Tanzania - Transport sector memorandum (Vol. 3 of 3) : Volume III

Document of The World Bank FILE COPY FOR OFFICIAL USE ONLY CONFIDENTIAL Report No 4042-TA TANZANIA TRANSPORT SECTOR MEMORANDUM VOLUME III January 4, 1985 Eastern Africa Projects Department This document has a restricted distribution and may be used by recipients only In the performance of their offleial duties Its contents may not otherwise be disclosed without World Bank authorization   FOR OFFICIAL USE ONLY CONFIDENTIAL TANZANIA TRANSPORT SECTOR MEMORANDUM VOLUME III1/ 1. Investments in the Transport Sector 1.1 The poor performance of the Tanzaniantransport sector and its deteriorating services could be, to a large extent, explained by declining investments in the sector. In the Second Five Year Plan (1971/72-1975/76) about 20% of total investments for the economy were allocated to the sector. During the Third Five Year Plan (1976/77-1980/81) the share of transport investment was sharply reduced to 10%; in the Fourth Five Year Plan (1981/82-1985/86) which is now being prepared, preliminary information indicates that investments-to be allocated to the sector will be about 13% of all investment planned for the economy. The share of investments for the transport sector is low in relative as well as in absolute terms. It is also low in comparison with other countries in the region with similar level of development of transport infrastructure, where a share of up to 30% is not uncommon. Although the Fourth Five Year Plan is expected to curtail major new capital investments and will serve more as a stabilization program, that does not provide sufficient explana- tion for the relatively low share of transport investments. 1.2 The Third Five Year Plan terminated on June 30, 1981. Official results and analysis of the Plan execution per sector are not yet avail- able. However, on the basis of information acquired in different minis- tries and agencies involved in the sector, fairly sufficient data can be put together, permitting a preliminary analysis of the actual investments in the transport sector. During the Plan period 1976/77-1980/81, the total amount planned for the sector was about TSh 3,612 million, of which TSh 2,985 million was planned from Government and foreign resources, while TSh 627 million was envisaged to be directly invested by parastatals in the transport sector (including Bank credits). The total investments materialized in the sector are estimated at about TSh 3,808 millicnor 5% above the planned one. A summarized comparison between planned financial targets and those achieved are presented below: 1/ TSM Volume III was prepared by D. Jovanovic, Sr. Economist and M. Konishi, Y.P. following their mission to Tanzania in November/December 1981; M. Dick, Sr. Economist prepared sections 3(b) and 4. This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization.  -2- Transport Investment Planned Materialized (in TSh Million) (Preliminary) 1. Road Transport Industry 235 (6%) 150 (4%) 2. Roads 1,440 (40%) 1,607 (42%) 3. Ports 619 (7%) 396 (11%) 4. Railways (TRC) 582 (16%) 1,036 (27%) 5. Air Transport 736 (21%) 619 (16%) Total 3,612 (100%) 3,808 (100%) 1.3 The total actual investments in the sector -- TSh 3,808 million (US$464 million) were mainly financed from foreign resources (79%) and only 21% by local funds. Although the plan for the sector has reached total financial targets, financing of different subsectors was not according to expectations. More important physical targets have not been achieved in most of the subsectors; that is particularly evident in highways, where a major part of primary road construction (890 km) was not completed. It could be concluded, therefore, that the original projects in the plan had under-estimated costs estimates. The revised cost estimates for road construction are double the original for roads (Table 1.2). 1.4 The investments shortfall, in absolute financial terms, occurred in air transport and ports, while the highway subsector was about even; major increases occurred in TRC investments, mainly due to CIDA and FR of Germany aid. The actual investments and projects materialized in roads, TRC and ports are presented in Tables 1.2, 1.3 and 1.4. 