DAR RAPID TRANSIT AGENCY

UNITED REPUBLIC OF TANZANIA
PRIME MINISTER’S OFFICE
REGIONAL ADMINISTRATION AND LOCAL GOVERNMENT
DAR RAPID TRANSIT AGENCY
IMPLEMENTATION OF PHASE I OF THE DAR RAPID TRANSIT SYSTEM:
REPORT ON CONSULTATIONS WITH EXISTING DALADALA
OPERATORS AND THE MITIGATION MEASURES
Prepared by:
Dar Rapid Transit Agency
P.O. Box 724
Tel. +255 2461093/4/6
Fax.+255 2461098
E-mail: [email protected]
DAR ES SALAAM.
November 2014
List of Abbreviations
GOT
:
Government of Tanzania
PMO-RALG
:
Prime Minister’s Office – Regional Administration and Local
Government
UN
:
United Nations
IDA
:
International Development Agency
CTCP2
:
Second Central Transport Corridor Project
SUMATRA
:
Surface and Marine Transport Regulatory Authority
TANROADS
:
Tanzania National Roads Agency
TRA
:
Tanzania Revenue Authority
DART
:
Dar es Salaam Rapid Transit
TIC
:
Tanzania Investment Centre
TPSF
:
Tanzania Private Sector Foundation
NIT
:
National Institute of Transport
NBS
National Bureau of statistics
DARCOBOA
:
Dar es Salaam Commuter Bus Owners Association
UWADAR
:
Umoja wa Wasafirishaji Abiria Dar es Salaam
UDA
:
Shirika la Usafirishaji Dar es Salaam
BRT
:
Bus Rapid Transit
CBD
:
Central Business District
CLTA
:
Central Licensing Transport Authority
RTLA
:
Regional Transport Licensing Authorities
DSM
:
Dar es Salaam
Kms
:
Kilometres
PAD
:
Project Affected Daladalas
PAPs
:
Project Affected Persons
TOR
:
Terms of References
DMT
:
Dar es Salaam Motor Transport Company
NBS
:
National Bus Services
KAMATA
:
Kampuni ya Mabasi ya Taifa
TABLE OF CONTENTS
EXECUTIVE
SUMMARY……….………………………………………………………….….……..1
1. INTRODUCTION ..........................................................................................................................12
2. REPORT OBJECTIVES AND COVERAGE………..………………………….………………13
3. BASIC FACTS ON DAR ES SALAM CITY : ............................................................................ 14
3.1
Historical Background ...........................................................................................................14
3.2
Size and Location .................................................................................................................... 14
3.3
Road Infrastructure ................................................................................................................ 14
3.4
Administrative arrangements ............................................................................................... 15
3.5
Population and Growth ....................................................................................................... 115
4. EVOLUTION OF COMMUTER TRANSPORT IN DAR ES SALAAM .............................. 16
4.1
DMT to UDA ..........................................................................................................................16
4.2
Public Transport under UDA ..............................................................................................16
4.3
Daladala Operations .............................................................................................................17
5.
PLANNED OPERATION OF DART PHASE I PROJECT ...........................................19
5.1
Need for Mass Transit System .............................................................................................19
5.2
Description of the DART Phase I Operation Plan.............................................................. 21
5.3
The DART Trunk system ....................................................................................................... 21
5.4
The Feeder system: ................................................................................................................. 22
5.5
DART System Set-up .............................................................................................................. 23
6. POSSIBLE IMPACTS ON THE EXISTING BUS OPERATORS .......................................... 24
6.1.
Elimination and/or Re-routing .... ....................................................................................... 24
6.2
Loss of Business from inferior infrastructure .....................................................................25
6.3
Loss of Jobs ..............................................................................................................................25
6.4.
Daladalas to be phased out on Grounds of Pollution ....................................................... 25
7. SPECIFIC PROVISIONS RELEVANT TO DALADALA AND ITS INDUSTRY ........... 225
7.1.
Country specific requirements related to resettlement of Daladalas ............................ 225
8. AFFECTED COMMUNITIES AND OTHER STAKEHOLDERS ......................................... 26
8.1
Inventory of Daladala to be Impacted ................................................................................26
8.1.1
Number of buses: ................................................................................................................... 27
8.1.2
Age analysis of the buses: ...................................................................................................... 28
8.1.3
Drivers: ..................................................................................................................................... 29
8.1.4
Daladala Routes: ..................................................................................................................... 29
8.1.5
Impacted Daladala Owners and Drivers............................................................................. 30
8.1.6
Impacted Daladala Routes .................................................................................................... 31
8.2
Number and Type of Daladala Associations......................................................................32
8.3.
Regulatory Agency - SUMATRA ........................................................................................ 33
9. DALADALA CONSULTATION PROCESS ............................................................................. 34
9.1
9.2
Background to Consultations ................................................................................................34
Approach Used in Recent Consultations ............................................................................35
9.3
Consultations Meetings ......................................................................................................... 36
9.3.1
Consultation Meeting held on 19th Sept 2013 .....................................................................36
9.3.2
Consultative Meetings with Daladala Committee ............................................................. 37
9.3.3
Consultation Meeting held on 24th May 2014 ..................................................................... 39
9.4.
Mitigation Measures Raised/Receommended. .................................................................. 39
9.5.
Participation in International Market Consultative Meeting, ......................................... 40
10. OPTIONS AGREED WITH DALADALA STAKEHOLDERS ............................................ 41
10.1
Re-routing ................................................................................................................................ 41
10.2
Shareholding ........................................................................................................................... 43
10.3
Scrapping of vehicles ............................................................................................................. 46
10.4
Exit from the industry, without scrapping the vehicle ..................................................... 48
10.5
Options for the Daladala Drivers and Conductors ............................................................ 48
11.IMPLEMENTATION .................................................................................................................... 52
12.ROLES AND RESPONSIBILITIES FOR DIFFERENT AGENCIES ................................... 54
13.GRIEVANCE MECHANISMS ................................................................................................... 57
14.MONITORING AND EVALUATION ON AGREED MILESTONES ............................... 58
14.1
Annual Review of Plan .......................................................................................................... 59
14.2
The Grievance Committee ..................................................................................................... 60
14.3
Tak Description of the Committee ....................................................................................... 62
14.4
Minimum Qualifications of Committee Members ............................................................. 62
14.5
Methods and Process of Receiving and Processing Complaints ..................................... 62
14.6
Appeals .................................................................................................................................... 64
ANNEXTURES .................................................................................................................................... 65
Annex 1
Summary Record of Daladala Consultative Meeting Held on 19.9.2013 ...............66
Annex 1A: Sawahili Version - Detailed Minutes -Meeting of 19 Septl 2013 ..............................69
Annex 1B: List of Participants for Daladala Consultative Meeting of 19.9.2013 .......................89
Annex 2
Meeting With Representatives of Daladala held on 10 November 2013 ................94
Annex 3:
Meeting With Representatives of Daladala held on 17th November 2013 ..........97
Annex 4:
Meeting With Representatives of Daladala held on 11 April 2014 ........................100
Annex 4A: Sawahili Version - Detailed Minutes - Meeting of 11 April 2014 ...........................104
Annex 5:
Final Daladala Consultative Meeting Held on 24 May 2014 …………………..…118
Annex 6:
International Market Consultative Meeting Held from 3rd to 4th June 2014…..…124
Annex 7: ` List Of Registered Impacted Daladala ...................................................................... .136
Annex 8:
Driver’s Information .................................................................................................... .151
Annex 9:
owners Information ...................................................................................................... 174
EXECUTIVE SUMMARY
Introduction and Background
(1)
The Government of the United Republic of Tanzania is implementing the Bus Rapid
Transit (BRT) Project for Dar es Salaam (Dar Rapid Transit -DART) with the main
objective of providing high quality, high capacity and most efficient public transport
service to the whole City. Operation of the DART system is to be undertaken by private
sector service operators under PPP arrangement. The implementation of DART Phase I
project will entail replacement of about 1500 daladala operators.
(2)
Since 2002 varius measures have been underrtaken towards involvement of existing bus
owners through representatives of Daladala (DARCOBOA and recently UWADAR,)
and UDA. In 2010 NIT was hired to undertake daladala facilitation study and recently,
in 2013 a local business consultant was hired to engage and undertake facilitation for
existing bus operators in preparation for their involvement in the DART project
operations scheduled to start later in 2015. The report by the business consultant was
submitted to the World Bank in mid 2014 and recived comments which have been
worked upon by DART culminating in this final version.
Report Objectives and coverage
(3)
The main objective of the report is to present the process and outcome of consultations
with daladala operators in preparation for transition from current daladala dominated
public transport to the BRT system being implemented under the DART Phase I Project.
The report covers the agred options for dealing with impacted daladala operators,
drivers and conductors and proposed grievances mechanism.
(4)
As background, the report also covers briefly, the historical background and basic facts
on the City of Dar es Salaam, the evolution of commuter bus operations in the city, the
need for mass transit system in public transport, the planned BRT system through the
DART project and the expected impacts on the existing commuter buses.
Dar es Salaam City
(5)
The City of Dar es Salaam founded in 1872 under Oman Arab rule has been
experiencing rapid urbanization which excalated to an annual growth of 5.6% in recent
years (2002-2012), with current population estimated at 4.5 million up from a mere
782,000 in 1978. The City is facing growing problem of traffic congestion, worsening air
pollution and increasing passenger demand caused by rapid population growth amidst
the limited road infrastructure and poor public transport service provided by the large
number of poorly maintained small private operated buses. The Government of
Tanzania has decided to implement a BRT system with a view to addressing these
problems.
Page 5
Evolution of Public Transport in Dar es Salaam
(6)
The history of urban public transport in the city of Dar es Salaam dates back to 1949
when a privately owned company named Dar es Salaam Motor Transport Company
(DMT) started providing passenger transport services in the then Tanganyika (now
Tanzania Mainland). The DMT continued to operate until April 1970 when it was
nationalised and operated under the management of the National Transport
Corporation (NTC) was succeeded by “Shirika la Usafiri Dar es Salaam (UDA)” in 1974.
UDA had been experiencing problems ranging from poor financial and human
resources, unserviceable vehicles and poor state of the city’s road infrastructure.
Inability of the government to provide the required subsidy to match the financing
deficit caused by very low fixed bus fares greatly undermined UDA’s performance.
Coupled with poor managerial performance, the company continued to deteriorate
gradually, reaching a low of a mere 4 operating vehicles at the time of its recent
privatization in 2009.
(7)
The continuing dismal performance of UDA amidst growing demand for travel within
the City encouraged private bus operators to initially come in informally to fill in the
demand gap. Following the reforms in the urban transportation system, deregulation
and trade liberalisation, some policy changes took place starting from 1991 and in 1997
gradually led to the dominance of private commuter buses commonly known as
‘daladalas’ as the major provider of public transport service in the city.
Daladala Fleet and Daladala Associations
(8)
The fleet of commuter buses in Dar es Salaam had been estimated to be about 6,600
operating on 482 routes (NIT 2010). From 2006, only vehicles of more than 25 seats
capacity are permitted to service downtown areas. Ownership is widely dispersed with
about 3,000 owners and an average of two daladalas per owner. Daladalas are regulated
by SUMATRA under the Ministry of Transport and are organised in two daladala
owners’ associations, namely the Dar es Salaam Commuter Bus Owners’ Association
(DARCOBOA) with about 600 owners and the newly formed Association of
Transporters in Dar es Salaam (UWADAR) with about 150 owners, the rest not under
any of the two associations.
The Planned DART (BRT) Project
(9)
The DART Project is designed to be implemented in six phases with Phase I (currently
being implemented) covering 20.9 kms along Morogoro Roads from Kimara to
Kivukoni, section of Kawawa road from Morocco to Magomeni Mapipa and Mzimbazi
road upto Kariakoo Gerezani. The proposed mode of operation envisaged for the DART
project is single “Service Provider” who will finance, procure, deliver, operate and
maintain the entire Trunk and the Feeder BRT services including about 186 articulated
buses (18-meter with capacity of 150 passengers each) for the Trunk routes and 134
twelve metre (12-metre) buses for the Feeder Routes.
Page 6
(10) The procurement of the main BRT operational services is being done by the DART
Agency which will oversee and regulate the private sector actors based on signed
contractual performance agreements.
(11) However there is a time lag of about 18 months from March 2015 when most of the BRT
infrastructure will be ready and commencement of full operations by the BRT service
provider. In order to take care of potential damage/deterioration on the completed
stretch during this period, an interim bus rervice provider is to be procured.
DART Project Impacts
(12) The introduction of the DART system, daladala buses will automatically be eliminated
along the Morogoro road. The newly allocated routes may be of poor condition in which
case not ‘comfortable’ to operate. There are some daladalas which might resist relocation
for these reasons and they would wish to operate where the infrastructure is in good
condition. There is also concern especially among drivers and conductors, is whether
new jobs will be created to absorb those who will lose their jobs once daladala buses are
eliminated or phased out. This will affect their overall employment opportunities in the
public transport sector and might lead to strikes and violence.
(13) The Government is keen to have a smooth transition from existing bus operations to
BRT operations in a manner that avoids any disruption or sabotage in the public
transport services rendered to the City commuters. This is being achieved through
consultative and participatory approach in dealing with existing operators with a view
of cultivating a sense of ownership and feeling of having been given due regard for the
past contribution in rendering public transport services prior to the introduction of BRT.
Database of Daladala to be impacted
(14) As part of the consultative process from 31st March to 12th April 2014, the business
consultant hired by DART conducted an exercise of registering all daladala buses,
owners, drivers and conductors who are likely to be impacted by the planned operation
of DART Phase I project. A total of 343 Daladala owners, 479 buses and 474 drivers were
registered.
(15) From analysis of the data provided by the owners, the consultant noted, a total of 164
buses were owned by 22 individuals - about 34.2 per cent of all buses registered during
the exercise.With regard to the age of each bus, out of the 479 buses registered, about
72% were more than 13 years old and only 6% were less than 4 years old.
(16) It was noted that 40% of routes, 52% of daladalas, 51% of owners and 52% of drivers
were either fully or partially impacted by the planned BRT operations. total of 474
drivers were registered of whom about 14% had “O” Level Secondary School education
a potential target group which can be trained to be employed by BRT system.
Daladala Consultative Process
Page 7
(17) In consideration of the potential impacts of the launching of DART Phase I operations,
extensive efforts have been undertaken to engage the existing bus operators in the
project with a view to avoiding negative impacts on owners, drivers and conductors.
Among the achievements in involvement of daladala owners included the formation of
working groups (2002) with representatives of the bus owners (DARCOBOA and UDA
participated in working groups which reviewed initial proposals for the DART project
proposals. It also included participation in familiarisation tours to BRT projects in other
countries notably Bogota, Colombia along with participation in high profile meetings on
the project.
(18)
In the recent exercise four levels of involvement/consultation have been undertaken,
namely; information, consultation, participation and empowerment. These included
information and briefings on BRT Phase one and daladala transition mechanism
followed exchanges on issues requiring clarification from the target group.
(19) The consultation process ensured that precise and adequate information was availed to
the Daladala owners through various media including Newspapers, Radio, TVs and
Social Medias. A total of 15 radio announcements, 54 Newspapers adverts and articles
were printed. The process was extensively participatory and interactive to ensure
maximum participation and clarity on the subject matter by the daladala owners,
drivers and conductors. The consultations were conducted from Mondays through
Sundays (inclusive of public holidays) in order to provide convenience to as many
Daladala owners as possible.
Consultative meeting held on 19th September 2013
(20) The first major daladala consultative meeting was held at Mwalimu Nyerere Conference
Centre on 19th September 2013, officiated by the Dar es Salaam Regional Commissioner
and attended by representatives from various Ministries as well as representatives from
key stakeholders along with representatives of bus owners (DARCOBOA), Chama cha
Umoja wa Wasafirishaji Abiria Dar es Salaam (UWADAR), Shirika la Usafiri Dar es
Salaam (UDA).
(21) Main conclusions from the meeting included (i) appreciation of the role being played by
existing bus operators some of which have been plying of relatively poor roads and
providing valuable public transport service to City Commuters for more than 30 years
(ii) existing bus operators being encouraged to form companies and participate in e in
the tender for BRT bus operations (iii) the daladala owmers could also participate
through acquiring shares to be set aside by the other private sector bidders whether
local of foreign.
(22) The meeting agreed on the formation of a sub-committee of six members representing
daladala owners, to undertake detailed deliberations on the participation of owners in the
DART project comprised of representatives from DARCOBOA, UWADAR and bus owners
not members of DARCOBOA or UWADAR.
Consultative Meetings with Six Daladala Representatives
(23) A series of Consultations Meetings involving the six representatives and DART officials
were held on 10 November 2013, 17th November 2013 and 10th April 2014. Among the
Page 8
key issues discussed include: (i) the status of DART Phase I project, (ii) Progress of
daladala registration and consultation exercise,(iii) the concerns of daladala owners, and
(iv) Oprionbs and opportunities for Daladala Operators to participate in the DART
system operations.
(24) At the end of the discussions, the representatives expressed that the discussions had
enabled them to understand the registration exercise and were encouraged to inform
their members to continue to participate in the exercise. The daladala owners formed a
company with a proposed name of Mzizima Daladala Express Ltd and the intention was
to make this company public so as to attract members to raise the capital contribution
required to participate effectively in the DART system operations. It was indicated that
as of 22nd April 2014, preparations were in progress to set-up the company’s offices in
Dar es Salaam. The daladala operators were also in the initial stages of contacting Dar es
Salaam Stock Exchange brokers on procedures for listing their company.
Consultation Meeting held on 24th May 2014
(25) The final Daladala Owners consultative Meeting was held at the Karimjee Hall on 14th
May 2014 chaired (on behalf of Dar es Salaam Regional Commissioner) by the Ilala
District Commissioner Hon. Raymond Mushi and attended by a number of
representatives from daladala owners and other stakeholders.
During the meeting six representative of Daladala owners presented progress made on
consultations and engagement since the previous meeting of 19/09/2013. Following this
final Consultative Meeting, a number of options were agreed including: (a) daladala
owners agreeing to join forces and mobilise resources to enable them participate in
bidding for DART operations (ii) some daladala owners confirming interested to buy
shares in UDA (iii) request for government to empower daladala owners to participate
in the DAR project (iv) request by daladala owners to be given preference in the bid for
DART operations, (v) request for government to improve feeder road before relocating
daladalas to those roads (vi) foreign companies be required to bid jointly with local bus
operating and (vii) request for government to pay compensation (disturbance
allowance) for existing daladala owners.
