate to attract foreign experts and IDA will finance the remainder of their salary as well as international travel costs. The Gov- ernment will also provide the experts with the usual amenities incidental to their functions, such as furnished housing, duty-free importation of certain personal effects, etc.; will permit the free transfer of a part of the emoluments to their home country; and will provide the facilities and assistance required for the performance of their duties. During negoti- ations, agreement was reached with the Government on the guidelines for the contractual arrangements with the experts including their salary ranges. 3.19 The Government is prepared to start recruiting experts for the RAD staffing and training program immediately, and it is expected that the program will be operational within nine months. The Associa- tion's financial support, under the proposed project, would cover the first three years approximately of the five year program. During negoti- ations, assurance was obtained from the Government that it will carry out the program for the five years and that adequate funds for this pur- pose will be made available. During this time, the Association and the Government will evaluate, in periodic consultations, the progress under the program, and determine the need for any further extensions. -14 - D. Financing 3.20 The Association's participation in financing the original project was established at the rate of 75 percent, based on the foreign exchange component of the original cost estimate, and the Government has requested that this share be maintained throughout the revised project as defined in this report, notwithstanding the lower foreign component of 65 percent discussed in paragraph 3.16. For general economic reasons set forth in the report of the recent economic mission, "Prospects for Economic Development in Tanzania" (AF-58), it is recommended that the Association agree to maintain a 75 percent share in the financing of the revised project. On this basis, the Association's contribution is estimated at US$17 mil- lion equivalent, of which US$14 million equivalent is provided under Credit 48-TA and US$3 million equivalent would be provided by the supple- mentary credit. 3.21 The Government is prepared to finance the remaining costs. The revised project would require a supplementary local contribution of about US$1.0 million equivalent. 3.22 The projected disbursements schedule of the revised project is as follows: Calendar Years 1964-1967 1968 1969 1970 1971 Total Disbursements (US$ million): 7.0 6.0 2.0 1.2 0.8 17.0 The disbursement procedures will be as follows: for engineering and con- struction, IDA will disburse 75 percent of total expenditures. For the Staffing and Training Program, IDA will disburse for the actual salary over and above normal Tanzanian civil service scales and for international travel costs. If engineering, construction and staffing and training costs are lower than estimated, any surplus funds remaining in the credit account would be cancelled. - 15 - 4. ECONCITC JUSTIFICATION A. Review of the Economic Justification of the Original Project 4.1 The substantial increases in the estimated costs of the road works included in the original project have made it necessary to review their economic justification. Other factors have affected the economic analysis in addition to the increased cost estimates. In the first place the completion of detailed engineering has resulted in sore changes in the proposed align- ments and in the standards of the roads to be improved. Secondly, the condition of many of the roads has deteriorated since the original appraisal. These two factors affect the estimated unit vehicle operating savings used in the analysis. In the third place, as a result of the delay in construction of the roads and the growth of traffic during this interval, in most cases there will be increased traffic on the improved facility at the time it comes into operation. Finally, since the original appraisal, the Bank/IDA has modified and improved its method of appraising road projects. The original appraisal was based on rates of return according to the annuity method, which does not allow for benefits accruing from future normal traffic growth or generated traffic, or from the differential in future maintenance costs at higher traffic densities. The economic analysis in this report is based on the methodology now practiced within the Bank/IDA and the results are not strictly comparable with those of the original appraisal report. 