1.5 The preparation of the new Five Year Plan (1981/82-1985/86) is not yet completed. Preliminary figures indicate, however, that about TSh 9.0 billion are planned for the transport sector. Individual programs in subsectors for ports, highways and TRC (the development program for air transport is not yet available) are presented in Tables 1.3, 1.5 and 2.2; they have not yet been approved by MPEA, and should be considered as indicative. 2. Highway Subsector (a) Road Network Maintenance and Development 2.1 Road network has been expanding rapidly, reaching 49,800 km in 1981 from 36,600 km in 1976 (Table 2.1). That has been largely due to an increase of rural roads, while the total length of primary-trunk roads remained unchanged in six years. At the end of 1981, only 2,454 km were in bituminous-paved standard, or only about 15% of the total primary and secondary network (16,700 km). 1 2.2 Actual implementation of the Third Five Year Development Plan (1976/77-1980/81) was not satisfactory; most of the-road construction included in the Plan was not completed on schedule. Only 209 km of primary  -3- roads were constructed to bituminous paved standard, leaving another 890 km of roads still under construction; they are expected to be completed during the new plan (1981/82-1985/86). The actual mileage of rural roads constructed in the five year period is not available; however, the total rural road network was estimated to be increased by about 12,000 km in the period, of which IDA-financed highway projects contributed with 1,060 km (Table 2.9). 2.3 The new five-year road network Development Program (as proposed by MOW)2/ incorporates from the previous plan the completion of about 890 km of roads at bituminous paved standard; in addition, three new roads (514 km in total) are included together with 200-300 km of strengthening/ rehabilitation of Tanzam Highway (to be financed by IDA). Five bridges, with total length of 1,120 m are also included in the program -- two of them are taken over from the previous plan. Finally, about 800 km of primary roads have been proposed for studies for appropriate improvements. Overall, the proposed new program of the MOW is generally modest in physical terms -- based on completing the roads started under the previous plan; only three new road constructions are proposed, of which two roads seem to lack justification for having high priority at this stage of economic austerity in the country: Mikumi-Ifakara (121 km) and Marangu- Tarakia (63 km) roads (Table 2.2)3/. 2.4 Planning of the highway network development is the responsibility of the Planning Division (PD) of the MOW. PD has basically four main activities and consequently is divided into the following sections: highway and aerodome planning, building planning, mechanical-workshop planning, and economic anlaysis/statistics. At present there are four professional (local) staff -- three economists and one engineer, and two technicians. In regard to highway planning, PD needsimprovement -- in particular to demonstrate that the road network development program comes as a result of a comprehensive country-wide analysis of traffic flow, macro-economic priorities and inter-sectoral dependence. Some technical assistantce was provided to PD by SIDA and ODA; that ended in 1980. PD still lacks an experienced transport engineer-planner, and that will be provided under the Fifth Highway Project. In regard to highway planning, one of the major new assignments of PD is to take over responsibility for country-wide traffic counts from MOCT. 2.5 MOW's performance in road maintenance has been unsatisfactory. Only about 2,400 km of primary roads are included annually, in one way or the other, in maintenance operations (Table 2.3). Roads Division in the MOW lacks staff -- only 16 crews have been created so far throughout the country (Table 2.6). That may be only one-sixth of what would be needed for adequate road maintenance. Consequently, the road network has been deteriorating, causing substantial damage to transport services and 2/ Draft Plan 1981/82-1985/86 is not yet prepared and MOW's proposal may not be fully accepted in the planning document. 3/ The first one is parallel to a railway line and would connect the Tanzam Highway with a sugar industry outfit to Ifakara, and the second would connect MosAi with the Kenyan border, where one road already exists.  -4- ultimately to the economy. Some rural roads simply "disappeared", as the attention was not provided on time. 2.6 MOW is aware that funding of road maintenance has not been adequate. The funding has been stagnating in absolute terms for four years at about TSh 123 million. No in-house analysis has been made as to deter- mine which would be the adequate amount. The amount is not only to be determined by the length of the network and different design standards of roads, but by the available crews and their capacities, which are presently quite limited. One part of the road maintenance has been and should remain, at least in the foreseeable future, to be carried out by contract. In that regard, the main problem lies in limited funds available for that purpose. 2.7 Apart from general economic constraints, MOW has its internal shortcomings which, unfortunately, have not been significantly reduced so far -- under the Fourth and Fifth Highway Projects. Besides the general shortage of qualified staff (Table 2.5) there is, a lack of staff motiva- tion, planning of operations and monitoring the actual results achieved. Technical assistance, which has been provided to MOW, has not lived up to expectations, partly due to shortcomings on the part of expatriates and partly because they have not been adequately used and supported by MOW. The two ongoing IDA-financed road maintenance projects provide together over 1,000 man-months of technical assistance. The lessons learned so far call for the necessity to engage technical assistance personnel more directly in actual operations -- in the field work rather than at desk work in MOW headquarters in Dar es Salaam. Rural Roads 2.8 Maintenance and construction.of rural roads are coordinated by the Commissioner for Planning and Control in Regional Administration Office stationed in Dodoma. Regional Administration in Dodoma reports directly to the PM's office. The decision-making process is, however, carried on in 20 regions by the Regional Commissioner and the Regional Development Directors -- responsible for rural roads. Each region has its own Department of Works, headed by regional engineersi/. The organization branches further to districts (87 in total), where District Development Director and District Engineer are ultimately reponsible for the rural roads construction and maintenance in their respective districts. So far, there is neither Government strategy for rural road development nor a comprehensive study of the problem. Officials of regional administration and of MOW believe, however, that such a study is necessary. The Bank Group should encourage such a study. 2.9 In 1981 there were 17,600 km of regional roads and 15,500 km of district roads. The funding of rural roads is completely separate from that of roads under MOW jurisdiction. The authorities of the regions submit their budgetary requests to the Treasury through the PM's office. Available figures indicate that Government funding of rural roads maintenance/construction has been stagnating in absolute terms in the last couple of years, at about TSh 70 million (Table 2.8). Lack of comprehensive 4/ That should not be confused with regional engineer appointed and directly responsible to the Roads Division, MOW.  -5- analysis of maintenance needs and methods, construction costs, staffing and equipment available prevent assessment of the adequacy of the amount. It is known, however, that there is an acute shortage of equipment and of experienced staff. MOW is to provide some technical support to regional and district staff; in practice, that is rarely done. (b) Road Traffic and Vehicle Fleet 2.10 Main road traffic flows basically originate to and from Dar es Salaam. Principal traffic directions are: (i) toward the west and northwest, Dodoma-Mwanza-Musoma; (ii) toward the southwest and Zambia -- Tanzam Highway; (iii) to the north, Moshi-Arusha and (iv) to the south, Lindi-Mtwara (see Map). Country-wide traffic counts have not been carried out on a systematic and regular basis; the'last counts originate from 1978. Thereafter, only sporadic counts, on roads considered for improvement, were done. Traffic values are generally light -- rarelyexceeding 300 vehicles per day./. That could partly be explained by the prevailing economic situation in the country and partly by low engineering standards of the network due to inadequate road' maintenance. 