International Market Consultative Meeting 3rd - 4th June 2014
(26) Another opportunity for engagement with existing commuter bus owners was the
International Market Consultative Meeting hosted by the DART Agency from 3rd to 4th
June at the Mlimani City Conference Hall, officiated by the Prime Minister Hon.
Mizengo Peter Pinda (MP), and attended by high ranking Government officials,
members from daladala owners associations, (UWADAR and DARCOBOA), UDA and
other stakeholders.
Among other things, the meeting resolved on treatment of daladala owners impacted by
DART Phase I would focus on three options: (i) to buy shares in already established
companies and UDA and solicit partnerships with international firms.(ii) pay
compensation to those who want to quit business and (iii) government to pay
disturbance allowance to those who opt for re-routing of their buses.
Page 9
Mitigation Measures Agreed With Daladala Stakeholders
(27) Following the extensive consultative efforts with daladala owners and drivers, three
options were arrived at which will be presented to government by DART within the
coming period. These options together with grievance policy are to be addressed before
PPP Tender is issued include: (a) daladala owners willing to participate in the BRT
system can be given access to buy government shares held at UDA (b) government to
pay scrap value of impacted daladalas and remove them from the system (methods for
payment is either depreciation or scrap value and these daladalas once paid would be
destroyed and (c ) government to pay disturbance allowance for loss of business due to
relocation.
Re-routing of Daladalas
(28) It was also generally agreed that all the routes that run parallel to the DART trunk and
feeder system will be cancelled. Essentially the public transport system will be divided
such that north of Morogoro road (and on the Msimbazi road up to Gerezani) the DART
system will replace all daladalas, with the exception of daladalas that will take
passengers to DART feeder terminals and to some of the intermediate stops.
Daladala routes that take passengers from south to north (and reverse) across Morogoro
Road are mostly altered such that current routes will be stopped at stations and
terminals along Morogoro Road (or at Gerezani) and passengers will transfer to the
DART system.
Options for the Daladala Drivers and Conductors
(29) It was noted that devising options for drivers and conductors was a much more complex
task than for the owners, as there is no definitive list of drivers or conductors; the
majority of owners have not registered a contract for their drivers even though they are
obliged to do so; drivers frequently move among owners; there are many casual and
part-time drivers and conductors in addition to those who are full-time workers; and the
high turnover means that for any list compiled now, many would no longer be working
on the affected routes by end-2015 when the first displacements would occur.
(30) Posibilities for dealing with drivers and conductors incude: (i) relocating to new routes
not be affected by the DART Phase 1 (ii) employment in the DART system (ii) re-training
and (iii) some sort of disturbance allowances set at a moderate level, based on the
relative earning capacity of their old and new routes, in part because eligible persons
could easily move to another more profitable route after they have been paid the
Allowance, in part because for some the Allowance might be reduced to near-zero.
(31) The mechanism that was proposed in respect of options for drivers and conductors
include; (a) SUMATRA, with the assistance of DART Agency, compiles a list of eligible
persons based on the agreed criteria (b) affected owner that takes the rerouting option
for his/her vehicle will be required to give preference to engaging personnel from the
list, and register those personnel on the employment contract associated with their
Page 10
licence (c) personnel so re-routed will be paid the basic Disturbance Allowance, and
will be removed from the list..
Implementation and timelines
(32) Proposed implementation and timeline are explained in the detailed report.
Grievance Mechanisms
(33) The proposed manual provides the Grievance Mechanism to be followed in resolving
forseable conflicts between DART and the impacted Daladala Operators as well as
other public transport stakeholders ( including passengers). The manual also directs
how to address grievances of the operators that may arise in this process. Daladala
operators in this context include bus owners and drivers with a focus on bus owners
who have a direct contract of operations with the Government.
(34) It should be noted that the major issue of concern observed during the daladala
consultative process was full involvement of daladala owners to form a consortium with
foreign and locals investors and hence become shareholders in DART Operations.
However, an in-depth initiative has been done to involve daladala owners to participate
as appropriate in the new DART system and ensure daladala operators are consulted on
actions for such participation. The intension was to explore two possible avenues
foreseen for their participation i.e. Daladala operators could become shareholders of the
planned service providers or could form companies/associations and participate in the
bidding process for the provision of the services. It is expected that the complaints and
grievances will be minimal.
(35) On September 23rd 2014, an important milestone in daladala consultations was reached
with the signing of a MOU between UDA and daladala providing a way for joint efforts
by existing operators to participate in the BRT operations.
(36) In view of this development, the option of direct negotiations with existing operators
who have associated with UDA is being pursued with a view for them to provide
interim services on condition that they will not participate in the international tender for
full BRT operations. However the preferred bidder will be required to incorporate the
Interim service operators.
The Grievance Committee
(37) DART will form the Grievance Committee whose primary responsibity will be to receive
and resolve all BRT related complaints. Details of composition and mode of peration are
presented in the main report.
Page 11
MAIN REPORT
1.
INTRODUCTION
The Government of the United Republic of Tanzania is implementing the Bus
Rapid Transit (BRT) Project for Dar es Salaam (branded Dar Rapid Transit DART), with the main objective of providing high quality, high capacity and
most efficient public transport service to the whole City, bringing better
conditions to the public transportation system.
Operation of the DART system is planned to be undertaken by a private sector
Service Provider that would include bus service operations, automated fare
collection services and infrastructure management services. The Government,
pursuant to provisions of the Financing Agreement1 signed with the IDA, has
placed a priority on participation of existing commuter bus operators in the
DART system operations.
Steps towards involvement of existing bus owners have been on-going since
2002 when the project was conceptualised. Involvement of representatives of
Daladala owners and UDA had been in high profile meetings and other events
concerning the DART Project. It also involved participation in familiarisation
visits to cities like Bogota which have operating BRT systems. In 2010 NIT was
engaged to study operations of buses and trucks in the country. The study
revealed three key deficiencies in areas of organisational, financial and
operational aspects. In 2011 NIT was rehired to conduct a follow-up study
aimed at advising on appropriate ways of engaging with existing bus operators
and assisting them in capacity building towards participation in the DART
Project.
More recently, in 2013 a local business consultant, was hired to undertake a more
thorough documentation on latest status of daladala bus owners involvement
and engage with the existing bus operators on their possible involvement in the
DART project operations. The consultant was required come-up with a
grievances mechanism for daladala operators to build an understanding of what
can reasonably be achieved, and to establish a baseline of expectations among
the owners and developing the right attitude.
1
Refer Section V (a) and V(c) of the Financing Agreement entered into by GOT and the International Development Association (the Association) for the additional credit for the Second Central Transport Corridor Project Page 12
The above mentioned reports prepared by the consultants have received
comments from World Bank.
2.
REPORT OBJECTIVES AND COVERAGE
The main objective of the report is to present the process and outcome of
consultations with daladala operators in preparation for transition from current
daladala dominated public transport to the BRT system being implemented
under the DART Phase I Project.
As background, this report sets out in brief the historical background and basic
facts on the City of Dar es Salaam, the evolution of comuter bus operations in the
city, the need for mass transit system in public transport and the planned BRT
system through the DART project and the expected impacts on the existing
commuter buses.
The report explains the process followed in consultations with existing computer
bus operators who have played an important role in providing public transport
services in the city right from the colonial priod.
The Government of Tanzania, as part of conditions agreed with the World Bank
which has provided the bulk of financing for the DART Infrastructure, is
required to fulfil specific provisions regarding resettlement of existing commuter
bus operators. These provisions are explained under section 7 below.
In this respect, the report covers the history of involvement of existing commuter
buses both during the evolution of the project as well as during the
implementation of DART Phase I, explaining in detail the consultation process
that has been put in place and the outcome of the consultations conducted
including market consultative meeting of 3rd to 4th June 2014.
The report also explains the agreed options for dealing with impacted commuter
buses, and details of proposed grievances mechanisms to deal with impacted
buses, drovers and conduxtors.
Page 13
3.
BACKGROUND AND HISTORY OF DAR ES SALAAM CITY
3.1 Historical Background
The name Dar es Salaam originated from Persian-Arabic name “Bandar-ulSalaam” which in Kiswahili means “Bandari ya Salama” or “Harbour of Peace”.
This name was originally chosen by the City’s founder, Seyyid Majid Sultan of
Zanzibar in 1862. Dar es Salaam was declared a Township in 1920 under British
rule and in 1949 it was upgraded to a municipality. On Tanganyika’s
Independence Day i.e 9th December 1961, Her Majesty Queen Elizabeth II of
England, by a Royal Charter, accorded a City status to the Municipality of Dar es
Salaam as a gift to Tanganyika on attaining independence. Until 1996 when the
City Council was abolished, Dar es Salaam was the only city in the country
whose boundaries were the same as those of the Dar es Salaam region. By the
abolishion of the Dar es Salaam City Council and establishment of the Dar es
Salaam City Commision, plans were underway to split it into three
Municipalities of Ilala, Temeke and Kinondoni and the City Council to act as an
overseer to the municipalities on cross-cutting and policy issues, the process
which was completed in 2000.
3.2 Size and Location
Dar es Salaam is located between latitudes 6.36 degrees and 7.0 degrees to the
south of Equator and longitudes 39.0 and 33.33 to the east of Greenwich. It is
bounded by the Indian Ocean on the east and by the Coast Region on the other
sides. The total surface area of Dar es Salaam City is 1,800 square kilometres,
comprising of 1,393 square kilometres of land mass with eight offshore islands.
3.3 Road Infrastructure
Dar es Salaam has a total of 2,094.4 kms of roads out of which 494.3 kms
(equivalent to 24%), are under the supervision of TANROADS while 1,600.1kms
(equivalent to 76%), are under the supervision of the three Municipalities, each
having responsibility of maintaining all the roads under its area of jurisdiction.
The City road density is below average for such a city.
a) Trunk roads
These are national and international routes that link Dar es Salaam with other
regional headquarters cities or towns outside Dar es Salaam. They are
Maintained and supervised by TANROADS and include Morogoro, Kilwa, New
Bagamoyo, Nyerere/Pugu, and Mandela/Sam Nujoma roads altogether
covering some 126.2 kms.
Page 14
b) Regional roads
These are secondary roads that connect trunk roads; one municipality and
another or between regional headquarters. Examples of these roads are Temboni
to Kinyerezi, Banana (Ukonga). They are maintained and supervised by
TANROADS, and in total they cover a length of 368.3km.
(c) District and Feeder roads
These are roads that connect district headquarters and a division centre, a
division centre with another division centres. An example of such roads is a
road from Chuo Kikuu to Ubungo and Ubungo to Changanyikeni. In total,
district and feeder roads cover a total length of 1,600.1km with a distribution of
429 km (Ilala), 692.7km (Kinondoni) and 478.4 km (Temeke). District and feeder
roads are maintained and supervised by the respective municipal councils as
shown in table 2.2.
Table 2.2 Dar es Salaam road network
Supervising
authority
TANROADS
Ilala
Kinondoni
Temeke
Total
Length (km)
494.3
429
692.7
478.4
2094.4
Road status
Paved
211.4
132
114.7
67
525.1
Gravel
80
315.25
Non gravel
282.9
217
262.752
411.11
1569.3
Source: Dar es Salaam Municipalities (2008)
3.4 DSM City Administrative arrangements
Administratively, Dar es Salaam has a regional administration headed by the
Dar es Salaam Regional Commissioner under whom are three districts namely
Ilala, Kinondoni and Temeke each headed by a District Commissioner. The City
also has a Local Government Authority with the City council administration
headed by the Lord Mayor of Dar es Salaam with three autonomous Municipal
Councils namely, Ilala, Kinondoni and Temeke each under a Municipal Mayors
and Directors respectively.
3.5 Population and Growth
Dar es Salaam is one of the fastest growing cities in Sub Saharan Africa. The
City’s population grew from only about 3,500 people in 1867 to 67,227 in 1948, to
128,742 in 1957, increasing to 272,821 in 1961 and to 943,000 in 1978. The 1988
census recorded the city’s population as 1,360,850 people. The 2002 census
established the population to be 2,500,000 with a growth rate of 4.3%. According
to the 2012 national census, the City’s population had reached 4.36 million
inhabitants, representing an average annual population growth rate (2002-2012)
Page 15
of 5.6 percent. At this rate of growth, Dar es Salaam is projected to be a Mega
City of nearly 10 million inhabitants by 2025.
Table 1:
Breakdown of the City’s Current Population by District
District
Area km²
Population (2012)
Ilala
210
1,220,611
Kinondoni
527
1,775,049
Temeke
656
1,368,881
1,393
4,364,541
Total
Source: NBS 2012 population Census
4.
EVOLUTION OF COMMUTER TRANSPORT IN DAR ES SALAAM
4.1
DMT to UDA
The urban public transport in the city of Dar es Salaam can be traced back to
1949 when a privately owned company named Dar es Salaam Motor Transport
Company (DMT) started providing passenger transport services in the then
Tanganyika (now Tanzania Mainland). The company was a subsidiary of a
British Holding Corporation, United Transport Overseas Services (UTOS) based
in Nairobi, Kenya. DMT enjoyed the monopoly of providing urban passenger
transport services in Dar es Salaam, in addition to providing inter-regional
passenger transport to other selected urban centres within Tanzania mainland.
Urban transport services provided by DMT in Dar es Salaam were limited to the
well maintained urban roads which were concentrated within the central part of
the city.
The DMT continued to operate after independence until April 1970 when it was
nationalised and operated under the management of the National Transport
Corporation (NTC). In May 1974, DMT was split into two semi-autonomous
transport Companies, namely “Shirika la Usafiri Dar es Salaam (UDA)” and
National Bus Service (NBS) commonly known as “Kampuni ya Mabasi ya Taifa
(KAMATA)”. While UDA was charged with the responsibility of providing
urban public transport in Dar es Salaam city; KAMATA had the responsibility of
providing inter-regional passenger transport services throughout Tanzania
Mainland. Both companies were not set to operate commercially and the fares
had to be approved by the Government.
4.2
Urban Public Transport Under UDA (before its privatization)
UDA started operations in 1974 with a capital of Tshs. 40.8 million largely
funded from government subsidy. The company was initially jointly owned by
Dar es Salaam City Council with 51% of shares, and National Transport
Page 16
Company holding 49% of the shares. However, following the reforms
implemented by the Government after 1992, NTC was specified and its
shareholding in UDA transferred to the Treasury Registrar.
Since its inception, UDA had been experiencing problems ranging from poor
financial and human resources, unserviceable vehicles and poor state of the city’s
road infrastructure. As a result, the company was unable to fully satisfy the
growing demand for urban travel in the City. For instance, in 1975 Dar es
Salaam population was 686,683 and by 1982 it had reached 1,051,642 inhabitants,
with a travel demand requiring a fleet of 500 buses against 194 owned by UDA at
the time. Worse still most of the UDA fleet was poorly serviced.
Generally, the bus fares set/approved by the government and its respective
agencies were inadequate to sustain commercially viable bus operations making
it difficult for UDA to operate viably. Inability of the government to provide the
required subsidy to match the financing deficit caused by very low fixed bus
fares greatly undermined UDA’s performance. Coupled with poor managerial
performance as indicated above, the company continued to deteriorate
gradually, reaching a low of a mere 4 operating vehicles at the time of its
privatization in 2009
4.3
Daladala Operations
The dismal performance of UDA amidst growing demand for travel within the
City encouraged private bus operators to come in informally to fill in the
demand gap, providing transport services at largely hiked fares, initially Tshs.
5/= instead of Tshs. 1/= charged by UDA. Because the five shilling coin was
referred to as “dala”(by then TZS 5/= was equivalent to UDS 1, hence the word
“dala” meaning “dollar”), the private minibuses became known commonly as
“Dala dala”.
As UDA’s performance continued to deteriorate, informal private operators
continued filling the gap and eventually the government resolved to grant short
term operating licenses to them initially as “Sub contractors” to UDA, which had
an exclusive license or monopoly of public transport in the City of Dar es
Salaam. The idea was for UDA to regulate the operations of the Daladala in
conformity with the laws and regulations at the time.
In 1985, the second phase Government ordered the licensing authority to issue
licenses to private operators with light trucks locally called “Chai Maharage” to
transport passengers not only in Dar es Salaam but all over the countryi. This
Page 17
mode was already a practice in Zanzibar where light trucks were used to carry
passengers.
Due to continued reforms in the urban transportation system, deregulation and
trade liberalisation, some policy changes took place starting from 1991 and in
1997 the government withdrew from fixing bus fares allowing commuter fares be
somehow determined by market forces. These factors encouraged entry into the
public transport system of more efficient, safe, relqatively more convenient and
comfortable vehicles like, microbuses, mini-buses and standard buses.
Gradually this led to the displacement of “Chai Maharage” from providing public
transport service in the city replaced the now dominant private commuter buses
commonly known as ‘Daladalas’.
The fleet of daladala vehicles initially included small minibuses with capacity
less than 25 passengers (commonly ‘Hiace’ or ‘Vipanya’) along with medium
sized minibuses (25-50 passengers). However from 2006, only vehicles of more
than 25 seats capacity are permitted to service downtown areas. The fleet of
commuter buses in Dar es salaam had been estimated to be about 6,600 operating
on 482 (NIT 2010). In total, about 775.4km of the city’s roads are estimated to be
served by the registered daladalas. The remaining parts of the city especially the
outer suburbs and peri-urban areas are served mainly by non registered public
transport which comprise mostly poor quality vehicles not qualifying to enter
the City, including ‘Coasters’ and ‘Hiace’ and ‘Noahs’, motor cycles (bodaboda) and
tricycles (bajaj). Most of these means of transport in the remote areas are in a very
bad condition which endangers the lives of commuters.
Ownership is widely dispersed with about 3,000 owners and an average of two
daladalas per owner. Daladalas are regulated by the Surface and Marine
Transport Regulatory Authority (SUMATRA) under the Ministry of Transport.
SUMATRA issues an annual licence to each daladala to ply on a particular route.
Origin, destination and fares are clearly marked on each bus.The daladala
system is currently estimated to provide about 3 million trips each day during
workdays. As can be seen from figure 1 below, daladal;a routes are mainly
concentrated along the trunk roads.
Map of Main Daladala Routes
Page 18
!
Source: DART Agency: Daladala Routes are concentrated along the tunk roads
The current fares on daladala are TZS 400 for a trip up to a maximum of 10
kilometres and up to TZS 750 for longer trips. Students pay TZS 200 per trip.
Daladalas operate on 362 within the City..