4.2 Tables 6 and 7 show the traffic and traffic growth estimates on which the economic evaluation has been based. Table 6 also shows the esti- mated unit savings per vehicle mile based on the average truck and car using each road and on the changes in riding quality which the proposed improvements would entail. Each road included in the original project is described briefly below. In summary, the rate of return calculations produce the following results: Ref. No. (See Map) Rate of Return 1 Chalinze-Segera 10% 2 Mkumbura-Kisangiro 15% 3 Mingoyo-Masasi 13% 4 Uyole-Itungi Port 13 5 Kolondoto-Bariadi 9% 6 Dar es Salaam-Kibiti 8% 7 Musoma-Forth Mara 7% 8 Morogoro-Iringa 13% - 16 - B. Developments on the Proiect oads since Appraisal in 1963/64 4.3 The (1) Chalinze-Segera road was improved in 1964/65 from an earth track to an engineered gravel standard under a contractor-financed scheme arranged prior to the original IDA Credit, which was for bituminous paving. In 1962 there were only 30 vehicles per day using this road. The 1964/65 improvement generated considerable traffic. Traffic is currently estimated at 145 vehicles per day with over 60 percent consisting of trucks and buses. It is estimated that this traffic will grow at the annual aver- age rate of 6 percent per annum through 1979, then drop to a growth rate of about 5 percent per annum for the remaining 10 years of the improved road's economic life. The unit benefits from vehicle operating savings are relatively low since the road has been realigned and reconstructed to high gravel standards and the present improvement involves only bituminous paving. Generated traffic would therefore also be relatively small. Road maintenance cost savings, however, will be an important element of the economic benefits. The economic rate of return on this road is estimated at slightly more than 10 percent. 4.4 The (2) Mkumbura-Kisangiro road has been shortened by 10 miles in the process of final design. Estimated savings in vehicle operating costs have substantially increased as a result. However, due to realign- ment, some existing traffic would not use the new road (about 14 vehicles per day at present). Since 1962, traffic on the road has risen from about 105 to 185 vehicles per day, of which 50 percent are trucks and buses. Marketed agricultural production (especially coffee, wheat, and livestock) from the Kilimanjaro and Arusha districts has increased rapidly and further agricultural and other economic development is expected. The headquarters of the East African Community secretariat is now scheduled to be established at Arusha which should increase traffic on this road substantially. It is estimated that traffic will continue to grow at about 6-7 percent per annum through 1975 and then slow to about 5 percent annually over the remaining 15 years of the improved. road's economic life. The benefits from savings in vehicle operating costs per mile will be substantial, since the road would be improved from a mediocre earth con- dition to a two-lane bituminous surfaced road. As a result there would be substantial generated traffic if the road is improved; this is esti- mated at 100 vehicles per day shortly after opening of the improved facility. The rate of return on the investment required to achieve these benefits is estimated at 15 percent. 