2.11 Responsibility for traffic counts has not been clearly assigned for a long time; both MOCT and MOW claimed their authority over it. Finally, it was recently decided that traffic count should be assigned to PD in MOW; that decision makes sense. Although the institutional problem was resolved, there are still problems in regard to logistics needed in PD to carry out this task. Due to the importance of the problem, the Bank Group should consider favorably appropriate assistance to PD to be included in the forthcoming Sixth Highway Project. 2.12 Reliable data on vehiclefleet development in total and per region are not- available. The reason for the current situation is an absence of a reliable country-wide arrangement; many agencies are involved in one way or another, but no one has encompassed the full responsibility (National Insurance Corporation, Transport Leasing Authority, Revenue Service in the Treasury, etc). That issue, however, requires an urgent solution, particularly in regard to the problems of the trucking industry. The last estimate carried out by consultants (Table 2.10) put the total fleet at 100,000 motor vehicles in 1980. In comparison with 1972 data, there was virtually no growth (only 0.3% per annum). It is estimated that every year a sizeable number of motor vehicles ends its life partly due to shortened vehicle life because of the poor state of the road network; that is, however, compensated by relatively large new vehicle registra- tions. The composition of the fleet in 1980 shows that passenger cars were predominant with 25% of the total, followed by trucks and tankers with 20%, van 12%, pickups 11%, etc. It is es'timated that privately- owned vehicles exceed 75% of the total fees. Regional distribution of vehicles is significantly uneven; in ten out of twenty regions in the country, there were fewer than 1,500 vehicles in 1980 (Table 2.12). 5/ Some analysis of road transport flows and of traffic volume could be found in a report prepared by an expatriated advisor in PD in 1980 "A Road Transport Plan for Tanzania".  -6- 2.13 In spite of the stagnation of motor vehicle fleet new registra- tions (there the details are more reliable) show a rapid increase -- from less than 5,000 vehicles in 1976 to over 12,300 vehicles in 1979; Government- owned vehicles account for about 20% (Table 2.11). The number of recorded road traffic accidents are on the rise (over 1,000 in 1979). In regard to vehicle technical inspection, existing regulations require an inspection once per year; that is done by police, but the regulation is not fully enforced. (c) Road Transport Industry Freight Transport 2.14 Road transport, both freight and passenger, is carried out by private and parastatal carriers. Current annual transport demand in Tanzania is estimated at 4,600,000 tons (1980). About 1.9 million tons are carried by both railways combined, leaving 2.7 million tons for road trans- port. Available trucking capacity is low relative to demand -- only about 8,000 trucks are estimated to be in commercial business with about 60,000 tons of total fleet capacity. Reliable statistics on the state of the industry are difficult to find. It could be, however, estimated that about 300 private carriers handle about 65% of all freight transported in the country. Some information is available for five regions where the IDA- financed Trucking Project is being implemented (Table 2.14). It should also be noted that private carriers provide road transport service to neighboring Zambia and Zaire. 2.15 Entry into the industry is relatively easy. However, the state of the industry is getting more and more difficult due to chronic lack of spares and tires and very limited opportunities for fleet renewal. The Transport Licenses Authority, a parastatal company under MOCT, is in charge of provid- ing official licenses to truckers for specific routes. The license fees, issued for two year periods,range from TSh 500 for trucks of less than five tons, to TSh 5,500 for trucks over 30 tons. Vehicle registration is the responsibility of the Revenue Office of the Ministry of Finance, while the vehicle insurance is the monopoly of the National Insurance Corporation. Technically, inspection of vehicles is to be done by traffic police once per year, but that is not done systematically for all vehicles. 