Major terminals are: (i) within the city: Kariakoo, Gerezani, Old Posta, Kivukoni,
Mnazi Moja and Muhimbili; (ii) along Morogoro Road: Ubungo, Kimara and
Mbezi; (iii) along Bagamoyo Road: Morocco, Makumbusho, Mwenge and Tegeta;
(iii) along Nyerere/Uhuru/Pugu Road: Buguruni, Vingunguti, Gongo la Mboto;
and (iv) along Kilwa Road: Temeke, Mbagala and Rangi Tatu.
5.
THE PLANNED OPERATIONS OF THE DART PHASE ONE PROJECT
5.1
Need for Mass Transit System
As indicated above, the City of Dar es Salaam is facing rapid population along
with worsening traffic congestion and air pollution from increasing number of
vehicles mostly imported in second-hand condition and about 70% of population
living in unplanned communities lacking essential social services especially good
infrastructure.
The City is currently facing poor public transport service provided by large
number of poorly maintained small private operated buses. In view of this the
Government of Tanzania from 2003 had decided to implement a BRT system -the
DART project, which is expected to address the growing problem of traffic
Page 19
!
congestion in the City, increasing pollution and increasing passenger demand
caused by rapid population growth.
The DART project aims at introducing a bus-based mass transit system
consisiting of trunk and feeder services that delivers fast, comfortable,
environmental friendly and cost-effective urban mobility with the use of high
capacity buses on trunk routes and medium size buses on feeder routes.
The BRTsystem has many advantages as compared to the present public
transport system. The major ones are:
• It provides faster services with substantial time savings,
• It is considered as a relatively cheaper means of mass transportation,
• It is reliable and comfortable (in terms of scheduled trips and size and type
of buses deployed),
• It is a passenger commuter service that gives priority to commuter transport
needs for faster convergence and at affordable fares,
• It is environmentally friendly because of:
− Less vehicle emissions and noise
− It enhances Non Motorized Transport
• It is safer especially when Modal Integration is taken into account,
• It is efficient and fast because of :
− less congestion
− segregation of lanes for BRT vehicles
− fast boarding and disembarkation
− centrally controlled routing system through computer network
• It is economical as:
− It offers a fair return on investment
− It allows building of Public Private Partnerships
− There will be less cost for customers and the government in general
− It will create employment opportunities (including drivers, ticket
vendors and central control unit.)
− It can cope with fast growing demand for commuter services
− It is very flexible and adaptable (e.g. in comparison to commuter rail
services)
5.2
Description of the DART Phase I Operation Plan
As indicated above, the Dar es Salaam Bus Rapid Transit (DART Project) is
designed to provide high-quality, efficient and affordable mass transit services
Page 20
!
on a cost-effective basis to meet the City’s growing public transport
requirements. The project is designed to be implemented in six phases covering
all the major corridors of the City plus new ones to be developed as shown in
Figure I below.
Figure 1: DSM Map Indicates the DART Project Implementation Phases
Source: DART Agency
5.3
The DART Trunk system
Phase 1 of the DART System which is currently under implementation will cover
a total of 20.9 km including section of Morogoro Road from Kimara to Kivukoni,
portion of Kawawa Road from Morocco to Magomeni Mapipa and Msimbazi
road up-to Kariakoo (Gerezani Quarters).
Figure 2 below shows the Phase 1 trunk system and Figure 3 the proposed trunk routes.
Page 21
!
!
Figure 2: DART Phase 1: High Capacity Trunk System.
EFGH!I6!
EFGH!I6
EH!')/)*+,A
EH!')/)*+,A!
J!;$&6*,/=A
J!;$&6*,/=A!
E!>$@+)A
E!>$@+)A!
Figure 3: DART Phase 1: Proposed Trunk Routes
Source: DART Operational Design (2007)
5.4
The Feder System
The feeders to this trunk line are as follows:
•
Morocco terminal will receive all commuters from Mwenge through
Kijitonyama via New Bagamoyo Road while Kawe, Msasani and Mikocheni
commuters will connect to the trunk system through Mwai Kibaki Road,
Page 22
!
whereas Masaki commuters will reach trunk through Msasani road. Morocco
branch will also be fed by Mwananyamala Road and Tandale- Uzuri road.
•
Kimara terminal will be fed by Morogoro Road from Mbezi, at the same
time University Road and Sam Nujoma Road will feed the trunk through
Ubungo Terminal. Other feeders to the Trunk are Mabibo Road, Shekilango
Road, while Kigogo commuters will reach the trunk through Kawawa Road
and Muhimbili commuters will reach the trunk through United Nations
Road. Figure 4 below shows the DART feeder system in Phase 1.
Figure 4: DART Phase 1: Proposed feeder Routes
Source: DART Operational Design (2007)
5.5
DART System Set-up
The proposed mode of operation envisaged for the DART project is single
“Service Provider” who will finance, procure, deliver, operate and maintain the entire
Trunk and the Feeder BRT services. This will include about 177 (+5% reserve fleet)
articulated buses (18-meter with capacity of 150 passengers each) for the Trunk
routes and 128 (+5% reserve fleet) (12-metre) buses for the Feeder Routes.
The Service Provider will also finance, procure, deliver, install, operate and
maintain the fare collection system, the Operations Management System (OMS)/
Page 23
Inteligent Transport System (ITS) and other support systems such as passenger
information and the maintenance of equipment required at the depots. The
Service Provider will also maintain and manage all stations and terminals. After
two years of operation, the OMS/ITS system as well as some of the operations
management activities will be passed back to DART Agency and the Service
Provider will continue to provide maintenance and technical support to the
hardware and software.
The procurement of the main BRT operational services is being done by the
DART Agency which will oversee and regulate the private sector actors based on
signed contractual performance agreements.
However there is a time lag of about 18 months from March 2015 when most of
the BRT infrastructure will be ready and commencement of full operations by
the BRT service provider. In order to take care of potential damage/deterioration
on the completed stretch during this period, an interim bus rervice provider is to
be procured.
6.
POSSIBLE IMPACT OF THE DART SYSTEM ON THE EXISTING
TRANSPORTATION SYSTEM OPERATORS
Operation of the DART Project will necessitate relocation of existing buses
(daladala and UDA) currently operating along the DART corridors – Morogoro
road and Msimbazi and will necessitate re-routing of the buses operating on
these routes. A number of possible impacts are explained below.
6.1. Elimination and/or Re-routing of Daladala and UDA Buses
With the introduction of the DART system, daladala and UDA buses will
automatically be eliminated along the Morogoro road. In 2006, SUMATRA
indicated that there were 181 daladala routes whereas field work by Consultancy
firm LOGIT had confirmed that there were actually 255 routes. The operators
might be hesitant to move to other routes because of various reasons e.g. may
not be considered profitable. However, licences are issues only for one year and
have no provision for the operators to hold on to the preferred route.
Page 24
6.2. Loss of business due to Inferior Infrastructure in the new allocated Routes
The buses along Morogoro road ply along good road infrastructure and may
wish to continue along such routes. The newly allocated routes may be of poor
condition in which case not ‘comfortable’ to operate. There are some daladala
operators that might be hesitant to relocate their business for these reasons and
they would wish to operate where the infrastructure is in good condition.
6.3. Loss of Jobs
The daladala operators are concerned about the gradual phasing out of their
operations. The concern especially among drivers and conductors is whether
new jobs will be created to absorb those who will lose their jobs once daladala
buses are phased out. Presently, it is stated that there are over five thousand
(5,000) commuter buses in Dar es Salaam including unauthorized ones. Phase 1
will involve about 1,500 commuter buses to be replaced by the DART project.
This will affect their overall employment opportunities in the public transport
sector otherwise there might be strikes and violence due to lack of appreciation
of the BRT system.
6.4. Daladalas to be phased out on Grounds of Pollution
The DART project plans to cut down pollution levels in the city, caused mainly
by the daladala buses which are largely in poor condition. The argument is that
the city had witnessed phenomenal growth in recent past but lacked a public
transport system that would minimize/reduce increasing air pollution, traffic
congestion which endangered public safety.
7.
SPECIFIC PROVISIONS RELEVANT TO DALADALA AND ITS INDUSTRY
7.1. Country specific requirements related to resettlement of Daladalas
The Government is keen to have a smooth transition from existing bus
operations to BRT operations in a manner that avoids any disruption or sabotage
in the public transport services rendered to the City commuters. This is being
achieved through consultative and participatory approach in dealing with
existing operators with a view of cultivating a sense of ownership and feeling of
having been given due regard for the past contribution in rendering public
transport services prior to the introduction of BRT.
7.2. Bank guidelines and Legal Requirements in Financial Agreement (FA)
between the GoT and the Bank
Page 25
The Financing Agreement entered into by GoT and the International
Development Association for the additional credit for the Second Central
Transport Corridor Project, from the proceeds of which the infrastructure of the
DART system Phase I is financed, includes two specific provisions in this regard:
(1) Schedule 2 Section V (a): The Recipient (GoT) shall (i) cause the DART
(Agency) to procure the services of bus operator, fare collector and a fund
manager in accordance with the Recipient’s procurement rules and
regulations, and a process satisfactory with the Association; and (ii) ensure
that, as a minimum condition for the award of the contracts for the operations
of buses and collection of fares in the DART system or through such other
appropriate mechanism as may be agreed with the Association, affected private
operators of public transport vehicles (daladalas) and daladala drivers are afforded
preferential access to ownership of shares in the entities contracted to provide said
services.
(2) Schedule 2 Section V (c): The Recipient shall cause DART to ensure that a
grievance process, satisfactory to the Association is established as a mechanism for
addressing any grievances that may arise from affected private operators of public
transport vehicles (daladalas) and daladala drivers in connection with the
introduction of the DART system.
8.
AFFECTED COMMUNITIES AND OTHER STAKEHOLDERS
8.1. Inventory of Current Operating Buses to be impacted
As part of the consultative process, the consultant hired by the DART Agency
conducted an exercise of registering all daladala buses, owners, drivers and
conductors who are likely to be affected by the planned operation of DART
Phase I project.
In undertaking this exercise, the daladala owners were requested to respond to a
questionnaire designed to capture information on the following:§
§
§
Name, address, telephone number and email of bus owner.
Number of buses owned by each operator; age of buses and routes operated.
Drivers involved and engaged by each bus owner; age and education of
driver.
§
Views on readiness to participate in the project and comments and remarks
of bus owners.
Each Daladala owner was requested to bring copies of three document items
which were the vehicle registration card for each vehicle, the road service license
Page 26
issued by Surface and Marine Transport Regulatory Authority (SUMATRA) for
each route operated, and a colour copy of driver license for each of his drivers. A
follow up was made to ensure that the key issues of the whole registration
exercise were understood.
At the end of the exercise on 25th April 2014, a total of 343 Daladala owners, 479
buses and 474 drivers were registered. There is discrepancy on number of
drivers and buses as some of the drivers had left employment and owners were
looking for replacement.
From analysis of the data provided by the owners, the consultant noted that a
number of Daladala owners turned up in person for the exercise while some sent
representatives. Apart from undertaking the registration process, Daladala
owners who came in person expressed that they understood the planned DART
project operations and also raised their concerns, most of which were addressed
during the registration exercise.
The consultant noted that many Daladala owners, for some reasons, when they
acquired buses already in operation, do not change the vehicle registration to
their own names. To identify actual ownership of such buses, the team, while
recording the name in the vehicle registration card as the owner also took the
telephone contacts of the person claiming to own the bus so as to be able to
ascertain number of buses owned based on claim of ownership. Below is a
summary of the information on buses, bus owners; drivers with secondary
education; routes with most buses registered, and views of bus owners regarding
BRT Phase One.
8.1.1
Number of Buses:
The exercise identified 22 owners with 5 or more buses as indicated in Table 2
below. Furthermore, a total of 164 buses were owned by 22 individuals - about
34.2 per cent of all buses registered during the exercise.
Page 27
Table 2: List of Owners with at least 5 Buses
S/No
Name
Gender
P.O Box
City
Tel No
1
Saad M Abeid
M
22446
Dar-es-Salaam
685706067
5
2
Furahisha J Mvungi
M
20950
Dar-es-Salaam
715980880
21
3
Zahor M Salum
M
22164
Dar-es-Salaam
716495055
5
4
Sadik H Ndosi
M
90005
Dar-es-Salaam
754753331
7
5
Bernard Mshana
M
1135
Dar-es-Salaam
767566220
5
6
Ali A Mwinyibohari
M
61038
Dar-es-Salaam
713292625
5
7
Majid Mohamed
M
493
Zanzibar
713335022
12
8
Saleh H Saleh
M
16532
Dar-es-Salaam
713406080
7
9
Farid Said
M
9771
Dar-es-Salaam
713565158
8
10
Whiteswan Co Itd
M
1578
Dar-es-Salaam
715555366
5
11
Abubakar Khamis
M
-
Dar-es-Salaam
784491059
5
12
Rabia Mbara
F
90598
Dar-es-Salaam
655489565
5
13
David Yonah
M
50122
Dar-es-Salaam
712698209
8
14
Mwinyi Zuberi
M
90237
Dar-es-Salaam
713242422
8
15
Ally Mzee
M
5856
Dar-es-Salaam
713462045
5
16
Abdulrahman Amour
M
25338
Dar-es-Salaam
715701665
5
17
Leonard O Somi
M
32846
Dar-es-Salaam
754272635
5
18
Ally O Amour
M
999
Zanzibar
754298972
19
19
Abdul M Kiriwe
M
90003
Dar-es-Salaam
789092410
5
20
Zida Trans Enterprise
M
999
Dar-es-Salaam
655441586
10
21
Said Bakari
M
1328
Dar-es-Salaam
715328116
5
22
Hasina M Nassoro
F
3746
Zanzibar
715525756
9
Total
8.1.2
Buses
Owned
164
Age analysis of the buses:
With regard to the age of each bus, out of the 479 buses registered, about 72%
were more than 13 years old. The breakdown analysis of years the buses were
manufactured is as shown below.
•
36 %, between 1990 and 1995 (hence are between 19 and 24 years old)
•
36 %, between 1995 and 2000 (14-18 years old )
•
13%, between 2000 and 2005 (9-13 years old )
•
9%, between 2005 and 2010, (4-8 years old )and
•
6%, between 2010 and now. (<4 years old)
If the above is representative of all Daladala in Dar es Salaam then the City
transport system is operated largely by dilapidated vehicles. It is interesting to
note that out of 22 individual bus owners 2 are women (about 9 %).
Page 28
In respect of the roadworthiness of these vehicles (those over 13 years old) it is
responsibility of SUMATRA and Traffic Police to enforce laws for these vehicles
to be taken out of the road. This means that even a moderate tightening of
compliance with age and roadworthiness mandatory requirements would
require a significant part of the Daladala sector to either make significant
reinvestment or to leave the industry, with this being in no way related to the
BRT. This falls outside DART mandates and outside the scope of this
assignment.The details are found on Annex 5 of this report.
8.1.3
Drivers:
A total of 474 drivers were registered along with their driving license numbers,
date of birth and class of drivers licence as well as expiry date for each license.
However a negligible number of drivers were found to be drivers of Daladala
buses without the proper class of license required.
With regards to age and education of drivers, 69 drivers (or 14%) were found to
have “O” Level Secondary School education and were of the age not exceeding
40 years. This is a potential target group which can be trained to be employed
by BRT system. The remaining 86% of the drivers could continue with their
current duties once their respective Daladalas are relocated to different routes.
8.1.4
Daladala Routes:
The consultant made analysis of the routes operated by the registered buses and
compared the number of buses registered with allocation of buses by SUMATRA
to each route so as to see the level of success in the registration for each route. In
particular the consultant was more interested with those routes with big
allocation of buses. The list of all the routes showing registered buses and the
number of buses is presented in Table 3 below. The number of buses allocated to
each route average 37.
Page 29
Table 3: List of all the routes showing registered buses and the number of buses
S/No
Route
Buses
Registered
Licensed
buses
% Registered
1
Buguruni-M/Mbusho
16
35
45.7
2
Buguruni-Masaki
8
39
20.5
3
G/Mboto-Masaki
3
50
6
4
G/Mboto-Mwenge
5
94
5.3
5
Kawe-Kariakoo
5
46
10.9
6
Kawe-Temeke
3
35
8.6
7
Kivukoni-M/Mbusho
2
36
5.6
8
M/Mbusho-Kivukoni
4
36
11.1
9
Mabibo-M/Mbusho
22
61
36.1
10
Mb/R3-Mwenge
13
60
21.7
11
Mbezi-Kariakoo
21
53
39.6
12
Mbezi-Kawe
4
56
7.1
13
Mbezi-M/mbili
31
50
62
14
Mwenge-Bunju
4
55
7.3
15
Mwenge-Kariakoo
40
190
21.1
16
Mwenge-Posta
23
100
23
17
Tegeta-Kariakoo
5
56
8.9
18
Tegeta-Ubungo
5
105
4.8
19
Temeke-Kawe
9
35
25.7
20
Temeke-M/Mbili
3
57
5.3
21
Temeke-M/Mbusho
1
42
2.4
22
Temeke-Mwenge
20
149
13.4
23
Ubungo-Kariakoo
17
73
23.3
24
Ubungo-Masaki
12
97
12.4
25
Ubungo-Mwenge
4
57
7.0
The routes with the highest percentage of registration are serial numbers 13, 1,
and 11, which are Mbezi-Muhimbili, Bugurunu-Makukumbusho and MbeziKariakoo. Route with worse response to registration are serial numbers 21, 4 and
7 which are Temeke-Makumbusho, Gongo la Mboto-Mwenge, and KivukoniMakumbusho. This is an average of 30% registration for trunk routes and 25%
on the feeder routes (for DART Phase One).
8.1.5
Impacted Daladala Owners and Drivers
The impacted daladala owners and drivers are being classified as fully affected
or partially impacted. The fully impacted ones are those operating on routes that
have been cancelled. They are either fully or almost fully operating on the future
DART trunk and feeder system and need to stop operating on the day of
commencement of DART Operations (DO). The partially affected ones are those
Page 30
on routes that have been adjusted. They operate only partially on the future
DART system and their routes will normally be shortened or adjusted but not
cancelled. Table 1 below shows the number of fully and partially impacted
daladalas. Table below summarises the number of affected daladala, owners and
drivers. Complete details per registration exercise conducted as paret of the
assignment are presented as Annexes IV, V, and VI respectively.