4.5 The (3) Mingoyo-Masasi road in the Mtwara region, which is being reconstructed to gravel standards, is nearly complete. Traffic on this road has increased from about 60 vehicles per day in 1961 to nearly 280 vehicles per day in 1967 including traffic that has already been diverted to the road or generated as a result of the improvements. Normal traffic growth has been in the order of 5-6 percent per annum over recent years and is expected to continue through 1975 at least, by which time stage improvement to a bituminous surfaced road will be justified. For the - 17 - purposes of the economic analysis benefits from traffic growth beyond 1975 are not considered since the gravel road will have reached its effec- tive capacity. The estimated rate of return on the investment in the present improvement is 13 percent. 4.6 The (4) gole-Itunmi Port road is a major feeder outlet from the Mbeya province of the Southern Highlands. The area is heavily populated and agricultural development (especially tea, coffee, and bananas) has taken place at a faster pace than foreseen by the original appraisal report. This development has been offset by the withdrawal of the Malawi transit traffic formerly using this road so that average daily traffic has changed little over the past few years. The region has excellent prospects for further development and traffic is expected to grow by at least 6 percent per annum through 1980, then dropping off to a lower rate during the remaining 10 years of the improved roads economic life. The savings in vehicle operating costs per mile are estimated to be very high, at about 16 US for the average truck and 4 US for the average car. The road now has not much more than a poor earth surfacing. Gradients, drainage, and curves are bad. Relatively heavy trucks are in use in this area of Tanzania, and they constitute roughly 60 percent of total traffic. A very large generated traffic is expected on this road due to the large unit savings. Savings in road maintenance costs will also be substantial. The rate of return on the proposed investment to improve the existing road to a two-lane bituminous-surfaced road is esti- mated at about 13 percent. 4.7 The (5) Kolondoto-Eariadi road is a major feeder road serving a rain-fed cotton area south-east of Lake Victoria. Production in the area has increased rapidly in recent years. Traffic on the road increased from an estimated 30 vehicles per day to about 125 vehicles per day since 1961/62. The outlook for future growth is not as spectacular as recent trends would indicate, but remains fairly good. It is estimated that traffic will con- tinue to grow at about 5 percent per annum through 1985, the estimated end of the improved road's economic life. The savings in vehicle costs per mile as a result of improvement from earth to gravel would be substantial and lead to generated traffic through increased production. The estimated economic rate of return on the investment required to improve the road as proposed is 9 percent. Although this rate of return is not high, it is not so low as to rule out this road improvement, particularly in view of the original commitment of IDA and the Government to carry the project out. 4.8 The development anticipated along the (6) Dar es Salaam-Kibiti road has not taken place and future prospects are not very favorable. Present traffic is about 86 vehicles per day of which 70 percent are trucks and buses. It is estimated that future traffic growth would be in the order of 4 percent per annum over the 20-year life of this road, which, if improved at all, must be built to bituminous standards due to the lack of gravel in the area. Savings in vehicle operating and road maintenance costs would be sufficient to yield a rate of return of slightly over 8 percent on the investment as a whole. This rate of re- turn may be considered marginal. However, these works are now well - 18 - underway, and the road that served this area prior to construction has been completely torn up in the construction process. The incremental investment to complete the road and to serve the traffic now travelling on temporary parallel earth tracks would yield an economic return of over 20 percent. From an economic point of view the correct decision at this time would take account only of the incremental costs and benefits. 