2.16 Due to unfavorable conditions on the market, a number of private carriers went out of business. Most of them, however, operate with profit but are unable to make appropriate use of their earned funds -- to buy imported vehicles, tires and spares. For spares and tires they have to go to franchise and bazaar dealers who are twice a year assigned limited quotas by SMC (Table 2.16). To obtain needed tires and spares, private carriers have to overpay them several fold. The situation with purchase of new vehicles is even more difficult, since they are assigned by SMC to regional authorities (20 altogether), who have thereafter full authority to allocate them at their discretion -- mostly to parastatal companies. It should also be mentioned that a Government-owned financial institution, KARATHA (subsidi- ary of NBC), extends loans to private carriers.  -7- 2.17. Road transport services have been reduced due to shortages of fuel. Major problems in fuel supply were experienced in 1981 in the northern regions of the country. The problem came basically from irregu- lar import of petroleum and from shortages of fuel tankers and fuel wagons on the railway. The shortage of fuel has very negatively affected some industrial production in the region (due to the shortage of black fuel). 2.18 There are no tariffs for inter-regional transport; they are, however, now being considered by MOCT, the Ministry of Trade, and the National Price Commission, since the Government is of the belief that an absence of control over transport costs has been creating disruptions and imbalances in the country's pricing system in general. Regional authorities prescribe maximum tariffs for general cargo (ranging from TSh 1.75-2.50 per ton/km, Table 2.1). The tariffs have not yet been established in all the regions. The absence of a country-wide tariff system is probably not as critical as the Government seems to believe. If a country-wide system is established, it should be treated flexibly -- as guidance (on maximum rate) rather than compulsory rate; besides, it is always difficult to enforce those regulations. Passenger Transport 2.19 The problem of inadequate passenger transport in the country is given high priority by the Government. Currently, a Danish firm (COWI- Consult) is carrying out the study on that subject. Since the Bank is involved with the study, we will have the opportunity to make our comments on time. There are about 1,500 buses engaged in commercial passenger trans- port. The rates set in July 1980 -- 17 cts. for passenger/miles for both paved and unpaved roads is considered low, and NTC has requested from MOCT an increase to 25 cts. and 30 cts. respectively. Public transporters have to obtain an appropriate two-year license from TLA which range from TSh 500 for less than 15 passenger capacity to TSh 2,020 for a bus of over 65 passenger capacity. 2.20 Urban transport in Dar es Salaam and Dodoma is mainly carried out by a parastatal company, UDA, a subsidiary of NTC. Created in 1974, it has been steadily increasing the number of passengers transported in spite of the decline of its busing fleet to 224 buses at the end of 1980 (Table 2.19). At the beginning, the company operations were profitable; however, more recently UDA encountered losses which could be explained by substantial operational cost increases (over 100% in the last three years) on the one hand, and unchanged rates from 1974 on the other. Current Rates per Passenger/km (in TSh) 0 - 4.9 km 0.50 5.0 - 14.9 km 1.00 15.0 km & up 1.50  -8- Urban transport is also provided by numerous private' taxis which are organized into cooperatives, estimated at several thousand. Taxis operate mostly in the Dar es Salaam area, although their service can be extended to main urban centers in the country. 