Table 4: Fully and Partially Impacted Daladala Owners and Drivers
Typology
No. of routes
No. of daladalas
No. of owners
No. of drivers*
Fully Impacted
71
1651
982
4953
Partially Impacted
86
1074
639
3222
Total Impacted
157
2725
1621
8175
Total
388
5200
3200
15600
% Impacted
40%
52%
51%
52%
This number assumed/includes a multiplier of 3 assuming that for every driver
there are an average 2 additional affected people, including the conductor and
day workers. From the above we can see that about half of the daladala fleet and
daladala workers are fully or partially affected due to the implementation of
Phase I of the DART system.
8.1.6
Impacted Daladala Routes
The list of daladala routes to be cancelled or adjusted is shown in Annex VIII
Any daladala owner holding a transport (route) license from SUMATRA valid as
of the date of publication of this policy framework on one of the routes included
in Annex VIII is recognized as an ‘Impacted daladala owner.’ Any driver
designated as their ‘principal driver’ by an affected daladala owner is considered
an ‘affected daladala driver’.
Generally all the routes that run parallel to the DART trunk and feeder system
will be cancelled. Therefore to avoid destructive competition between the two
systems (a “lose-lose” situation where nobody gains) and to decrease congestion
on the road network. For instance, along the trunk corridors on the mixed traffic
lanes no bus-bays are being built. Hence, if daladalas would keep operating they
would be forced to stop in the traffic lanes, and would thereby reduce the
carrying capacity of these lanes.
Essentially the public transport system will be divided such that north of
Morogoro road (and on the Msimbazi road up to Gerezani) the DART system
will replace all daladalas, with the exception of daladalas that will take
passengers to DART feeder terminals and to some of the intermediate stops. For
Page 31
example, daladalas taking passengers from Bunju, or further out towards
Bagamoyo, to the Tegeta DART feeder terminal and those from Kunduchi and
Africana to Bagamoyo road will keep operating. The same will be true for
daladalas operating outside Mbezi on Morogoro Road.
Daladala routes that take passengers from south to north (and reverse) across
Morogoro Road are mostly altered such that current routes will be stopped at
stations and terminals along Morogoro Road (or at Gerezani) and passengers
will transfer to the DART system. There are essentially four souths to north
daladala route bundles across the Morogoro Road corridor:
(i)
Routes coming from Nelson Mandela Road: Some of these routes are
currently proceeding west on Morogoro road, other proceed north on Sam
Nujoma road. Those that head west will stop at Ubungo Tanesco where
passengers can transfer to the Ubungo Tanesco station of the DART system.
(ii)
Routes coming from Kawawa road south: Routes using Msimbazi road: No
daladala will be allowed to use Msimbazi road. All routes should
terminate at Gerezani where there will be two daladala stations one for
daladalas coming from Uhuru street and another one for those coming
from Nyerere and Kilwa roads. When Phases II and III of the DART system
start operation, these daladala terminals will become DART trunk
terminals. DART plans to introduce a shuttle between Gerezani and
Muhimbili to facilitate access to this important destination
(iii) Routes using Kivukoni front: It is planned to stop all daladalas at Old Posta
once DART Phase I becomes operational. Passengers from Kivukoni
towards Nyerere and Kilwa roads will have two choices: (a) they can make
use of the DART trunk system for one stop between Kivukoni and Old
Posta; or (b) they can walk on the newly constructed four metre wide
walkway. The distance is one kilometre or about 12 minutes walking time.
8.2. Daladala Associations
There are two daladala owners’ associations, namely the Dar es Salaam
Commuter Bus Owners’ Association (DARCOBOA) and the Association of
Transporters in Dar es Salaam (UWADAR).
Page 32
(i)
DARCOBOA
DARCOBOA is the larger of the two associations and has an estimated 600
members. Their Chairperson is Sabri Mabrouk and vice chairperson is Mashaka
Mfaume
(ii)
UWADAR
Umoja wa Wasafirishaji Dar es Salaam (UWADAR) is a newly formed
organisation with about 150 daladala owners. Its Chairperson is Wiliam Masanja
and Vice Chairperson Gharib Mohammed.
8.3. Regulatory Agency - SUMATRA
Surface and Marine Transport Regulatory Authority (SUMATRA) is a Multisectoral regulatory authority which was established by an Act of Parliament (No.
9) of 2001 to regulate Rail, Road and Maritime transport services. SUMATRA Act
came into force on 15th August, 2004 as per Government Notice No. 297
published on 20th August, 2004.
The Surface and Marine Transport Regulatory Authority (SUMATRA), is tasked,
among others, with the functions of issuing, renewing, cancelling and amending
Road Service Licences as per the provisions of the Transport Licensing Act, 1973.
Prior to the establishment of SUMATRA, the above function was performed by
the Central Transport Licensing Authority and the Regional Transport Licensing
Authorities for the pan territorial and regional licences respectively.
The specific functions of SUMATRA in this regard include:
§
Licensing of commercial vehicles.
§
Determining
and/or
monitoring
national
and
international
yardsticks/benchmarks which can be used in determining the
reasonableness of charges/rates/tariffs charged by the providers of road
transport services.
§
Formulating and reviewing codes of conduct for the providers and users of
the road sector services.
§
In collaboration with other stakeholders, overseeing investigation in road
transport accidents.
§
Liaising with Police, Ministry of Public Safety and Security and Ministry of
Infrastructure Development on issues affecting road transport.
§
Developing rules and regulations in Road Transport.
§
Regulating tariffs and charges.
Page 33
The role of SUMATRA will be instrumental in driving the daladala transition
policy. It will do so in close collaboration with the DART Agency by gradually
phasing out – by way of non-renewal – the licenses for daladala routes
potentially competing with the DART system and allocating other routes in fastgrowing areas of the city to affected daladala operators.
9.
DALADALA CONSULTATION PROCESS
9.1
Background to Daladala Consultations
As already indicated, the introduction of BRT system is expected to transform
the current public transit operating system in Dar es Salaam, which is based on
individually owned mid-sized busses (popularly known as Daladala) to
company based BRT (Trunk and feeder) operations. In consideration of the
potential impacts of this transition, the Agency has all along placed a priority on
participation of existing commuter bus operators in the DART system
operations.
Pursuant to this, extensive efforts were done on engaging the existing bus
operators in the DART project right from the very beginning, so as to avoid
negative impacts by owners, drivers and conductors. Among the achievements
in involvement of daladala owners included the formation of working groups
(2002- 2004) with representatives of the bus owners (DARCOBOA and UDA
participated in working groups which reviewed initial proposals for the DART
project proposals. In the case of UDA, the former General Manager of UDA was
actually heading the Interim Project Management Unit formed by DCC to work
on the DART Project in its early stages.
Other examples of involvement of existing bus operators in the DART project
during the initial planning phase included participation in familiarisation tours
to BRT projects in other countries notably Bogota, Colombia and participation in
high profile meetings for deliberation on the project.
The Government has all along considered that for successful development and
operations of a BRT system in Dar es Salaam city, involvement of key
stakeholders’ especially existing operators was necessary in order to develop
some form of partnerships and create an environment for effectiveness,
ownership and sustainability.
Four levels of involvement/consultation were considered desirable namely;
Information, Consultation, Participation and Empowerment. These are explained
in detail hereunder.
Page 34
9.2
Approach for Recent Consultations
The approach to consultations included information introductions and briefings
by DART Consultant who made presentation on BRT Phase one and Daladala
transition mechanism and allowed comments and issues of clarification from the
target group.
Each Daladala owner was requested to bring copies of three document items
which were the vehicle registration card for each vehicle, the road service license
issued by Surface and Marine Transport Regulatory Authority (SUMATRA) for
each route operated, and a colored copy of driver license for each of his drivers.
At the end of the exercise on 25th April 2014, a total of 343 Daladala owners, 479
buses and 474 drivers were registered. There is discrepancy on number of
drivers and buses as some of the drivers had left employment and owners were
looking for replacement.
During the discussion the target group was given leaflets with information on
the project which proved to be very useful in educating the target group as well
as the other transport stakeholders and users on the proposed DART Phase I
project..
The consultation process ensured that precise and adequate information was
availed to the Daladala owners through various media including Newspapers,
Radio, TVs and Social Medias. The main objective was to inform Daladala
owners about the registration exercise. A total of 15 radio announcements, 54
Newspapers adverts and articles were printed and 17 TV adverts were made
regarding this exercise. This information was disseminated two weeks before the
registration exercise began and throughout registration period.
The process was extensively participatory and interactive to ensure maximum
participation and clarity on the subject matter by the daladala owners, drivers
and conductors. The consultations were conducted from Mondays through
Sundays (inclusive of public holidays) in order to provide convenience to as
many Daladala owners as possible.
The collaborative initiatives carried out by DART Agency to involve the existing
daladala owner’s dates back to year 2006/07 to date. A number of meetings
conducted as part of meaningful consultative process to involve existing owners
in the process of ensuring the agreed terms and conditions in the Financing
Agreement entered into by GoT and the International Development Association.
Page 35
9.3
Consultation Meetings
9.3.1
Consultative Meeting of 19th September 2013
The first major daladala consultative meeting was held at Mwalimu Nyerere
Conference Centre on 19th September 2013, officiated by the Dar es Salaam
Regional Commissioner, Sadick Mecksedick. It was attended by representatives
from various Ministries including; PMO-RALG, Ministry of Communication and
Transport as well as representatives from TANROADS, SUMATRA, TIC, NIT,
TPSF as well as Dar es Salaam Region Traffic Police. Others were representatives
of bus owners (DARCOBOA), Chama cha Umoja wa Wasafirishaji Abiria Dar es
Salaam (UWADAR), Shirika la Usafiri Dar es Salaam (UDA) DART officials as
well as members of the Press. List of participants is attached. Annex 1.
This was an extensively publicized using both direct invitations through
daladala bus owners associations (DARCOBOA and UWADAR) as well as
various media including TV, radio and newspapers.
During preparations for the meeting, the DART Agency learned of the formation
of ‘Umoja wa Wamiliki wa Daladala Dar es Salaam’ (UWADAR) a rival
association of about 150 members. The larger daladala owners association DARCOBOA which had been the sole organisation representing daladala
owners has about 600 members.
The meeting included presentation on the status of the DART Phase and the
immediate plans for procurement of bus operators. SUMATRA also presented
the new vision of the registration requirements for commuter buses which aims
at licensing only bus companies to operate in the City of Dar es Salaam instead of
individual bus owners.
Main conclusions from the meeting were as follows:
•
The government appreciates the role being played by existing bus operators
some of which have been plying of relatively poor roads and providing
valuable public transport service to City Commuters for more than 30
years.
•
The existing bus operators were encouraged to form companies so as to be
able to mobilise adequate funds and take advantage of the opportunity
presented by the DART system operations and use the companies to
participate in the tender for BRT bus operations
•
Alternatively they could also participate through acquiring shares to be set
aside by the other private sector bidders whether local of foreign.
Page 36
The meeting agreed on the formation of a Committee of six members
representing daladala owners, to undertake detailed deliberations on the
participation of owners in the DART project. The following composition was
proposed:
(i)
DARCOBOA: Theresia Kitambi and Sabri Mabrouk
(ii)
UWADAR: William Masanja and Gharib Mohamed
(iii) Bus owners not members of DARCOBOA or UWADAR: Gwamaka Nsekela
and Ruth Majura
The meeting came-up with the following recommendations:
•
Subsequent consultative meetings be more widely advertised to attract
more perticipants from daladala owners
•
Daladala owners should realise importance of participating in these
meetings since they are better placed to seize the opportunities availed by
participation in the DART Project.
•
The government was requested to take concrete measures to improve
feeder roads so as to create an opportunity for allocating daladala buses in
new routes to enable them continue operating and hence minimise adverse
impact on their incomes.
9.3.2
(a)
Consultative Meetings with Daladala Committee
Meetings held on 10 November, 2013
This was meeting of the six representatives of daladada owners and the
DART Consultant and was held at Fiends Corner Meeting hall, Magomeni
Kagera. A summary of the meeting is presented as Annex 2
Page 37
(b)
Meeting held on 17th November 2013
A second Meeting of DART Consultant and the selected team of six
daladala representatives was held on 17th November 2013. A summary of
the meeting is presented as Annex 3
(c)
Meeting Held on 10th April 2014
On 10th April 2014 a meeting with representatives of Daladala Associations
(UWADAR) and DARCOBOA), with the objective of sharing with them
status of registration as well as sharing with them information the options
and opportunities available for participating in the DART project. The
meeting was attended by the Daladala owners’ special committee members.
A thorough discussion was held on the registration exercise other key
issues were also discussed. These include:
o The status of DART Phase I project,
o Progress of daladala registration and the consultation exercise,
o Discussion and attending to the concerns of da;ladala owners, and
o Oprions and opportunities for Daladala Operators to participate in
the DART system operations.
At the end of the discussions, the representatives expressed that the
discussions had enabled them to understand the registration exercise and
were encouraged to inform their members to continue to participate in the
exercise.
During the meeting it was also revealed that a new company was in the
process of being formed owned by members of both DARCOBOA and
UWADAR. The company’s proposed name is Mzizima Daladala Express
Ltd and the intention is to make this company public so as to attract
members to raise the capital contribution required to participate effectively
in the DART system operations.
It was indicated that as of 22nd April 2014, preparations were in progress
to set-up the company’s offices in Dar es aam. They were also in the initial
stages of contacting Dar es Salaam Stock Exchange brokers on procedures
for listing their company. Proccedings of the Daladala committee
meetings is attached.
Page 38
!
9.3.3
Consultation Meeting held on 24th May 2014
The second major Daladala Owners consultative Meeting was held at the
Karimjee Hall on 14th May 2014 chaired by the Ilala District Commissioner
Hon. Raymond Mushi and attended by a number of representatives from
daladala owners and other stakeholders.
This meeting was intended for the Task Team incorporating six
representatives of Daladala owners to present progress made on issues raised
during the previous meeting of 19/09/2013. It was revealed during the
meeting that the daladala owners were clearer in understanding the DART
project and options for their involvement and had already initiated the
process of registering a company called Mzizima Daladala Express.
UDA was also invited and presented paper on how the company is
progressing and its plans to work together with Daladala owners. Some of
the Daladala owners expressed willingness to join UDA if they will sell
shares.
A cross-section ofthe May 24th meeting at Karimjee Hall.
9.4. Mitigation Measures Raised/Receommended.
Following extensive discussions in the final Consultative Meeting Held on 24
May, 2014 the following options were raised/receommended as options.
•
Daladala owners to join forces and mobilise resources to enable them to
participate in bidding for DART operations
•
Buy shares in UDA when they sell, requested for ample time to allow
interested owners to mobilise finance.
Page 39
!
•
Relocated daladala owners to be given preference in route allocation
•
Government requested to improve road before relocating daladalas to those
roads.
•
Foreign companies should bid jointly with local bus operators.
•
Government pay compensation (scrapping value) to existing daladala
owners to be re-routed or disturbance allowance for those who remain in
business. Preceedings are attached (Annex 4).
Further discussion on the above list of option, the final options were three, these
are:.
i) Pay scrap value of Impacted Daladalas and remove them from the system
(methods for payment is either depreciation or scrap value). These
daladalas once paid they should be destroyed.
ii) Pay disturbance allowance for loss of business for buses relocated to other
roads.
iii) Daladala owners willing to participate in the DART tender can buy
shares from UDA or other local companies.
9.5. Participation in International Market Consultative Meeting,
Another opportunity for involvement of existing comuter bus owners was the
International Market Consultative Meeting hosted by the DART Agency from 3rd
to 4th June 2014 at the Mlimani City Conference Hall. The event was meant to
market the opportunities presented by the DART Phase I operations to potential
investors, both local and International.
The meeting was officiated by the Prime Minister Hon. Mizengo Peter Pinda
(MP), and attended by high ranking Government officials including Minister of
State, PMO-RALG Hon. Hawa A.Ghasia (Mb), Deputy Minister Prime Minister’s
Office Hon. Aggrey Mwanri (Mp), Chairperson of the Parliamentary Committee
for Regional Administration and Local Government Hon. Dr Khamis A.
Kingwangalah (MP), Lord Mayor of Dar es Salaam City Dr. Didas Masaburi,
Permanent Secretary, PMORALG Mr. Jummne Sagini and Deputies Permanent
Secretaries from PMO-RALG; Mr. Kyabukama Kiliba (DPS Local Government),
Dr. Deo Mtasiwa (DPS– Health), Permanent secretaries from Ministries of
Finance, Transport and Communications, Infrastructure, Mayors of Ilala, Temeke
and Kinondoni Municipalities amongst others.
Thirteen (13) members from the urban public transporters in Dar es Salaam and
heads of the two daladala owners associations, (UWADAR and DARCOBOA)
Page 40
also attended the meeting along with representatives of Capital Markets,
SUMATRA, UDA and many interested parties from 17 different countries.
10.
OPTIONS AGREED WITH DALADALA STAKEHOLDERS
In the final daladala consultative meeting of 24th May 2014 three options were
arrived at.The three options are:
i)
Pay scrap value of Impacted Daladalas and remove them from the system
(methods for payment is either depreciation or scrap value). These
daladalas once paid they should be destroyed.
ii) Pay disturbance allowance for loss of business for buses relocated to other
roads.
iii) Daladala owners willing to participate in the DART tender get access to
buy shares in UDA (public transport company in the city) or other local
companies.
iv)
On September 23rd 2014, an important milestone in daladala consultations
was reached with the signing of a MOU between UDA and daladala
providing a way for joint efforts by existing operators to participate in the
BRT operations.
v)
In view of this development, the option of direct negotiations with
existing operators who have associated with UDA is being pursued with a
view for them to provide interim services on condition that they will not
participate in the international tender for full BRT operations. However
the preferred bidder will be required to incorporate the Interim service
operators.
10.1 Re-routing
Generally all the routes that run parallel to the DART trunk and feeder system
will be cancelled. Therefore to avoid destructive competition between the two
systems (a “lose-lose” situation where nobody gains) and to decrease congestion
on the road network. For instance, along the trunk corridors on the mixed traffic
lanes no bus-bays are being built. Hence, if daladalas would keep operating they
would be forced to stop in the traffic lanes, and would thereby reduce the
carrying capacity of these lanes.
Essentially the public transport system will be divided such that north of
Morogoro road (and on the Msimbazi road up to Gerezani) the DART system
will replace all daladalas, with the exception of daladalas that will take
passengers to DART feeder terminals and to some of the intermediate stops. For
example, daladalas taking passengers from Bunju, or further out towards
Bagamoyo, to the Tegeta DART feeder terminal and those from Kunduchi and
Page 41
Africana to Bagamoyo road will keep operating. The same will be true for
daladalas operating outside Mbezi on Morogoro Road.