4.9 Traffic on the (7) Musoma-lorth Mara road has not grown as originally expected and prospects for future growth do not appear good. Traffic between Kenya and Tanzania over this road has fallen off consider- ably and local development has not been taking place. Improvement to gravel standards would yield a rate of return of about 7 percent. From the beginning, this road was considered as a marginal case, and as men- tioned before was dropped from the project. 4.1o The (e) orogoro-Iringa road is part of the main trunk road con- necting the fertile Southern Highlands and the Iringa province of Central Tanzania with the capital Dar es Salaam and the export market. Agricul- tural development in both areas has exceeded the forecasts of the original appraisal report and prospects for future growth appear bright especially for tea, livestock, and staple foods. Estimate of the cost of reconstructing this road to higher standards must await the completion of the revised de- tailed engineering. However, on the basis of normal traffic and the design standards found suitable for this traffic, the rate of return on the invest- ment would be about 13 percent. 4.l1 The overall economic return on the investment for reconstruction of the six roads in the revised project is estimated at about 11 percent, which is satisfactory. C. Proposed Geita Peninsula Roads 4.12 The construction of these four secondary roads totalling 110 miles in length, and the 98 milzs of tertiary roads associated with them, appears to be justified. Feasibility studies by consultants conclude that the re- turn on investment would be on the order of 15-16 percent. The roads serve a substantial, well defined traffic, primarily cotton, in an area of high present production and considerable further potential. The Bank's 1966 economic mission to Tanzania has identified this area as one where secon- dary and tertiary road network improvements have not kept pace with local production developments or traffic growth. The feasibility reports bear out this judgment. The regional concentration of the project lends itself to efficient execution, and would place a minimal burden on the limited capacity of the BAD. Detailed engineering of these roads is deemed justi- fied in view of the present estimates of economic returns from eventual construction. - 19 - 5. CONCLUSIOFS 5.1 The revision of the project under Credit 48--TA is necessary to take account of increases in costs and other developments which have oc- curred since appraisal of the original project. The revised project is technically feasible and well conceived, and has a satisfactory economic justification. Mlost of the project works are in the hands of consultants and contractors, and are progressing satisfactorily. The RAD staffing and training program will help Tanzania to develop a sound highway adninis- tration. 5.2 In view of the time required to complete the engineering and con- struction part of the revised project, it is recommended that the Closing Date of Credit 48-TA be extended from December 31, 1967 to June 30, 1969, and the Closing Date for the supplementary credit recommended in this re- port be December 31, 1971. 5.3 During negotiations, agreement was reached with the Government on the method of carrying out the staffing and training program (see para- graphs 3.14, 3.18 and 3.19). The Government also agreed to adequately maintain the entire road system under its jurisdiction (see paragraph 2.18). 