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.
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.
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 fourwheel 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:

The Gross vehicle mass (GVM) or Axleweightlimits are
Type Tanzania Transit Country
(specify)
Truck with 2 axles
Truck with 3 axles
Truck with 4 axles
Semi-trailer with 3 axles
Semi-trailer with 4 axles
Semi-trailer with 5 axles
Semi-trailer with 6 axles
Truck & drawbar trailer with 4 axles
Truck & drawbar trailer with 5 axles
Truck & drawbar trailer with 6 axles
Truck & drawbar trailer with 7 axles
Classification Administering
Agency
Trunk Roads MOID
18,000 kg -
24,000 kg -
28,000 kg -
28,000 kg -
36,000 kg -
44,000 kg -
50,000 kg -
37,000 kg -
45,000 kg -
53,000 kg -
56,000 kg -
Network Length
Regional
Roads
Feeder Roads
Urban Roads
Total
MOID
District Roads PMO - RALG
PMO - RALG
PMO - RALG
-
Wgt per
Axle
9,000 kgs
8,000 Kgs
7,000 kgs
8,000 Kgs
9,000 Kgs
8,800 Kgs
8,4000 Kgs
9,250 Kgs
9,000 Kgs
8,800 Kgs
8,000 Kgs
Paved (km) 4,284 Unpaved (km) 5,729 / Total (km)
10,013
Paved (km) 327 Unpaved (km) 18,629 / Total (km)
18,956
Paved (km) 0 Unpaved (km) 29,537 / Total (km)
29,537
Paved (km) 0 Unpaved (km) 21,191 / Total (km)
21,191
Paved (km) 790 Unpaved (km) 5,107 / Total (km)
5897
Paved (km) 5,401 Unpaved (km) 80,193 / Total
(km) 85,594

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.
Location
Dar-es-Salaam
Horo Horo
Oloitokitok
Namanga
Isebania
Mwanza (Lake Victoria)
Mtukula
Rusumo
Direction
East
North
North
North
North
North
North
North-West
Border
Indian Ocean
Kenya
Kenya
Kenya
Kenya
Kenya & Uganda
Uganda
Rwanda
Kigoma
Tunduma
West
South-West
DRC & Burundi
Zambia & Malawi
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.
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.