Daladala routes that take passengers from south to north (and reverse) across
Morogoro Road are mostly altered such that current routes will be stopped at
stations and terminals along Morogoro Road (or at Gerezani) and passengers
will transfer to the DART system. There are essentially four souths to north
daladala route bundles across the Morogoro Road corridor:
a)
Routes coming from Nelson Mandela Road: Some of these routes are
currently proceeding west on Morogoro road, other proceed north on Sam
Nujoma road. Those that head west will be stopped at the daladala bus
stop at Ubungo Tanesco where passengers can transfer to the Ubungo
Tanesco station of the DART system. Those routes that continue on Sam
Nujoma route will terminate inside the Ubungo Terminal near the DART
Ubungo feeder station and passengers can transfer to DART feeders.
b)
Routes coming from Kawawa road south: These routes will be given the
DART Magomeni Mapipa feeder station to terminate, where passengers
can transfer to the DART Magomeni Mapipa trunk station. DART will not
run a feeder route from that station to Kigogo during Phase I as originally
planned. Some of the south-north routes currently using Kawawa road will
be relocated to Gerezani.
c)
Routes using Msimbazi road: No daladala will be allowed to use Msimbazi
road. All routes should terminate at Gerezani where there will be two
daladala stations one for daladalas coming from Uhuru street and another
one for those coming from Nyerere and Kilwa roads. When Phases II and
III of the DART system start operation, these daladala terminals will
become DART trunk terminals. DART plans to introduce a shuttle between
Gerezani and Muhimbili to facilitate access to this important destination
d)
Routes using Kivukoni front: It is planned to stop all daladalas at Old Posta
once DART Phase I becomes operational. Passengers from Kivukoni
towards Nyerere and Kilwa roads will have two choices: (a) they can make
use of the DART trunk system for one stop between Kivukoni and Old
Posta; or (b) they can walk on the newly constructed four metre wide
walkway. The distance is one kilometre or about 12 minutes walking time.
10.2 Shareholding
(a)
Shareholding: in a DART Phase 1 entity
Page 42
In this option, Daladala stakeholders would have a specified opportunity to
participate as shareholders in some part of the Service Provider consortium.
This would be primarily be an investment opportunity rather than an
operational participation opportunity. Three possibilities have been
identified:
(b)
Participate as shareholders in the Consortium-level Service Provider
entity, which is likely to be an SPV or equivalent.
•
One variant is where all bidders are obliged to make a minimum percent
of their shares available to potentially affected Daladala stakeholders.
Those who are interested would register through an established
mechanism, and would purchase shares from the winning bidder. One
big advantage of this variant is that those who choose this option are
assured of participation. Disadvantages are that it could be difficult to
predetermine the class and price of share, and the dividend or other
return arrangements; and that international firms might be reluctant to
agree to such a structure.
•
Another variant is where bidders are encouraged to make an offer of
shareholding available during the bidding process, and that the extent of
such participation would be a factor in the selection criteria. The main
advantage of this variant is that bidders have full freedom in what they
offer, both in percentage terms and on the type of shares. Two main
disadvantages are the potential difficulty to communicate the
opportunity to potentially interested stakeholders; and those who
engage with the losing bidders will be disappointed.
(c)
Participate as shareholder in one or more of the members of the Service
Provider Consortium, or of its declared contractors. This is broadly similar
to the previous option, except that the opportunities are within a specific
company. This would not necessarily be within the transport providers, it
could also be within the fare collection operator or provider of other
services. A key advantage of this option is that the Tanzanian consortium
members could offer shares through existing mechanisms that are visible
and familiar to the Daladala stakeholders.
•
Participate within a company or entity established by the Service Provider
to provide specified services – e.g. feeder route services or station
management services. For example, the Service Provider could create the
entity structure for a bus company to operate selected feeder routes, invite
equity participation and a trusted third party to oversee it, provide a
Page 43
contract for the provision of the services, and assist the company to develop
capacity as required.
All of the above possibilities would be based on “preferential access” for
the potentially affected Daladala stakeholders (including drivers and
conductors). “Preferential access” means that they have first option on
participation, after which participation can be opened to others as the
principal sees fit. It does not require any favourable conditions for them
compared to anyone else that may participate.
• Shareholding: in a DART-related investment mechanism
In this option, stakeholders are given the opportunity to participate in a
mechanism to raise funds for investment that will be used for some aspect
of the DART system.
For example, it could be used to raise capital to contribute to purchase of
buses, or of the AFC and ITS systems. The investment mechanism could
either simply make funds available to the Service Provider, or it could raise
funds and purchase specific items.
In effect, the stakeholders are lending money to the Service Provider. They
will be repaid on specified terms over a specified period. For example, they
could be paid a guaranteed amount each month for a 5-year period. The
amount would be set to give the investors a reasonable return on capital,
reflecting that the risk is minimal.
This option has a number of significant advantages:
•
It is simply an investment mechanism. There is no shareholding or
other obligation for the Service Provider or its members.
•
It raises a block of capital for investment, thereby reducing the
borrowings or equity that the Service Provider is required to raise
itself
•
Payments will be in local currency, allowing a predictable payment
scheme for both the Service Provider and the investors.
•
The Service Provider would have had to service the debt anyway. It
the funds were borrowed locally, the premium will probably be
comparable to local interest rates on the loan. If sourced
internationally at low rates, there will be the exchange currency risk
over the 12-year contract life.
•
From the investor’s perspective, they do not require any interaction
with either the other investors or with the Service Provider. It is an
anonymous transaction.
Page 44
This option could be initiated by any of the Service Provider, Government
or the Daladala stakeholders themselves.
(d)
Joining as companies to participate in the bidding for the BRT operations
In this option, Daladala stakeholders participate directly and actively in a
company that seeks to participate in the bidding process. This could be
operational and/or investment participation. Such a company could seek to
participate in any aspect of the BRT, but is most likely to seek to operate
bus services.
There are two main types of opportunities:
(i) Invest in an existing company. This opportunity is already being actively
pursued by the two Daladala representative associations which has signed
an MOU with UDA. Daladala owners signed a MOU with UDA after a presigning daladala owners meeting held on 22 September 2014.
(ii) Establish a new company, either exclusively from current Daladala
stakeholders, or in cooperation with other participants. While this is
consistent with the stated goals of SUMATRA for the Daladala sector, such
company formation has not been forthcoming to date.
Any such company will need to either:
o take the lead in forming a consortium, which means that it must at a
minimum find international experienced bus operators, a fare collection
partner, and an ITS supply partner; or
o make itself known to potential consortia leaders, and then negotiate with
them to participate in their bid. In the absence of a facilitated process, this is
likely to prove quite challenging as the potential consortia are not generally
known.
This option would give the Daladala stakeholders the type of participation that
many have stated they seek. However, it also comes with a significant risk. The
competition rules do not allow a company to be part of more than one
consortium. If that consortium fails to make the shortlist, or fails to win the
tender, then the stakeholders will not be able to participate in the project.
10.3 Scrapping of vehicles
In this option, the owner surrenders the vehicle registered on the licencefor it to
be scrapped. The owner is paid for the vehicle, an amount that exceeds the value
Page 45
of scrap and is essentially buying out the ‘goodwill’ element. A valuation system
would be established, based on age, size of bus, model and condition.
The most effective way to implement this scheme would be to establish a general
scrappage program for overage vehicles on all SUMATRA-licensed routes
throughout Dar es Salaam. This would be done on a ‘public interest’ basis to
remove unsafe, unfit and polluting vehicles to provide better vehicles for
commuters and cleaner air for all.
This would be based on not renewing licences of vehicles above a stated age.
This would bring the fleet in Dar es Salaam back to compliance with the
regulation. It could be phased in over a few years, with the age limit
progressively tightened over a number of years, e.g.:
• No vehicles >20 years for licences falling due for renewal in 2015,
• No vehicles >19 years for licences falling due for renewal in 2016
• No vehicles >18 years for licences falling due for renewal in 2017
• No vehicles >14 years for licences falling due for renewal in 2018
• No vehicles > 10 years for licences falling due for renewal in 2020
SUMATRA could also impose a limit (e.g. the 8 years that it should be according
to the regulations) for any new licences, so that by 2018 there would be no public
services vehicle in excess of 14 years old in the city.
SUMATRA would contact all owners whose vehicles would be overage when
the licence next falls due for renewal, and:
•
advise them of the situation
•
provide the details of the scrappage scheme
•
advise them of the standard allowancefor their vehicle type and age
•
remind them that they are legally required to keep the vehicle roadworthy
as long as it is used in service (to avoid that they cease doing even the
minimum amount of maintenance required)
•
advise them that when the licence expires, they must bring the vehicle and
all necessary supporting documentation to a designated location, where
they will surrender the vehicle and it will be put beyond use. When that is
completed, they will be paid the agreed amount.
•
optionally, for routes that are not affected by the DART Phase 1, allowing
them to obtain a licence on the same route with a vehicle of compliant age
for new licences (i.e. less than 10 years old)
This approach would have the following main advantages:
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•
The approach is in the general public interest and confers benefits to all
commuters and residents in Dar es Salaam. It is easy to explain, and can gain
public support.
•
It is a gradual implementation, which avoids any “big bang” where a lot of
transport capacity is removed and may cause shortages in some parts of the
city
•
Vehicle owners will know from the outset in which year their vehicle will no
longer be allowable, and can plan accordingly
•
The systematic removal of vehicles across the city will open up ‘slots’
throughout the city, which will facilitate the rerouting option. As these will
all occur on existing routes, the rerouting option will be more attractive than
many in the sector currently fear. Once the scheme details are decided, it can
immediately be calculated when and where these slots will emerge (from the
renewal date and vehicle age on all existing licences), and the transfers can
be planned long in advance. Further, it will also be visible which vehicles of
the potentially affected stakeholders would be covered by the scheme.
•
It decouples the scrappage arrangements from the BRT project.
•
Funding can be obtained from a wider range of sources, in particular from
environmental improvement programs
When the time-profile of buses due for scrappage is calculated, it can be assessed
whether a sufficient number of slots will become available at the various stages
of implementing DART Trunk and Feeder routes to accommodate those who
will need to be rerouted. If the number is insufficient (and especially if the
scrappage scheme is delayed in getting started), owners could be invited to offer
their buses for scrap up to one year before they are due. This could be
implemented on a ‘first come, first served’ basis up to the number needed.
As a rough calculation, the Daladala Registration Exercise indicated that 36% of
vehicles in Dar es Salaam are 19 years or older, and a further 36% are 14 to 18
years. If this is correct (needs to be confirmed by SUMATRA), this would be
1,870 in each age category.
The first two years of the scheme would remove vehicles of 19 years or older,
being about 1,870 vehicles. If these receive a notional Scrappage Allowance of
$3,000, the first two years of the scheme would cost about $6 million including
scheme administration costs.
The second two years of the scheme would remove vehicles of 14 to 18 years,
being another 1,870 vehicles. If these receive a notional Scrappage Allowance of
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$5,000, the second two years of the scheme would cost about $10 million
including scheme administration costs.
If funds are available only for the first two years, then it could be presented as a
‘one-off’ program to remove the worst vehicles. From 2017 there would be no
Scrappage Allowance, as the owners would have had sufficient time to plan for
their vehicle replacement. This would be feasible if owners are allowed to renew
their licence with a compliant vehicle.
10.4 Exit from the industry, without scrapping the vehicle
It is likely that some operators would prefer to exit the industry, but their
vehicles are worth more than the Scrappage Allowance. The owner would sell
their vehicle on the open market, and would receive an amount equivalent to the
Disturbance Allowance. This option would be available only to potentially
affected owners, and not to the general Daladala sector.
10.5 Options for the Daladala Drivers and Conductors
This section considers the options themselves. The criteria for determining who
is eligible need to be defined elsewhere.
This is a much more complex task than for the owners, as there is no definitive
list of drivers or conductors; the majority of owners have not registered a
contract for their drivers even though they are obliged to do so; drivers
frequently move among owners; there are many casual and part-time drivers
and conductors in addition to those who are full-time workers; and the high
turnover means that for any list compiled now, many would no longer be
working on the affected routes by end-2015 when the first displacements would
occur.
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(a)
Re-routing
In this option, eligible persons would move to work on another route that will
not be affected by the DART Phase 1. In recognition of the enforced move, they
would be paid a Disturbance Allowance.
(b)
Employment in the DART systems
In this option, eligible personnel would have opportunities for employment
within the DART system. They would be employees of the Service Provider, at
the level of Consortium/SPV, partner or sub-contractor. Positions could include:
(i)
Trunk Bus driver
(ii) Feeder bus driver
(iii) Feeder bus conductor
(iv) Cashier at station or terminal
(v) Other station operatives
(vi) Operations support team
(vii) Infrastructure cleaning and maintenance
(viii) Security
The Service Provider, its partners and its contractors will be required to advertise
all such jobs in a manner that potentially affected Daladala stakeholders are
aware of them, and to give preference to recruiting an eligible person where they
have met the stated employment criteria. The Service Provider would be under
no obligation to accept any person that does not meet employment criteria or
who proves unsuitable during training, or to provide them with terms and
conditions any different to what anyone else would receive.
The Service Provider will furnish SUMATRA and DART Agency with a list of all
eligible persons that they employ. Such persons will be then removed from the
eligible persons list, and will not be eligible for any other option.
An exception will be made for persons who commence employment but are
deemed unsuitable during the training period. They will be restored to the list
and to their original position if that is relevant. Persons who commence
employment at DART system but who then are dismissed or resign will not be
restored to the list as they will be deemed to have exercised their option.
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(c) Exit allowance
There will be no specific option to exit the business. In part, this is because the
scheme is not intended to cause anyone to lose their job, in part because it would
be virtually impossible to monitor whether they had taken the option and then
recommence work in the sector.
Anyone who is considering to leave the business should take either the
unassigned rerouting option with premium (i.e. become a free agent)or the
retraining option.
The Disturbance Allowance would be set at a moderate level, recognizing that
(1) the person will still be able to earn a livelihood in their current line of work,
and (2) that it may take them a few months to learn the nuances of their new
route and to achieve the full income levels.
There will be no effort to value the Allowance based on the relative earning
capacity of their old and new routes, in part because eligible persons could easily
move to another more profitable route after they have been paid the Allowance,
in part because for some the Allowance might be reduced to near-zero.
Re-routing is more difficult for drivers and conductors as they are not licensed or
committed in any way to a specific route. It must also be considered that
imposing individual drivers or conductors on an owner would be unacceptable,
as it may oblige them to take on undesirable staff with risk to their property and
earnings.
The following mechanism is proposed:
•
SUMATRA, with the assistance of DART Agency, compiles a list of eligible
persons based on the agreed criteria.
•
Any affected owner that takes the Rerouting option for his/her vehicle will
be obliged to engage personnel from the list, and to register those personnel
on the employment contract associated with their licence
•
The personnel so rerouted will be paid the basic Disturbance Allowance, and
will be removed from the list
•
Anyone remaining on the list will be paid a premium of 25% on the
Disturbance Allowance. This recognises that they do not have an immediate
guarantee of work. (The premium is not set higher than 25% as when they
are not working, they also do not have the risks associated with generating
daily revenues to cover vehicles rental, fuel, “other payments”, etc.).
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Optionally, eligible persons may be allowed to opt not be reassigned, and
avail of the premium and take their chances. This is likely to be attractive to
people whose real preference is to exit the industry.
•
(d)
Retraining
In this option, eligible persons who wish to seek employment outside the
Daladala business can avail of retraining.
DART Agency, following consultation with the stakeholders, will identify and
arrange for a range of training possibilities. These will take into account the areas
of greater interest to the stakeholders, and also their current educational and
skill.
For drivers who wish to continue to drive professionally within a different
sector, two possibilities are considered:
•
Participation in a professional driver course to obtain a higher class of
licence. This would require the driver to have the ability to undertake such a
course.
•
Refresher training by a recognized institute for those who would prefer to
continue to work within their current licence class, with a certificate of
completion. This would help overcome reservations by potential employers
about taking on former Daladala drivers.
Persons opting for Retraining would have their course fees paid up to an agreed
maximum. They would also receive a Retraining Allowance, which provide
them with a stipend during the training period and for a short while thereafter as
they seek employment (e.g. equivalent to standard industry income for a total of
four weeks).
11.
IMPLEMENTATION
Three options to implement for DART Phase 1 relocations are:
i)
Pay scrap value of Impacted Daladalas and remove them from the
system (methods for payment is either depreciation or scrap value).
These daladalas once paid they should be destroyed.
ii)
Pay disturbance allowance for loss of business for buses relocated to
other roads.
iii)
Daladala owners willing to participate in the DART tender get access to
buy shares at UDA (public transport company in the city) or other local
companies.
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SUMATRA has the authority to implement the option one and two. They are the
regulator, meaning they are the only entity with authority to issue, renew, adjust
or terminate licences, and they are the entity that determines on which route a
licence is issued.
Further, the Daladala stakeholders are obliged to respect the authority of
SUMATRA and to observe all valid instruction issued by SUMATRA, whereas
they have no such obligation in relation to DART Agency.
Effective communication and administrative mechanism to ensure impacted
stakeholders are informed and register for the preferred option. The following
are the relevant Tanzanian laws which will guide implementation of the three
agreed options.
•
The Surface and Marine Transport Regulatory Act of 2001. The Act sets out,
inter alia, the regulation of road transport services. Some elements of this act
may be under revision. This document is subject to revision should any
provisions here be in conflict with any provisions in the revised act.
•
The Road Traffic Act provides for the control and regulation of road traffic
including registration of vehicles and driving licences.
•
The Companies Act of 2002. The Act provides for regulations and control of
companies.
•
The Procurement Act sets out the rules for public sector procurement.
•
The Roads Act of 2007 provides for the management of roads.
•
The Public Private Partnership Act of 2010 sets out the rules for all projects
undertaken in partnership between the public and the private sector. Some
provisions of this act are under revision that may be relevant to this policy
guidance. This document may be subject to revision if any provisions here
are in conflict with provisions in the new act.
Implementation started in July 2014 by the DART Agency and SUMATRA
setting up a joint team. To implement the full range of options to the satisfaction
of all parties including addressing grievances ample time is required. The joint
work plan provides end of May 2015.
12.
ROLES AND RESPONSIBILITY FOR DIFFERENT AGENCIES
According to the Cabinet Paper which approved implementation of the DART
project the following institution outlined in the table below are directly involved
in the DART project. The roles of each institution as they were endorsed and
approved by the Cabinet were and continue to be as follows:
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S/N
INSTITUTION
ROLES
1.