5.4 The revised project provides a suitable basis for an IDA credit of USt3 million equivalent, to supplement the US$14 million equivalent of Credit 48-TA. TANZANIA Status of Original Project. November 1967 Original Cost Forecasted Cost Time of Construc- Forecasted E4tinate Includ- Including Hel. No. Road Section Enzineering By Construction By tion Award Completion Date in Continizencies Contingencies Percent of Completion see ap)------------TA ,00------------ 1. Chalinze-Segera RAD and Scott, Wilson, Kirkpatrick & Partners Ingra Ltd. July 1965 Dec. 1968 580 887 45 2. kumbara-Kisangiro Scott, Wilson, Stirling Kirkpatrick & Partners Astaldi Ltd Jan. 1966 Sep. 1968 1,220 1,652 60 3. Mingoyo-Masasi RAD RAD n.a. June 1968 650 574 90 h. Uyole-Itungi Port Italconsult Ph. Holzmann May 1966 Dec. 1966 990 1,636 25 5. Kolondoto-Bariadi Ingeroute n.a. Sched. May 1968 June 1971 750 1,066 0 6. Dar Es Salaam-Kibili RAD &Scott, ilson,Kirk- Ingra Ltd. Nov. 1965 July 1968 910 1,",6 60 1/ patric and Partners 7. Musoma-North Mara _ 170 8. Morogom-Iringa Sir A. Gibb & Partners - 1/ - 1,030 Totals 6100 6907 1/ Deleted from revised project. -------------------------------------------------------------- - - - - - - - - - - - - - - - - - - - - - ------------------------- - - - - - - - --- Table 2 TANZANTI REVISED HIGTAY PROJECT Central Government Road Ex-enditures (in h million) Year Administrationa/ Taintenance Construction Total 1961/62 0.4 1.5 1.2 3.1 1962/63 0.6 1.4 1.0 3.0 1963/64 9.6 1.5 1.0 3.1 1964/65 0.7 1.4 1.2 3.3 1965/66 0.7 1.5 1 .h3.611 1966/67 0.7 1.8 a,b/ 3.2 a/ 5.7 a,b,/ a/ estimated b/ not including extraordinary maintenance on the Great North IRoad required by Zarbian emergency traffic. Source: Comworks Table 3 T A N Z A N I A REVISED HIGHWAY PROJECT List of Roads Ref No. Length Description (see Map) Road Section (approx. mileag!) of Work A. Engineering and Construction 1. Chalinze-Segera 108 bituminous paving widening of bridges 2. Mkumbara-Kisangiro 95 realignment and recon- struction, bituminous paving 3. Mingoyo-Masasi 77 reconstruction, gravel surfacing 4. Uyole-Itungi Port 75 reconstruction, bituminous paving 5. Kolondoto-Bariadi 100 reconstruction, gravel surfacing 6. Dar es Salaam-Kibiti 78 reconstruction, Total Length 533 bituminous paving 3. Design 8. :Morogoro-Mahenge section of the Morogoro-Iringa road 142 Detailed Design, Geita Peninsula Secondary and Tertiary Roads i) Sengerema-Katunguru 10 ii) Buchenzi-Karumo 36 iii) Busisi-Kharuiwa 4 iv) Line road to Busolwa 20 Total, secondary roads 110 miles Tertiary roads 98 miles Table 4 TANZANIA REVISED HIGHVAY PROJECT Morgoro-Mahenge Section of the Morogoro-Iringa Road Design Standards Terrain Flat Rolling Mountainous Widths (feet) Roadway 34 32 28 Pavement 1/ 22 22 20 Shoulder 6 5 4 Surface Type Double Bituminous Surface Shoulder Type Gravel Grades (Percent, maximum without length limitation) 4 5 7 Design Speed (m.p.h.) 70 50 40 Stopping sight dist, (feet) 600 475 350 Horizontal Curvature (feet,minimum) 1,485 1,0 3 694 Passing sight dist. (feet minimum) 2,300 2,000 1,700 Bridges Width: Spans less than 30 feet : Equal to Roadway Widths Spans more than 30 feet : 24' curb to curb Design load : H20 - s16 - 44 1/ Pavement design based on a 9000 lb. wheel load equivalent. T A N Z A N I A REVISED HIGHWA PRJET Cost Estimatæ ----------- -------------------- Revised Pro.Iect -------------------------------------------------------- ---------- Oiia oic------------- ----------------------- 1963 estiate oei. No. US$ million US$ million ser ap Road Setion - & 1000 - - equivalent Road Section E 1.000 eCuvlent . iCnsiruictaon A. rontnetL±n Morogoro-Iringa 890 1. -alinze-Segera 848 Chalinze-Segera 500 . umbaa-Kisangiro 1,521 M~umara-Kisangiro 1,060 ~. lngoyo-Masasi 569 Mingoyo-Masasi 390 b. Uole-Itungi Port 1,533 Uyole-Itungi Port 860 >. Kolodoto-Bariadi 959 Kolondoto-Bariadi 60 Mnsoma-North Mara 150 . Jar I SalaaM-Ktbiti 1066 Da.r es Salaam-Kibiti juDto tal: 6,496 Subtotal: 5, 14.