2.21 Inter-regional passenger transport is in worse shape; it is handled by KAMATA, also a subsidiary of NTC, and by numerous private carriers. While the information on the private carriers is very scarce, records of KAMATA operations are not encouraging -- like those of UDA, the fleet is in constant decline (Table 2.18) and it is also now operating with losses. At the end of 1980, its fleet of only 66 buses had a seating capacity of 4,300. KAMATA provides weekly services to major cities in the country, and its routes vary from 106 to 1,460 km. However, due to the shortages of tires and tubes and delayed deliveries of new buses, its operations at the end of 1981 were drastically reduced and most of the routes temporarily sus- pended (Dar es Salaam-Morogaro, Dar es Salaam-Arusha, Lindi-Matwara, Mwanga- Kigoma, etc.). It should also be mentioned that three RETCOs (Dodoma, Rwuma and Mtwara) operate limited bus services within their respective regions with a small busing fleet -- 22 in total. Overall, it could be estimated that private carriers provide about two-thirds of all inter-urban passenger transport. National Institute of Transport 2.22 NIT was established in the mid-seventies. Underthe IDA-financed Trucking Projects the courses at NIT began in 1979 and have been carried out by four instructors. In December 1980 the number was reduced to three: instructor for trucking manager, accounting, and supplies managers. On average, there are four courses per year with about 20 participants per course. The participants in the courses are staff from the Government and parastatal companies involved in one way or another with transportation. In the future, participants from the private sector should also be encouraged to attend the courses. Freight Bureau 2.23 The Tanzania Central Freight Bureau (FB) is planned to start operations in July 1982. That agency has long been needed for organizing inflow and outflow of port traffic. FB will control export/import cargo; it will also hire ships and ensure that freight rates for Tanzanian cargo are reasonable. The Government also expects FB to ascertain that foreign shipping lines allowed to handle the country's cargo pay FB a commission, out of which the country will be able to collect necessary funds to estab- lish its own merchant fleet in the future. This, however, may take a while. (d) Road User Charges 2.24 Government revenues from road user charges have been steadily increasing. It could be estimated that in 1980/81, about TSh 470 million were collected from road users. The most important are import duties on motor vehicles and taxes on fuel. The existing customs duties appear reasonable, as do the sales taxes (Table 2.21). The duties are generally 20% ad valorem, while the sales tax is 25%; the exceptions are passenger cars with stronger engines. The taxes on gasoline range between 16-21% of its retail price which could be assessed as low compared to other countries (more about gasoline imports, consumption and prices is presented  9. in Chapter 7). 2.25 A motor vehicle road license fee (sort of an annual registration fee) is paid annually by all vehicles except those owned by the Government. The fee is relatively high and ranges from TSh 350 for passenger cars to TSh 2,500 for trailers. Other taxes (license for commercial vehicles, technical inspection, etc.) are small and consequently of minor physical importance for the Treasury. Overall, there are no major issues in road user charges. However, as discussed earlier in the report, issue is the imbalance between Government spending for roads and the revenues collected from road users; annually, about TSh 200 million (US$ 24.4 million) more is collected than spent for roads.  Table 1.1 TANZANIA TRANSPORT SECTOR MEMORANDUM CAPITAL INVESTMENTS IN TRANSPORT SECTOR (in TSH Million) 1976/77 1977A78 1978/79 1979/80 1980/81 Total (76/77-80/81) Roads 180.06 141.67 174.49 614.11 496.80 1.607.13 Local funds 49.33 39.87 23.35 129.26 68.80 310.61 Foreign funds 130.73 101.80 151.14 484.85 428.00 1,296.52 Ports n.a. n.a. n.a. n.a. n.a. 395.51 Local funds n.a. n.a. n.a. n.a. n.a. 52.39 Foreign funds n.a. n.a. n.a. n.a. n.a. 343.12 Air Transport n.a. n.a. n.a. n.a. n.a. 618.58 Local funds n.a. n.a. n.a. n.a. n.a. 234.84 Foreign funds n.a:. n.a. n.a. n.a. n.a. 383.74 Railways (TRC) _ 67.64 607.19 213.38 148.08 1,036.29 Local funds - 39.04 57.94 26.85 39.47 158.30 Foreign funds - 33.60 549.25 186.53 108.61 877.99 Total Investments in the Sector 3,657.51 1/ In addition, about TSh 150 million was invested in the Road Transport industry. (US$446 million) Source: Ministry of Planning and Economic Affairs, Ministry of Communications and Transport, Dar es Salaam, December 1981.  