Central Government
2.
Presidents
Office
– • Provision of a permit to establish the DART Agency
Public
Service
• Provision of employment permits to the DART Agency to
Management
employ technical staff of different cadres
3.
Ministry of Finance
• Central overseer of the overall project implementation
• Provision of part of the finances to the project and the
Agency
• Liaise and request for finances from donors to support the
DART project
4.
Prime Minister’s Office • Overseer of the DART Project and DART Agency
–
Regional
Administration
and • Provision of Sector Policies
Local Government
5.
Ministerial
Board
6.
DART Agency
Advisory • Overseer of the general implementation of the DART
project
To implement the DART Project on the day to day activities
and make sure the traffic orderly flow system in the city is in
place. The principal functions being:• Implementation of the policies and other issues as observed
by the Ministerial Advisory Board
• Coordination of all activities leading to getting service
providers in the DART system
• Supervision of fare collection system to make sure that the
Agency operates in the economic logic, affordability while
observing good international service standards.
• Preparation of various implementation strategies and their
follow up mechanism after their endorsement by the
Ministerial Advisory Board.
• Preparation of implementation reports
submission to the Ministerial Advisory Board
7.
Surface and Marine • Issuance of policies and directives
Transport
Regulatory
Authority (SUMATRA) • Implement its sector policies
8.
Regional
Commissioner’s Office
and
their
• Provision of education and sensitization to the entire
community
• To act as a bridge between the project and stakeholders at
the regional level
9.
Dar es Salaam City • To contribute to the costs of the DART Project
Council and Dar es
Salaam
Local • To sensitize and educate the community
Government Authorities
• To prepare plans on good land use and planning as spill
over effect which may happen as the result of transport
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reform in the city.
10.
TANROADS/ Ministry • Coordination of tender activity for the purpose of
of Works
procuring the best DART infrastructure contractor.
11.
Owners
facilities
of
transport • Facilitation to the provision of education and sensitization
to the community.
12.
The citizenry
• Provision of opinions that may lead to the improvement of
the System
• Understanding of the education and sensitization provided
to enable it benefit from the system
13.
GRIEVANCE MECHANISMS
DART Agency with the support of a Consultant has prepared a Grievances
Manual. This manual provides the Grievance Mechanism to be followed in
resolving forseable conflicts between DART and the impacted Daladala
Operators as well as other public transport stakeholders (including passengers).
The manual also directs how to address grievances of the operators that may
arise in this process. Daladala operators in this context include bus owners and
drivers with a focus on bus owners who have a direct contract of operations with
the Government.
It should be noted that the major issue of concern observed during the daladala
consultative process was fully involvement of daladala owners to form a
consortium with foreign investors and locals and hence become shareholders in
DART Operations. Besides that most of them would wish to be compensated on
lossof business and income.
However an in depth initiatives has been done to involve daladala owners to
participate as appropriate in the new DART system and ensure daladala
operators are consulted on actions for such participation. The intension was to
explore two possible avenues foreseen for their participation i.e. Daladala
operators could become shareholders of the planned service providers or could
form companies/associations and participate in the bidding process for the
provision of the services. It is expected that the complaints and grievances will
be minimal.
A suggested mechanism for the Daladala Owners is shown in the following
table. The process for dealing with drivers and conductors is similar; drivers can
only be identified through the owners because they have no valid contracts.
ACTION
1
Update the list of affected
routes
ACTIVITIES
SUMATRA, with support from DART Agency, to update the list of
routes that will be impacted, and whether the routes are to be
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closed completely, reduced in number of services or the route
adjusted.
2
Update the list of
potentially affected owners
SUMATRA to updatethe list of all owners who currently hold
licences on the affected routes.
3
Establish communication
and notify all potentially
affected owners.
SUMATRA to write to all potentially affected owners at their
registered address advising them that:
• The route on which they hold a licence for one or more vehicles
is potentially impacted by DART Phase 1 project, and they are
being formally notified of this.
• SUMATRA is establishing a communication channel with all
potentially affected persons through which they will be notified
of the process, timelines, and options open to them
• They are required to respond to the letter verifying that their
details (person and address) are correct for the next stages of the
process
• Two reminders will be sent at four-week intervals.
• In case of no reply after two reminders, this will be taken to
indicate that either the currently-registered person failed to
furnish correct details; or has passed their Daladala on to
another person and failed to notify SUMATRA; or is no longer
interested in utilizing the licence. In any case, the licence will not
be renewed on its expiry date.
• Anyone who does not reply by the second reminder will not be
considered for options within subsequent processes related to
DART Phase 1
• The processing of options will be done in groups. Those who
respond to this first letter will be in the first group, which will
receive the more favorable choices. Those who respond to the
first reminder will be in the second group. Those who respond to
the second reminder will be in the third group.
• Owners are obliged to register the contract of their drivers. Any
owner who fails to respect this obligation will not be eligible for
renewal of licence and will not be eligible for DART Phase 1
processes
All of the above sounds cumbersome. However, it is essential to
establish communication with all affected stakeholders in a
systematic way, and to use incentives (positive and negative) to get
their attention and their participation.
The requirement to comply with registration of driver contracts
will help to generate the list of affected drivers, who are currently
unknown within the system.
4
Establish a register of
potentially affected drivers
Based on existing and new information provided by owners,
establish a list of potentially affected drivers. Estimate what
percent of all affected drivers this represents, and devise methods
to improve the coverage.
5
Notify potentially affected
stakeholders of their
options.
SUMATRA to write to all potentially affected owners presenting
the options that are open to them. This will include:
•
information about each options, its implications, the processes
and outline information about any associated financial or other
consideration
•
contacts on where to get further information, and notification
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of any meetings for stakeholders
•
an option form to be completed and returned to SUMATRA
•
advice that they will have a chance to reconsider their option
when the time comes to implement DART Phase 1; but that
changing their option will put them to the end of the list of the
new option.
•
A caution that failure to return the form indicating a preferred
option will be taken as an indication of lack of interest to
continue in the business
•
A caution that no licence will be renewed if an options form
has not been duly completed
This step is essential to demonstrate that every potentially affected
person has been offered options. It provides an early ‘heads-up’ to
SUMATRA and to DART Agency of the numbers that will take up
each option, the associated costs, and whether there will be
difficulties to accommodate all who opt for a specific option.
6
Notify all potentially
affected persons of
imminent change and how
the option will be
implemented
At the appropriate time, SUMATRA advise potentially affected
persons of:
• the date at which the change will take place
• the option registered for them, and what it means
• the details of the process for their option, and what they need to
do next
• contact person or help desk number for more information
• that they may switch to a different option within a given period
of time (say two weeks), reminding that they will go to the end
of that option list
This is likely to be phased, in part as existing licences reach their
expiry date, in part as the Trunk and Feeder Services become
operational.
7
8
Adjust licences.
Activate the options
SUMATRA to adjust licences and records as appropriate. This will
include:
•
Issuing new licences on alternative routes for those who opt to
be rerouted
•
Amending licences on renewal for routes in the DART corridor
that are altered but not terminated
•
Recording on the file of all licences which are not renewed that
they have been permanently vacated, and any consideration
given to the registered owner
SUMATRA, in association with DART Agency, will activate the
various options:
•
Those who opt for rerouting will be advised of their new route,
supplied with route information, and advised of the date on
which it comes into effect and what they need to do on that
day. The agreed Disturbance Allowance will be paid when the
rerouting takes place.
•
Those who opt to exit the industry and surrender their vehicles
for scrappage will have their vehicle assessed and will be paid
the relevant amount according to the valuation sheet.
•
Those who opt to exit the industry and have a vehicle of better
Page 56
condition will sell their vehicle on the open market and will
receive an amount equivalent to the minimum Scrappage
Allowance.
•
14.
Those who participate in an approved shareholding or
investment mechanism in the successful DART Phase 1 Service
Provider, and for which the Service Provider received positive
marking in the assessment process, will have their licence
recorded as ‘permanently not renewed’ and will not be entitled
to any financial or other consideration.
MONITORING AND EVALUATION ON AGREED MILESTONES
The Plan will be evaluated and reviewed every year. This is important because it
involves comparing the actual performance and the set targets. In a dynamic
environment, changes are inevitable and may affect operations of the DART
system. Through continuous review, DART Agency will determine whether any
gap exists between the set targets and the actual performance achieved leading
to implementation of the appropriate corrective actions [wherever applicable].
Below is the Planned Reviews (Sample).
Year
Planned Reviews
Timeframe
Type Of Review
Responsible
Person
2014/ 2015
Quarterly progress
review
ongoing
DART
Management
Semi Annual review
Dec 2014
Review of Indicators and
milestones and progress of
implementation
End of year Review
June 2015
Semi Annual reviews
Every June
End of year Review
Every December
Review of Indicators and
milestones
DART
Management
Semi Annual reviews
Every June
End of year Review
Every December
Review of Indicators and
milestones
DART
Management
Semi Annual reviews
Every June
End of year Review
Every December
Review of Indicators and
milestones
DART
Management
Semi Annual review
June 2018
End of the plan review
December 2019
Complete review and
Evaluation the Strategic plan
DART
Management
2015/2016
2016/2017
2017/2018
2018/2019
Moreover, to ensure seamless implementation of ‘Strategic Actions’ and monitoring
of the same, a ‘Quarterly Progress Report’ shall be prepared by each department/
functional units in the following format (note: the said report shall be consolidated
by incorporating reports from all departments/ units):
SN
Applicable Strategic
Actions/ Activities for
the Quarter ended [as
planned]
Strategic Actions/
Activities Implemented
during the quarter and
Success Rate Achieved
Note:
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Strategic Actions/
Activities not
Implemented with
justifiable reasons
Responsible
Department
/ Unit
SN
Applicable Strategic
Actions/ Activities for
the Quarter ended [as
planned]
Strategic Actions/
Activities Implemented
during the quarter and
Success Rate Achieved
Strategic Actions/
Activities not
Implemented with
justifiable reasons
Responsible
Department
/ Unit
1. This ‘Quarterly Progress Report’ shall be prepared by 20th of the following quarter month [e.g.
progress report for the quarter July-September, shall be prepared by 20th October];
2. Each department will present the said report for discussion/ review to the Management by 25th of the
following month;
3. A consolidated ‘Quarterly Progress Report’ with management reply on actions/ activities not
implemented [if any] shall be presented to the Board of Directors on quarterly basis.
14.1
Annual Review of Plan
During annual review of the ‘ Plan’ the following will be considered:
Preparation of ‘Annual Progress Report’ showing status on implementation of
various strategic actions/ activities as was planned for the year under review [i.e.
previous year]. The said report shall be prepared in the following format:
Strategic Plan: Progress Report for the Year Ended
SN
Applicable Strategic
Actions/ Activities
for the year ended
Strategic Actions/
Activities Implemented
during the year and
Success Rate Achieved
Strategic Actions/
Activities not
Implemented with
justifiable reasons
Responsible
Department/
Unit
Note:
1.
The said ‘Annual Progress Report’ shall be prepared by 25th July of the following plan year [e.g.
progress report for the year ending 30thJun’15, shall be prepared by 25th July, 2015];
2.
Each department will present the said report for discussion/ review to the Management by 31st
July of the following plan year;
3.
A consolidated ‘Annual Progress Report’ with management reply on actions/ activities not
implemented [if any] shall be presented to the Board of Directors.
Other issues which will form part of the ‘Strategic Plan Annual Review’ shall be the
following:
(a) Challenges encountered/ Lessons learnt during the elapsed plan period;
(b) Preparation of ‘Departmental Action Plans’ on the proposed implementation
of strategic actions/ activities as listed for the coming plan year [next
approaching year];
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(c) Critical review of the outlined ‘Corporate Goals’ and to carry out necessary
modifications/ corrections [if required due to change in market conditions/
other attributes];
(d) Determine way forward for the coming plan period.
The above outlined process for undertaking ‘Quarterly/ Annual review of the
Strategic Plan’ prepares a perfect platform for ensuring effective monitoring/
evaluation of the plan.
Internal Reporting Arrangements
SS
Type of Report
Recipient
Frequency
Responsible Person
1
Daily Reports
Heads Depts
Daily
Departmental staff
2
Weekly Reports
Heads Depts
Weekly
Officers
3
Weekly Reports
CEO
Weekly
Heads of Departments
4
Monthly reports
CEO
Monthly
Heads of Departments
5
Monthly reports
Management
Monthly
Heads of Departments
6
Quarterly Report
CEO
Quarterly
Heads of Departments
7
Semi-annual Report
Management
Semi annual
Heads of Departments
8
Annual Report
Management
Annually
Heads of Departments
External Reporting Arrangements
Type of Report
Recipient
Responsible
Person
1
Quarterly Financial and
Performance reports
Ministerial Advisory
Board
Quarterly
CEO
2
Semi annual Financial
and Performance Report
Ministreial Advisory
Board
Semi
annually
CEO
3
Annual Financial and
Performance Reports
Ministreial Advisory
Board
Annually
CEO
4
Outcome Report
Ministreial Advisory
Board
Annually
CEO, Heads
of
Department
Page 59
Frequency
Proposed Institutional Arrangement for Grievances Mechanism
(a)
Secretariat/Complaint Officer
DART will employ a complaint handling Officer who will serve as secretariat to
the committee. The Officer will be responsible for receiving, solving, escalating
and compiling all complains. He/She will also submit monthly reports to the
Grievance Committee.
14.2 The Grievance Committee
As per the WB OP 4.12 before implementation of any major construction project
which involves loss of settlements /property or business a givance mechanism
should be formulated in order to address any emerging complains from the
project impacted persons. In this regard, DART through PMORALG will form
the Grievance Committee whose primary responsibity is to receive and resolve
all BRT related complaints.
Therefore there shall be the committee known as the grievance committee
comprised of minimum of (7) seven and maximum of eleven (11) sitting member
comprised of Key stakeholders to constitute the committee which will include
the following:
•
Dar es Salaam Regional Administration (RAS)
•
District Local Authorities (DLAs)
•
Dar Rapid Transit (DART) Agency
•
Surface And Marine Transport Regulatory Authority (SUMATRA)
•
Dar Regional Traffic Police
•
National Institute of Transport (NIT)
•
Tanzania Road Authority (TANROADS)
On certain instances members from these associations will be invited to attend
committees meetings:
• Dar es Salaam Commuter Bus Owners Association (DARCOBOA)
• UWADAR ( Umoja wa Wasafirishaji Mkoani Dar es Salaam)
• Shirika la Usafiri Dar es Salaam (UDA)
• Chama cha Madreva (UWAMADA)
Committee meetings will be facilitated by DART ( logistics and expenses)
Page 60
14.3 Task Description of the Committee
The task description of the committee will be;a) To receive, record and address complaints or grievances from daladala
operators (drivers and conductors) and owners.
b) To suggest resolution to complaints or grievances
c) To facilitate the legal advice of complaints or grievances.
d) To coordinate with related agencies in dealing with complaints, in particular
to coordinate handling unresolved complaints with the Fair Competition
Tribunal, or Municipal, Transport or other agencies with legal jurisdiction in
the issues under a complaint.
e) To report their work to the secretariat (DART Agency) to post grievance
decisions publicly.
14.4 The minimum qualification of the Committee Members
The members of the grievance committee shall have a reputation for integrity
and honesty, high competence and experience in transport business/operation
or related fields.
14.5 The Methods and Process of Receiving and Processing Complaints
These complaints handling procedure aims to provide a quick, simple and streamlined
process for resolving complaints early and locally by capable, well-incumbents. As per
the World Bank OP .12 Guidelines for involuntary resettlement Grivances
procedures
Affordable and accessible procedures for third-party settlement of disputes
arising from resettlement; such grievance mechanisms should take into account
the availability of judicial recourse and community and traditional dispute
settlement mechanisms.
(a)
Receiving complaints
All complaints will be received and treated officially after being registered by
the secretariat. To officially register a complaint it must be recorded in a
register and submitted in writing to the secretariat. Complainants should
provide as much information as possible in relation to the complaint raised;
including copies of all relevant documents.The secretariats will acknowledge
receipt of complaint by letter within three (3) working days of it having been
recorded on the register.
Page 61
(b)
How to register complaints
•
The Project Impacted Persons may obtain and send a completed
Complaint Form to The Grivance Sectretariat ( at DART Agency head
office)
•
Walking to DART and register a complaint
•
Phone/Send an email to the Secretariat
(c)
Assign Complaint
The secretariat will forward all written complaints to the GRIEVANCES
COMMITTEE for a response and resolution of the issue or complaint raised
within five (5) working days.
(d)
Processing Complaints
(i) Investigation
The Complaint Manager will investigate to understand the cause of the
complaint raised within five ( 5) working days. The manager may need to
contact complaintant during this time and complaintant cooperation will
be important in order to complete the investigation working days.
(ii) Resolution
Once the complaint manager has investigated the complaints, he/she will
write to the DART CEO with the results of the investigation and of the
proposed course of action within five (5) working days.
(iii) Follow Up
Once the complaint has been resolved and if the complaintnats are
satisfied, the Complaint manager will make a follow up to ensure that no
further complaints occur. If the complaintants are not satisfied, then stage
four below will follow.
(iv) Escalation
All unresolved complaints will be forwarded to the grievances committee
within 20 days.
(v) Monthly summary of complaint
Complaint manager will compile list of all monthly received complaints
and forward to committee (solved and unresolved complaints)
14.6 Appeals
Page 62
The complainant has the right to request an appeal by way of referral of the
matter to the Grievance Committee. That right must be exercised within five (5)
working days of notification of the decision. Complaintant has the right to
forward his/her case to the Fair Competition Tribunal as the last resort. We also
need to state how the complaints process will be made known to all.
Page 63
ANNEXTURES
Annex 1
Summary Record of Daladala Consultative Meeting Held on 19.9.2013
Annex 1A: Sawahili Version - Detailed Minutes -Meeting of 19 Sept 2013
Annex 1B: List of Participants for Daladala Consultative Meeting of 19.9.2013
Annex 2
Meeting With Representatives of Daladala held on 10 November 2013
Annex 3:
Meeting With Representatives of Daladala held on 17th November 2013
Annex 4:
Meeting With Representatives of Daladala held on 11 April 2014
Annex 4A: Sawahili Version - Detailed Minutes - Meeting of 11 April 2014
Annex 5:
Final Daladala Consultative Meeting Held on 24 May 2014
Annex 6:
Market Consultative Meeting Held from 3rd to 4th June 2014
Annex 7: ` List of Registred Impacted Daladalas
Annex 8:
Drivers Information
Annex 9:
Owners Information Page 64
ANNEX ’’ 1’’
SUMMARY REPORT ON THE CONSULTATIVE MEETING BETWEEN DALADALA
OPERATORS AND THE GOVERNMENT– HELD ON 19TH SEPT, 2013 AT JULIUS
NYERERE INTERNATIONAL CONVETION CENTRE
1
The Agenda:
To explain to daladala owners on the DART progress status and an
need for them to unite and a form company/companies as a requisite
towards bidding process in the DART Phase 1 project.