- rOvioso lor quantity contingencies, about 6% ._j1 Subtotal, Constroction 6,907 19.3 . iz neriry Services B. ngineig Engineering ard supervision of construCtion works Morogoro-Iringa 09 . Chalize-Segera 83 Chalinse-Segera 50 . MIkubar-Kisangiro 191 Mkubara-Kisangiro io6 . Mingoyo-Masasi 45 Mingoyo-Masasi 39 .Uole-Itungi Port 125 Urole-Itungi Port 86 . Kolondoto -Bariadi 123 Kolondoto-Bariadi 65 MItsoma-North Mar 15 . iar os ialaam-Kibiti 90 Dar es Salaam-Kibiti -. Sbtotal: 657 Subtotal: 530 1.5 ta) Detailed engineering oa Morogoro-Mahenge Road 165 b) Detailed engineering of Geita Peninsula secondary and tertiary mads 60 Subtotal: 882 Provision of quanti-y contingencies, about 5% 4, Subtotal, Engineering Services 927 2.6 C. Road,o and Aeridrms Division itaffinw an (a) Stai salaries after local taxes 120 (b) Staff and families international travel _3 150 0.4 Subtotal, Training Schene D. Contingencaes for Price Variation G. Contingencies Provfoion ol about 3 percent on remaining About 15% of conctruction _02 2, works and services 165 0.u and engineerint) Total: 6,700 18.b Total- i,l»9 22.6 TANZANIA REVISED HIGHWAY PROJECT Traffic and Unit Savings Estimates Estimated Generated Estimated Traffic on Savings per Project Estimated ADT in 1970 Completion of Estimated ADT on Vehicle Mile Road Estimated ADT 1967 without Improvement Improved Facilities Improved Facilities (U.S. cents) Number Road Heavy LIght Total Heavy Light Total Heavy Light Total Heavy iht Total Heavy Light 1. Chalinse-Segera 88 56 144 104 66 170 10 7 17 11M 73 187 4.o 1.5 2. Mkumbura-Kisangiro 92 92 184 114 112 226 50 50 100 157a/ 155a/ 312a/ 12.8 3.2 3. Mingoyo-Masasi 134 55 189 160 65 225 124 52 176b/ 284 117 hol 8.0 1.5 h. Uyole-Itungi Port 80 53 133 97 63 160 58 38 96 155 101 256 16.0 4.0 5. Kolondoto-Bariadi 74 49 123 86 56 1-2 22 14 36 108 70 178 8.0 1.5 6. Dar es Salaam-Kibiti 60 26 86 69 29 98 31 13 h 100 42 12 12.8 2.5 7. Musoma-North Mara 38 37 75 44 43 87 5 4 9 49 47 96 3.5 1.0 8. Iringa-Morogoro 228 24 252 272 30 302 c/ 65 10 75 337 ho 377 6.0 1.5 a/ excluding traffic which would be diverted from road due to realignment with improvement. b/ including traffic diverted to the road from a parallel earth track and discontinued rail line. c/ excluding Zambian transit traffic. TANZANIA REVISED HIGHWAY PROJECT Estimated Future Traffic Growth Rates (percent per year) Project Economic Road Life in Number Road 1967/70 1970/74 1975/79 1980/8h 1985/89 Years 1. Chalinze-Segera 6 6 6 5 5 20 2. Mcumbura-Kisangiro 7 6 5 5 5 20 3. Mingoyo-Masasi 6 51 - - - 15 * Uyole-Itungi Port 6 6 6 5 5 20 5. Kolondoto-Bariadi 5 5 5 5 - 15 6. Dar es Salaam-Kibiti 4 4 4 4 20 7. Musoma-North Mara 5 5 5 5 - 15 8. Iringa-Morogoro 6 6 6 5 5 20 a/ traffic projections discontinued beyond 1974 since further investment to bituninize surface will be required. TANZANIA: REVISED HIGHWAY PROJECT PROPOSED ORGANIZATION OF THE ROADS AND AERODROMES DIVISION MINISTRY OF WORKS AND COMMUNICATIONS PRINCIPAL SECRETARY DIRECTOR PLANNING UNIT ROADS AND AERODROMES OTHER DIVISIONS IREGIONAL ENGINEERS DIVISION I MAINTENANCE ENGINEERS TRANSPORTATION ECONOMIST, MAINTENANCE ENGINEERS, TRAINING TRAINING TRAINEE COUNTERPARTS TRAINEE COUNTERPARTS ASSISTANT DIRECTOR MATERIALS ASSISTANT DIRECTOR DEVELOPMENT LABORATORY MAINTENANCE DESIGN ENGINEERS RESIDENT ENGINEERS SENIOR DESIGN DESIGN ENGINEERS, RESIDENT ENGINEERS, SENIOR MAINTENANCE ENGINEER, TRAINING TRAINING TRAINING ENGINEER, TRAINING TRAINEE COUNTERPARTS TRAINEE COUNTERPARTS TRAINEE COUNTERPARTS TRAINEE COUNTERPARTS LEGEND ROADS AND AERODROMES DIVISION TRAINING STAFF May, 1967 (R) IBRD-3398 - BAN 5e.--0 A N ET THIOPI 0 20 4,0 w w 00 h - KTM1ANZA MILES NZI U G A N D A S h T. BuN ANIA UKOBA t nosomwo LAKE VWCTOR/A . . 6uo D A F RH0ES1A R W A N D AG rG crler J-- -J-r5 Oldoa-,dessn3 8 U R U N D I .- g KGoE bondonn Shennny ngo M 0 MkuEbar. SingnldK-d K.b1,- RA ANGAÅ E8 angani m.ny-, ZAINZIBAR LAKE DOIDOMA \ TANGANYIKA Bm~y moenc.ni- Ruv DAR-ES--SALAAM R-g-K,lo1~ MOR ORO6 •l IND I A N \ Ru.R... .. M,km D E M.••° e R E P. Li IRNGI Mahen~Kdtu-A OF THE\ CONGO sumbEAenN Ch.ny iw iii yoB Y .kmbkoMpng Mah. TANZANIA HIGHWAY SYSTEM LIN l LAKE ..y WRA Primary roads, Paved ,WALAJw/ N-ch~ge Othe r, rimay roa Prinipal secodary rods Masns Railway, + + ++ Proposed TaIlwy extension +Pcipal airp,yts mb Prde,otr.lt_ gineering~J\ asaae..• Project road, design --- Ge-t peisuaeodary roads m 0 DECEMBER 1967 16R-2066R2