TANZANIA - TRANSPOUwr SWrOY MMORlDM Table 1.2 T.1W1 FIVE tL1 DIV. - 19r.n*ITZ PT.AH -1 .,1rL.n i PROJECT PINANCflIG I2 TIIOUSAND O' SffS 1hUNfIS'JYIY OF `1UIgK: _PLAIED I J VES7T4EHTS P L AN Y EA R 3rd 1'IVE - REVI1SED TOTAL DF18 r R 0 J B 0 T N A N E TOTAL COST 197A7 1977/73 197/7.9 1979/00 19|0/81 A TA |3 Major Bride 157,000 3,550 3,000 8,350 20,450 27t000 63,390 Under implumontation Port Aocoao RoQ: 138,000 16,900 10,000 45,000 32,000 2610O 130,000 Under Conatruotion Pugu lIoad 107,118 47,118 5,000 - _ _ 52,118 Comploted GoitaAiara Peedor Roada 42,300 6,650 7,800 . _ _ 14,450 Completed for L!ra not. _ _ _ _ _ _ _ _ _ _ _ - _ _ _ _ _ _ _ _ _ _ _ C ea i t a Mtwar Alingoyo-fLsani Road 136,000 35,000 25,700 - . GO,7O0 Complotod Ihleba WiaLon Forry noad 8a000 1000 29000 1,673 - - 4,673 Under Comstructionz Trunk Road ?lcintonanoo 222,5000 32,000 22,0Co 20,000 20,000 20,000 14,.000o Under inplenentation Improv-mont of Dacoatic Airport 155,000 9,516 14,455 23,000 22,000 l?,404 00,455 Undor Conatruction ilimn@Caro Intor. Airport 15,G00 8600 -2,000 5,000 _ - 15,600 Under Conatruction Dar so Salcom Intor. Airport 110,000 1,000 .6,000 9?000 16tOOO 201000 52,000 Ur.der Implementation Bukoba - Lupenbo Tea Roadd 14,700 2,600 -.2,000 _ _ - 4,600 Completed Rungwo - LuEhoto Tra Roado 49,570 12,400 11,900 . - 24,300 Completod Kirumi - fuvuvu Brid,eo 35,000 15,900 13,000 _ _ 20,900 _ vuu brd co plted 1ako Victoria Circuit (Design) 12,500 950 11275 - _ _ 2,225 Completed Nello - Tear Equipmont 14,5C2 6,000 - . . 6,000 e p~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~... .. -/-2  2 ~~~~~~~~Table 1. 2 NZiNtombe, - MakIuyuni r 8Th4iolbob r0-T ST TU P ROJ EC T 1N A LI 1 TOTAT. C0ST 19707 1077/7879 1 979 '--- 7 i JTOTT S TA TU 6. IIniig~~mbc~ - IF~kuyuu1. Ikd 21,'300 - 1,500 J 000 10,000 21 I 00 ITc.t. C.-tod)40 7 l)ui;,~xaa - Icuuci~ IoQ ,d -1. .,000 - j _____ _____ 7~ M.-iz TIUCOMaROad -0 11,500) 35,000 35,000 35,000 1 1 6 roo 1" (:Cnotructicn ~~~~~~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ )~~~~.3000 54,120 9 G,370 I co 4 90 ri Cwruto 3. Dodoma M orogoro Road, 465,000 20,000 30,0 000 00f 140,000 Uder Countructlon 0. MIJn,na - 1a1oyuni Road (Dcaiivi) 9,000 - lp00 4,500 5,500 JN it_Completed 1. yarangu. -U1k!2? Bond 4 6;.00 - 3,000 14,000 12,000 29,000 Dcoioiing CoropletO d '2. lBriddaas Dox as Salaam 30,000 - ?:000 2,000 4,000 8,000 Undor .Izmp1rc't -ttion - -~~~~~~~~~~~~ - - ~~~~~~~~~~~~~Salender Drilro 3. Kob ero fl- usumo-.Icaka Rload 431,000 171000 .31,000 41,000 46,0000 135,000 UnrrConot-'iction 4. Southern Ca,phow7 FA' Rdo 12,000 -- 1,000 1,000 t,000 4, OuU hot Irmplemenicd ~5. YKIlouabcr,o r'c'oder RO&dO 8,000 - - 4,000 .4,0000 8,000 Uridor lmplem~ntat..on !6. SolnCer - Uibcibabay Rioad 130,000 - 7,0OK0 10,000 13,000 30,000 Nlot Implem:entod !7. StiolacrIa - iTyomm~go Rd (Dooiign) 2,500 -- 1,250 1,250 2,500 Nlot Inp1ce=cnLcd ?8. Atuvhbn -Joke VatDron HiD (DoiignZ 3,000 ---12000 1,000 2,000 Not ImplczicAtud ?9* NyocxagQ Linc2I. Road p205,000 4 1l,000 41,000 Ur.dur Impler-ntation 50. Dar An Sa1ola= TunducA Rd 42,697 42,697 - 2,1097 Undur Conotruotion $1. 4:zaxai Ho=ine,1,376 1,376 -_* -1,376 Complv.t%.d 52. Zonta Workohopo 15,000 - 3t000 6,0006 6,0000-1,0 ni p.*tto  _ 3 _ Table 1 .2 NO. PRnOJBOT N A UE TOTAL COT y 1 - 3rd i VEI-;" 19(*/77 1977/70 1970/79 1979/00 1900/01 YFMS PI STATUS .__________________________ -______.__ _ _._._._ _ ________ _________ ________ TOTAL 33. Airport Fire Services 10,000 3t000 2,700 - 2,000 2,000 9,700 Unj#er Imp1Unofntetic .- AL FOR AGEIICY 2,295,243 246,257 169,830 322,023 322,820 446,704 1,322,634 34. IJ E D C 0: (a) Offioe Aoccno4ation t,000 _ 4,000 4, . _,000 nTo conattruction is __________.- _ ____...__ t ~ pn,~f CrI (b) IINMCO nIet i-pxneion 3,000 _ 3,000 _ _ _ 3,000 Unider corgtruction - __ .F cos.t:,acti (o) Z7klaIl OfficC., - 21trIdncd 8 2,000 2,000 2,000 2,000 8,0'? h o z *aii I (d) Pwrchr,30 of Vch:el.,s | 2,300 550 220 150 220 '5