2
Participants:
A large number of daladala owners (about 200) plus their
representatives. Government officials, including Other invited
Government Officials from PMO-RALG, Ministry of Transport,
representatives of other key stakeholders TANROADS, SUMATRA,
TIC, TPSF, NIT, UDA, UWADAR and DARCOBOA DART,
SUMATRA, DSM City
and DSM Municipalities plus about 40
members of press.
3.
Chairmanship:
The meeting was under the chairmanship of the Dar es Salaam
Regional Commissioner Hon. Said Meck Sadiki
4.
Explanation
on the
Objective of
the Meeting:
To brief and consult with existing daladala owners on progress of
DART Project and possibilities of their participation in operations of the
DART system.
5
Opening
Speech
In his speech Guest of honor raised concerns on street vendors who have
invaded the BRT Infrastructure and warned this would not be tolerated by
Government. He emphasize that the DART project was among the priority
projects under Big Results Now (BRN) and will offer a number of
opportunities including of drivers, technical staff, laborers, availability of
opportunities of investments promotion on the Bus terminals, Stations and Bus
deports. The special designated places will be identified for promotion of
businesses.
He informed the participants that current Phase I of DART is under
construction and is planned to become fully operational in mid 2015. At
the commencement of DART Operations (DO) about 50% of all the
currently operating daladalas will either stop operating, their routes
shortened or adjusted. He emphasized to all existing Public transport
stake to join hand together to formalize the provision of services in
the City of Dar es Salaam to form Companies to compete and bid on the
DART system.
6
DART CEO
The DART CEO Mrs. Asteria Mlambo, informed the meeting participants on
the initiatives that has been undertaken by the Government through the
DART Agency to alleviate the challenges of congestion and poor existing
public transport in the City of Dar es Salaam through the DART project. She
informed the meeting on the opportunities for Investment in DART system by
Daladala operators. The operators were encouraged to form companies so as
to be able to mobilise adequate funds and take advantage of the opportunity
Page 65
presented by the DART system operations by forming
participate in the tender for BRT bus operations
companies and
Alternatively they could also participate through acquiring shares to be set
aside by the other private sector bidders whether local of foreign.
On the issue of compensation she made it clear that the Government has no
intention of compensating the loss of business as they requested. Instead, she
noted that the options put forward of rerouting while forming the companies
to bid in the DART system is the best for them. She asked them to consider
this option very seriously.
7
8
Presentation
from
SUMATRA
Views from
DARCOBOA
Mr. Ngowi presented the position and direction of SUMATRA as regards to
provision of Public Transport in the City of Dar es salaam whereby
SUMATRA envisaged coming up with new modalities of licensing to
Companies effective from 1st June, 2014.
He cited existing statistics on the number of routes which are 365,
Daladala buses 6,820 and bus owner’s 3,700. During his presentation he
informed the meeting participants that:
(i) SUMATRA, with support from DART Agency, will update the list
of routes that will be impacted, and whether the routes are to be closed
completely, reduced in number of services or adjusted.
(ii) SUMATRA will collaborate with all owners who currently hold
licenses on the affected routes, and
(iii) SUMATRA, in association with DART Agency, will activate the
various options.
The views of DARCOBOA with about 600 members were represented
by its vice chairperson Mr. Mashaka Mfaume. He expressed that
DARCOBOA is 100% in support of the DART Project and that it had
been involved since 2002 and have been following on the opportunities
availed for participation by Daladala Owners. They will encourage
members to take advantage of the opportunities availed to participate
in the DART Operations. They had already taken part in a number of
seminars on how to join forces and form a company.
He emphasized that their members had the capacity to form a company
and mobilize the resources needed to operate the company. They
would prefer that the two bus operating companies for DART system
operations be Tanzanians.
9
Views of
UWADAR
UWADAR, a rival daladala owners organization was represented by
Chairperson William Masanja, who indicated that his newly formed
organization had about 150 daladala owners and that the organization
is recognized by SUMATRA. The views of UWADAR were as follows:
•
•
•
Appreciate and support the government efforts to implement the
DART Project.
Hope to be involved in efforts by the Government to engage with
daladala owners in planned DART system Operations. They require
more seminars and information on how they can participate in the
DART system operations.
They want to know the fate of their existing fleet once DART
operations commence.
Page 66
They would like to more informed on the option to purchase shares
and prospects for success as other cases of government share offers
had not been so successful
• The conditions set by SUMATRA for forming companies were
difficult for owners to meet and should be made more lenient
• They request government to exempt taxes on imported buses
• Government to improve feeder roads failure of which it should
acquire all the buses from daladala owners otherwise they be
allocated new routes outside the DART infrastructure to continue
operating and sustain their families
•
10. Conclusions
The operators attending the meeting represent the majority of bus
owners (more than 2,900 out of estimated 3700 daladala owners).
Some would prefer that SUMATRA forms the companies and not
DARCOBOA or UWADAR
(ii) Would prefer to see all owners participate through companies as
this would have better prospects but request more education to be
given on formation of companies and participation in the DART
Project
(iii) They raised concern that SUAMTRA requires bus companies to
have a workshop, however, SUMATRA clarified that it is
acceptable if they present a contract entered with another
workshop owner who will service their buses.
(iv) SUMATRA expressed willingness to allocate new routes to bus
owners and requested them to come forward with their proposals
on the new routes
(v) SUMATRA urged owners to appreciate benefits of individual
owners joining hands and forming companies including ability to
operate efficiently, hire competent staff and raise loan financing
through banks
(vi) The meeting came-up with the following recommendations:
(vii) Subsequent consultative meetings be more widely advertised to
attract more participants from daladala owners
(viii) Daladala owners should realize importance of participating in
these meetings since they better placed to seize the opportunities
availed by participation in the DART Project.
(ix) The government is requested to take concrete measures to improve
feeder roads so as to create an opportunity for allocating daladala
buses in new routes to enable them continue operating and hence
minimize adverse impact on their incomes.
(i)
Page 67
Annex 1A
Swahili Version – Detailed Minutes of the Consultative Meeting between
Daladala Operators and the Government– Held On 19th Sept, 2013
Page 68
ANNEX 1A
JAMHURI YA MUUNGANO WA TANZANIA
OFISI YA WAZIRI MKUU
TAWALA ZA MIKOA SERIKALI ZA MITAA
WAKALA WA USAFIRI WA HARAKA
KIKAO CHA MASHAURIANO NA WAMILIKI WA DALADALA
Julius Nyerere International Convetion Centre
19 Septemba 2013
Ubungo Plaza Ghorofa ya Kwanza,
S. L. P. 724,
Dar es Salaam,
TANZANIA
Simu:
+255 22 2461093/4/6
Tarakishi:
+255 22 2461098 B-pepe: [email protected]
Page 69
1.
UTANGULIZI
Serikali kupitia Wakala wa DART, tarehe 19 Septemba, 2013 iliwaalika wamiliki
wote wa Daladala jijini Dar es Salaam kwa lengo la kuwaelezea mfumo mpya wa
mabasi yaendayo haraka jijini Dar es Salaam na namna wamiliki hao
wanavyoweza kushiriki katika uendeshaji wa mfumo wa mabasi .
DART ilitumia njia mbalimbali kutoa taarifa za mkutano huo kwa kutumia
vyama vya wamiliki, yaani DARCOBOA na UWADAR, pamoja na kutoa
matangazo kwenye vyombo mbalimbali vya habari, magazeti, redio na TV na
vilevile kuweka mabango katika vituo vya mabasi na kutumia gari la matangazo
mitaani. Hata hivyo, ushiriki wa wamiliki wa daladala hata hivyo pamoja na
matangazo hayo, ulikuwa hafifu.
Katika mkutano huo ulifanyika katika Kituo kipya cha kimataifa cha Mwalimu
Julius Nyerere (Julius Nyerere International Convetion Centre) kilichopo Barabara
ya Shabaan Robert Mkabala na viwanja vya Gymkhana Dar es Salaam. Mutano
ulifunguliwa na Mkuu wa Mkoa wa Dar es Salaam na ndiye alikuwa
mwenyekiti wa mkutano huo. Lengo la kuwakutanisha wamiliki wa daladala na
serikali lilifikiwa, kwani wamiliki wa daladala walikubali wito wa kushiriki
katika umiliki wa mabasi yaendayo haraka na kwa pamoja waliunda, kamati ya
wawakilishi sita ili iendelee kujadiliana na Wakala wa DART kuhusu jinsi
wamiliki wa daladala watakavyoweza kushiriki katika mfumo mpya wa
uendeshaji mabasi yaendayo haraka Jijini , Dar es Salaam.
Baada ya majadiliano na wawakilishi wa wamiliki wa daladala pamoja na
mafunzo mbalimbali waliyopatiwa na DART yahusuyo jinsi ya upatikanaji wa
mitaji, uundaji wa kampuni na uhamasishwaji namna ya kushiriki kwenye
mfumo wa DART, Wamiliki wa daladala waliitisha Vikao viwili zaidi kwa
minajili ya kuunda Kampuni. Katika vikao hivyo wamiliki walifikia hatua ya
kusajili Kampuni ambazo zitashiriki katika mchakato wa kushiriki katika
umiliki wa mmojawapo ya Kampuni itakayosimamia uendeshaji wa mabasi ya
mfumo.
Hii ni taarifa ya utendaji yenye majumuisho ya mijadala na mitazamo ya wadau
katika Usafiri wa Umma na mtiririko wa vikao vya Kamati ya wawakilishi
waliochaguliwa kuwawakilisha wamiliki wa daladala,Hatimaye vikao vya
hitimisho vya wamiliki wa daladala.
Page 70
UFUNGUZI WA MKUTANO
Mkutano ulifunguliwa rasmi saa 4:50 asubuhi alipowasili Mgeni Rasmi, Mheshimiwa Said
M.Sadiki Mkuu wa Mkoa wa Dar es Salaam. Aliongozana na viongozi na wawakilishi kutoka
taasisi mbali mbali za serikali pamoja Kaimu Mtendaji Mkuu wa DART, Bi. Asteria Mlambo.
Viongozi wengine waliofika ni pamoja na:
Mstahiki Meya wa Jiji la Dar es Salaam - Mh. Dr.Didas J. Massaburi
Mstahiki Meya wa Ilala – Mh. Jerry William Silaa
Mstahiki Meya wa Kinondoni - Mh. Yusuph J. Mwenda
Mkuu wa Wilaya Ilala – Mh. Raymond H.Mushi
Pamoja na viongozi hao pia walitambulishwa wawakilishi mbali mbali wa Wizara; Ofisi ya
Waziri Mkuu TAMISEMI, Wizara ya Uchukuzi. Wawakilishi kutoka TANROADS,
SUMATRA, TIC, NIT, TPSF na Usalama Barabarani nao walikuwepo katika mkutano huu.
Upande wa wadau wa Usafiri wa umma waliohudhuria ni pamoja na Chama cha Wamiliki
wa Mabasi (DARCOBOA), Chama cha Umoja wa Wasafirishaji Abiria Dar es Salaam
(UWADAR), Wamiliki wengineyo wa daladala, Kampuni ya Usafiri Dar (UDA) na watumishi
wa wakala DART. Kundi lingine lilliloshiriki mkutano huu ni waandishi wa habari kutoka
magazeti na vituo mbalimbali pamoja na waandishi wakujitegemea.
Baada ya utambulisho Kaimu Mtendaji Mkuu wa DART, alitoa neno la kumkaribisha
Mstahiki Meya wa jiji la Dar es Salaam, Mh.Dr. Didas Masaburi atoe madhumuni ya
mkutano.
MADHUMUNI YA MKUTANO
Mstahiki Meya wa Jiji la Dar es Salaam,alitoa hotuba fupi ya kuelezea dhumuni la mkutano
akilenga kufanikisha utekelezaji wa mradi wa DART ulio na manufaa katika shughuli za
kiuchumi na kijamii jijini Dar es Salaam.
Mheshimiwa Mstahiki Meya alitoa historia fupi ya mradi wa DART ulioanza mwaka 2002
ukiwa na nia ya kubadili mfumo wa usafiri wa ndani ya jiji la Dar es Salaam utakaotumia
mabasi makubwa ya abiria yatakayokuwa na uwezo wa kubeba abiria kati ya 140 na 160.
Vile vile Mheshimiwa Meya alizungumzia hatua iliyochukuliwa 31 Machi 2005 na
Halmashauri ya jiji la Dar es Salaam iliyosaini mkataba na kampuni ya uhandisi ya Logit ya
Brazil ikishirikiana na kampuni ya Inter Consult ya Tanzania kwa ajili ya kufanya usanifu wa
mradi uliofanyika kwa hatua kuu mbili. Alizitaja hatua hizi kuwa ni Usanifu kwa ujumla
kuainisha mradi unaoweza kutekelezwa na awamu za utekelezaji; hatua ya pili ikiwa ni
usanifu wa kina wa miundo mbinu ya awamu ya kwanza.
Mapendekezo ya msanifu baada ya usanifu ni kuundwa kwa wakala utakaotekeleza mradi
wa DART. Kwa kuzingatia mapendekezo hayo Halmashauri waliunda timu iliyosimamia
utekelezaji wa mradi DART na kwa sasa mradi huu uko katika hatua za utekelezaji,Ambapo
Page 71
Mwaka 2010 Raisi wa Jamhuri ya Muungano wa Tanzania, Mh. Dkt.Jakaya Mrisho Kikwete
aliuzindua rasmi ujenzi wa miundo Mbinu ya mradi huu katka awamu ya kwanza.
Wadau wakuu katika mradi huu wakiwa ni pamoja na Ofisi ya Waziri Mkuu TAMISEMI;
Wizara ya Ardhi; Wizara ya Mipango; Wizara ya Ujenzi na Miundo Mbinu; Wizara ya Fedha;
SUMATRA; TANROADS; Manispaa za Kinondoni, Ilala na Temeke; Benki ya Dunia; na
washiriki na wamiliki wa daladala Dar es Salaam. Mstahiki Meya alifafanua zaidi kuwa
mradi huu unafadhiliwa kwa kiasi kikubwa na Benki ya Dunia na kuchangiwa na Serikali
(Shilingi Bilioni 23 za kitanzania katika kulipa fidia) na Sekta Binafsi (Takribani Shilingi
Milioni 100 za kununulia mabasi ).
Mstahiki Meya wa Jiji la Dar Es Salaam Mh.Dr.Didas J.Massaburi akimkaribisha Mkuu wa Mkoa
kufungua Mkutano wa wadau wa usafiri wa umma Jiji.
MstahikiMeya aligusia changamoto zinazokabili utekelezaji wa Mradi wa DART. Hizi ni
pamoja na zoezi la kuelimisha wamiliki wa daladala kuwa gumu kutokana na wengi wao,
takribani 3,000, kutosajiliwa chini ya chama chochote hivyo upatikanaji wao kuwa mgumu.
Wadau wengine kutoukubali mradi huu kutokana na hofu kuwa DART itapoteza nafasi
nyingi za biashara. Wengine wana hofu kuwa Mradi huu ni ghali hivyo gharama za
usafirishaji zitakuwa juu na itakuwa vigumu kwa wenye hisa kupata faida. Vile vile
kumekuwa na hofu kuwa mradi huu hautafanikiwa kwani historia inaonyesha kuwa miradi
yote ya usafiri wa umma chini ya serikali imekuwa ikifa wakitolea mifano ya UDA, DMT,
KAMATA na RETCOS.
Mstahiki Meya aliwasihi wadau wote waliohudhuria kikao hiki kuwahabarisha wengine na
kuwahakikishia kuwa DART ni Mfumo wa usafiri wa Umma ulio bora, wachukue hatua ya
kujiunga kwani itatatua matatizo ya usafirishaji jijini. Mstahiki Meya alimalizia hotuba yake
kwa kumkaribisha Mkuu wa Mkoa, Mh. Said M.Sadiki, na kumuomba awe Mwenyekiti wa
Mkutano.
Page 72
HOTUBA YA MKUU WA MKOA
Mkuu wa Mkoa wa Dar es Salaam, Mheshimiwa Said M.Sadiki alianza hotuba yake kwa
kutoa shukrani za kupewa heshima ya kufungua na kuwepo katika mkutano huo. Alishukuru
makundi mbali mbali kwa kuhudhuria wakiwemo waandishi wa habari hasa pale wanapotoa
elimu kwa umma kuhusu mradi huu. Katika hilo, Mheshimiwa Said M.Sadiki alizungumzia
pia changamoto wanayopata wakala wa Usafiri wa Haraka (DART) hasa wakandarasi
kutokana na wafanyabiashara wadogo wadogo (maarufu kama machinga) kuvamia maeneo ya
ujenzi wa miundo mbinu yakati ujenzi unaendelea. Aliwekea mkazo umuhimu wa mradi huu
kwa kusema,”ni kati ya miradi inayotekeleza dhamira ya ufanisi wa sasa iitwayo Matokeo
Makubwa Sasa” (Big Results Now)
Mh.Said Meck Sadiki Mkuu wa Mkoa wa Dar Es Salaam ambaye ndiye alikuwa Mwenyekiti wa
kikao akisoma hotuba kwa wamiliki wa Daladala na wadau wengine wa usafiri wa haraka.
Mkuu wa Mkoa akielezea changamoto zinazoonyesha uhitaji mkubwa wa
utekelezaji wa mradi huu,Ikiwa ni pamoja na ukuaji wa kasi wa jiji la Dar es
Salaam ambapo sensa ya hivi karibuni inaonyesha idadi ya wakazi wa jiji kufikia
takribani milioni 4.5. Pamoja na wingi wa wakazi, jiji la Dar es Salaam ni kitovu
kikuu cha biashara na uchumi wa nchi, Ili hali sasa miundo mbinu ya jiji
imeelemewa. Pia Mkuu wa Mkoa alisisitiza kuwa hatua zilizochokuliwa za
kuongeza barabara na treni (treni ya kubeba abiria jijini) bado hazijitoshelezi
kutatua matatizo ya huduma ya usafiri wa umma Dar es Salaam hasa pale walio
pembezoni mwa mji kuhitaji usafiri wa umma kuja mijini.
Hata hivyo alielezea umuhimu wa utekelezaji wa mpango wa DART ambao kwa
kiasi kikubwa utatatua tatizo la msongomano wa magari jijini. Vile vile kutokana
na usafiri wa mabasi yaendayo haraka kuwa wa uhakika na haraka, wengi walio
na magari binafsi watachagua kusafiri nayo kuokoa gharama za mafuta.
Ameelezea pia faida nyingine ya mradi huu kuwa vituo vya mabasi ya haraka
vitakuwa na maeneo maalum ya kuegeshea magari binafsi yatakayo kuwa na
ulinzi na hivyo kumpa mtu fursa ya kuchagua kutumia mabasi hata kama ana
gari binafsi.
Page 73
Mkuu wa Mkoa akielezea mafanikio ya mradi huu ikiwa ni pamoja na kikao cha
wadau wa Usafiri wa Umma ambacho ni muhimu katika kujumuisha wadau
wote. Alitambua mchango mkubwa wa daladala kwa miaka mingi ambapo
zimeweza kuvumilia mengi ikiwa ni pamoja na uduni wa miundo mbinu kama
barabara. Aliwasihi wadau wote kujadili kwa uwazi ili mawazo yao yalete tija ya
maendeleo na wajadili jinsi ya ushiriki wao na uendeshaji wa mradi huo. Pia,
alisisitiza kuwa serikali haina nia wala mpango wa kujiingiza katika umiliki wa
mradi bali watabaki kuwa wamiliki wa miundo mbinu tu.
Aliendelea kufafanua fursa za kibiashara zinazoletwa na mradi huu unaotarajia
mabasi makubwa takribani 145 na madogo 120 yatakayoanza ikiwa ni
utekelezaji wa awamu ya kwanza ya mradi. Vituo vya mabasi hayo vitakuwa na
maeneo maalum ya kuendeshea biashara.
Kwa upande wa wamiliki wa daladala zinazofanya bishara katika njia hizo,
aliwatoa wasiwasi kuwa watapangiwa njia nyingine zikiwemo zile za
pembezoni ambazo zitatumika kama njia mjazo (feeder roads) kuleta na
kuchukua abiria katika vituo vya mabasi ya mwendo kasi. Kuhusu miundo
mbinu kama barabara, kuna mkakati wa kujenga barabara za pembezoni kwa
kiwango cha lami na nyingine changarawe, kutegemeana na uwezo wa serikali.
Hatua zimeshaanza na zabuni zimeshatangazwa kwaajili ya ujenzi wa baadhi ya
hizi barabara.
Akimalizia hotuba yake, Mheshimiwa Mkuu wa Mkoa alisisitiza kuwa
“hakutegemea mpango huu upingwe bali majadiliano yalenge ushiriki utakao
jenga na kuhakikisha uendelevu”. Vile vile alitumia nafasi hiyo kuridhia kuwa
mwenyekiti wa kikao na kukipa baraka.
Awamu ya kwanza ya Kikao ilifikia tamati na kuruhusu muda wa mapumziko
na chai kabla ya kurejea awamu ya pili ya kikao.
MADA ZILIZOWASILISHWA KATIKA MKUTANO
3.1
MADA YA KWANZA
Mada ya Kwanza ilihusu Maelezo ya Mfumo wa DART na iliwasilishwa na Kaimu Mtendaji
Mkuu wa DART, Bi. Asteria Mlambo, ikigusia hasa mradi wa mabasi yaendayo haraka na
fursa za uwekezaji kwa wamiliki wa daladala.
Alianza kwa kuelezea nini maana ya DART ikiwa ni hatua ya serikali kutafuta suluhu ya
matatizo ya usafiri jijini Dar es Salaam baada ya kutathmini mifumo mingine. Alizidi kuelezea
kuwa gharama za uwekezaji wa mifumo ya ujazo ni kubwa na mfumo huu wa usafirishaji
ndio wenye unafuu zaidi.
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Kaimu Mtendaji Mkuu wa Wakala wa Usafiri wa Haraka (DART) Bi.Asteria Mlambo akiwasilisha
mada kwa wadau.
Uhitaji wa mfumo wa DART ni mkubwa kwani Jiji la Dar ni kubwa na linazidi kuongezeka
kwa kasi. Ongezeko la watu na magari linazidi kuleta msongamano na mwaka 2000 waliiona
hiyo changamoto hivyo kuanza kuitafutia ufumbuzi. Kwa kutumia takwimu zinazoonyesha
56% ya wakazi wa jiji la Dar es Salaam ni watembea kwa miguu na 41% hutumia usafiri wa
umma, Kaimu Mtendaji Mkuu alisisitiza uhitaji wa usafiri wa kuitosha asilimia 97%.
Wasiwasi umeonyeshwa na wamilki wa daladala kuwa takribani ajira 2000 zitapotea kwa ujio
wa mabasi ya hayaendayo haraka. Hata hivyo changamoto za usafiri hivi sasa, kama foleni,
bado ni tishio kwa ajira hizo kwani husababisha mapato hafifu. Ujio wa mradi wa DART
utatoa fursa za biashara nyingi na wamiliki wa daladala bado wana fursa za kuwekeza katika
mradi huu.
Kwa upande wa utekelezaji wa mradi huu, alisema utakuwa na hatua kuu nne ikianza na
kuwawezesha wadau wakuu kuuelewa, kufanya usanifu na kupata takwimu sahihi, kisha
ujenzi wa miundo mbinu, na kumalizia na hatua ya nne ya kutoa huduma zenye ufanisi. Kwa
sasa mradi DART uko katika hatua ya tatu ya ujenzi wa miundo mbinu.
Mtendaji Mkuu wa DART aliisoma Dira ya DART; “Kuwa na usafiri bora wa umma wenye
gharama nafuu unaotumia mabasi ya ujazo mkubwa yaendayo kwenye njia maalum
uzingatiao mazingira na kwenda kwa wakati.” Alifafanua gharama ni pamoja na gharama ya
muda ambayo kwa kiasi kikubwa itapungua kwa matumizi ya mabasi hayo ya mwendo kasi.
Alieleza umuhimu wa kuwaelewesha wananchi mchakato mzima wa ulipaji nauli na jinsi
watakavyofaidika na huduma ya mradi huu. Alieleza pia jinsi mradi unavyozingatia kusaidia
mazingira na hivyo kuwa na faida kwa jiji na wakazi wake.
Nauli ni tatizo kwani gharama zimepanda na inabidi kuwaelewesha watanzania umuhimu ya
gharama hizo na jinsi watakavyofaidika. Mfano uokozi wa muda, kusaidia mazingira.
Akihusisha dhima ya mradi wa DART, ambayo ni kutoa huduma bora na nafuu Jijini Dar es
Salaam na kuleta ukuaji wa uchumi endelevu kwa wananchi na kuwa kichocheo baina ya
sekta ya umma na sekta binafsi katika nyanja ya usafirishaji wa umma mijini; alisema mfumo
mpya utasaidia ushirikishwaji wa hali ya juu wa wadau wote wa usafirishaji nchini na hivyo
kutengeneza fursa zaidi za biashara.
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Wajumbe mbalimbali wa Mkutano wa Wamiliki wa Daladala wakifuatilia kwa makini mawasilisho ya mada
za mkutano.
Kaimu Mtendaji Mkuu alifafanua mpangilio wa awamu za mradi na kuelezea kwa kina
barabara na vituo vinavyojengwa, idadi ya mabasi makubwa na madogo yatakayotumia njia
hizo. Aliendelea kuelezea faida za mradi wa mabasi haya kwa kuonyesha unafuu kwa
watumiaji wa usafiri huu. “Usafiri huu utaweza kutumiwa na wenye ulemavu wa viungo bila
tatizo na hata sehemu za kuvukia barabara kulekea vituo vya mabasi zitawekewa alama
maalum ili kuwapa unafuu wavuka kwa miguu.” Mabasi madogo yatakuwa yanafanyakazi
katika njia mlisho (feeder roads). Zaidi ya hapo kutakuwa na maeneo ya kuegesha baiskeli na
pikipiki katika kila kituo cha mabasi.
Kaimu Mtendaji Mkuu aliendelea kuelezea vigezo vilivyotumika katika kuchagua barabara
zilizoingia katika awamu ya kwanza ya mradi huu. Waliangalia mahitaji ya usafiri, urahisi wa
kujenga na manufaa kwa mazingira.
Vile vile aliwataja wadau wakuu katika mradi huu na nafasi zao. Kwenye upande wa ujenzi
TANROADS na DART wanasimamia usanifu wa mradi, kusimamia manunuzi na uendeshaji
wa mradi na usimamizi wa huduma baada ya wawekezaji kupatikana. Wadau wengine ni
wawekezaji; na hapa Kaimu Mtendaji Mkuu alifafanua kuwa shughuli za DART kupitia
usimamizi wa TAMISEMI zinagharamiwa na Sekta binafsi. Aliwasihi washiriki wa mkutano
huu hasa wamiliki wa daladala kuwa wanahitaji nini kama wawekezaji wa sekta binafsi.
Kaimu Mtendaji Mkuu pia alielezea awamu zilizopitiwa katika utekelezaji wa awamu ya
kwanza ya mradi. Alitoa ufafanuzi katika umuhimu wa kuwa na mshauri katika maswala ya
uwekezaji hasa kutokana na wingi wa vipengele vilivyoko katika mchakato mzima wa
uwekezaji.
Kwa upande wa uendeshaji mradi huu alifafanua kuwa utaendeshwa na kampuni mbili
katika awamu ya kwanza katika njia 7. Watapewa jukumu la kununua mabasi makubwa na
madogo. Kampuni hizi zitaajiiriwa kwa mikataba ya miaka 12. Ndani ya miaka kumi naBaada
ya miaka 7-8 watakuwa wame break even na kutengeneza faida kwa miaka inayobaki.
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Aliwatoa wasi wasi wamiliki wa daladala kwa kuwaambia “kuwa japo mabasi yao ndiyo
yatakayo waendelee kuwepo kwa kuwekeza katika mfumo rasmi. Vile vile dala dala zao
zitapangiwa njia nyingine za kutoa huduma nje ya jiji”.
Fursa zilizopendekezwa kwa wamiliki wa daladala:
1. Kuunda na kusajili kampuni au kujiunga na kampuni ya ndani au nje ya nchi na
kuwasilisha zabuni. Wanatakiwa pia wawe na ujuzi wa uendeshaji kampuni kitaalamu zaidi.
2. Pia wanaweza kujiunga pamoja na kununua hisa katika kampuni zitakazo shinda zabuni.
Kaimu Mtendaji Mkuu alielezea faida za mradi wa DART na kuonyesha changamoto
mbalimbali zitakazo patiwa ufumbuzi kutokana na utekelezaji wa mradi huu. Kwanza mradi
utatoa huduma bora na za haraka zaidi. Na kwa upande wa wamiliki mfumo huu
utawasaidia kupunguza changamoto za kiutawala kwa sababu mradi huu utaendeshwa
kielektroniki na kiutaalam zaidi. Mradi huu ni rafiki zaidi kwa mazingira na hupendezesha
madhari na kulifanya jiji kuonekana safi.
Katika sehemu ya mwisho ya mada hii, alitoa mapendekezo ya nini kifuate baada ya mkutano
huo. Alipendekeza wamiliki wa daladala wateue wajumbe sita miongoni mwao
watakowawakilisha katika mikutano inayofuata. Hatua zinazofuata ni pamoja na mkutano
wa wawekezaji na kutangaza zabuni za makampuni yale mawili ya awamu ya kwanza
yatakayosimamia mradi wa mabasi hayo. Pia alisisitiza umuhimu wa kuzingatia muda kwani
hatua ya nne ya kutoa huduma inatakiwa kuanza mwaka 2015. Alimalizia kutoa mada hii
kwa kuwaambia wamiliki wa daladala kuwa “fursa za kuwekeza sio za wamiliki wa
daladala pekee bali wao wamepewa kipau mbele zaidi”.
MADA YA PILI
Mada ya pili ilihusu Mwelekeo wa SUMATRA kuhusu usafiri wa mijini na ilitolewa na
Bw.Leo Ngowi ambaye ni Meneja Leseni wa Mamlaka ya Udhibiti wa Usafiri wa Nchi Kavu
na Majini nchini (SUMATRAAlianza mada hiyo kwa kutakabali mada iliyotangulia. Jambo
hili liliridhiwa kwa makofi kutoka kwa kadamnasi iliyohudhuria mkutano. Vile vile alikubali
kuwa wao kama mamlaka wanahamasisha uanzishwaji wa Wakala wa usafiri wa mabasi
yaendayo haraka jijini Dar es Salaam.
Pia alielezea hali ya Usafiri jijini Dar es Salaam. SUMATRA wataanza utaratibu mpya wa
leseni za usafirishaji jijini Dar es Salaam kwa makampuni mnamo tarehe 1 Juni 2014. Hii
itakuwa ni takribani mwaka mmoja kabla ya mradi wa DART kuanza kutoa huduma. Ametoa
sababu kubwa ya mabadiliko haya ni kuongeza ufanisi wa utoaji huduma za usafirishaji na
kuwaandaa wamiliki wa daladala kwaajili ya mradi wa DART. Alifafanua kwa takwimu
kuwa kuna jumla ya njia 365, mabasi 6820 na wamiliki takribani 3700. Amesisitiza kuwa kama
mamlaka wanaona haja ya kuwa na kampuni za kutoa huduma kwa ufanisi zaidi.
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Bwana Leo Ngowi ambaye ni Meneja Leseni wa Mamlaka ya Udhibiti wa Usafiri wa Nchi Kavu na Majini nchini
(SUMATRA) akiwasilisha mada.
Alitaja changamoto zilizopo hizi sasa ni pamoja na miundo mbinu iliyopo kutokukidhi
mahitaji, vyombo vya usafiri kuwa duni na hata wengi wafanyakazi wa vyombo hivyo
kukosa weledi wa kazi ya usafirishaji. Vile vile kuna ongezeko la barabara na abiria jijini Dar
es Salaam na hivyo kuweka haja ya mfumo mpya wa usafirishaji.
Kwa sasa umiliki wa mabasi ya usafiri jijini Dar es Salaam ni wa mtu mmoja moja, wengine
wakiwa ndani ya vyama na wengine kutokuwepo. SUMATRA ililisisitiza umuhimu wa
wamiliki kuunda kampuni. Alielezea manufaa ya kuwa na kampuni katika uendeshaji
shughuli za usafirishaji. Manufaa hayo ni pamoja na kuwa na uwezo wa kudhibiti matumizi
mabaya ya magari, uwezo wa kutoa huduma bora zaidi kwa weledi na ufanisi, kuweza kuwa
na menejimenti ya kisasa na kitaalamu zaidi, kuweza kukopa kwa unafuu benki na taasisi
mbalimbali za fedha na pia kuwa na utaratibu wa unafuu wa bima za magari.
Alisema kuwa , “ifikapo tarehe 1/12/2013 mamlaka itasitisha utoaji leseni mpya kwa basi la
abiria la mmiliki mmoja mmoja na kuanza kusajili makampuni’. Mamlaka imeshauri kati ya
mwaka 2012 na 2013 wamiliki wa daladala jijini Dar es Salaam waunde makampuni ili
kuanzia terehe 1/10/2013 makampuni yaendeshe huduma za usafiri wa umma kwa njia
zilizopangwa.
Katika hali ya kutekeleza azma hiyo, mamlaka iliandaa mkutano uliojumuisha taasisi
mbalimbali za serikali, wamiliki wa daladala jijini Dar es Salaam pamoja na wawakilishi wa
mamlaka wa usafiri wa umma kutoka Kenya. Alifafanua kuwa Kenya tayari wanaendesha
shughuli za usafiri wa umma kwa kutumia mfumo wa makampuni na wanafanya vizuri sana
katika sekta ya usafirishaji.
Akizidi kuelezea hatua hiyo ya kuunda makampuni, alieleza kuwa katika hatua ya kusajili
kampuni, kampuni 7 zilichukua fomu ya kujiunga na 2 zilifanikiwa kujaza na kurudisha
ndani ya muda. Alieleza vigezo vilivyotumika katika kusajili kampuni hizo na kusema kuwa
kwa kiasi kikubwa zinashabihiana na vigezo vya DART.
Hata hivyo kwa kuwa makampuni hayo hayakukidhi vigezo, elimu inaendelea kutolewa na
zabuni itatangazwa tena kabla ya 15/11/2013. Alisema pia kuwa watafanya marekebisho
mengine kutokana na mapendekezo ya kikao hiki.
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MAJADILIANO
DARCOBOA
Majadiliano yalifunguliwa na Chama cha DARCOBOA kupitia Makamu Mwenyekiti wake
Mashaka Karume. Alisema chama hicho kiinaunga mkono mradi huu kwa asilimia mia moja.
Kwa kuwa wamekuwa wakishirikishwa tangu mwaka 2012 wangetumia fursa ya siku hiyo
kuwathibitishia wenzao umuhimu wa mradi huo. Tayari wamekuwa wakishiriki semina
mbali mbali za jinsi ya kujiunga kutengeneza makampuni.
Alisisitiza kuwa wana uwezo wa kutengeneza kampuni kama wamiliki kwa wingi wao na
kuweza kuchangisha hela ya kujiendesha. Aliwasihi wamiliki wenzake kufanya juhudi za
dhati ili kampuni zitakazopewa tenda ziwe ni za wamiliki wa daladala. Pia aliweka wazi kwa
viongozi wa seikali na DART kuwa hawatakubali kusikia watu wengine wanapewa nafasi ya
makampuni hayo mawili ya kutekeleza mradi wa DART.
Watahitaji kampuni hizo zimilikiwe na wa wamiliki wa daldala sasa na hawatakubaliana
kusikia kuwa wengine wanachukua umiliki kati ya makampuni mawili.
UWADAR
UWADAR iliwakilishwa na Mwenyekiti, ambae alikitambulisha chama kuwa kina
wanachama wasiopungua mia moja na hamsini (150), kinafuata vigezo vyote na pia
kinatambulika na SUMATRA.
Kama wanachama wa UWADAR, walileta mapendekezo yao kwa serikali na kwa wahusika
wa mfummo wa DART kama ifuatavyo:
Kwanza wanaipongeza serikali kwa kukubali na kuunga mkono mfumo wa DART
Mwenyekiti wa UWADAR Bwana William Massanja akitoa ufafanuzi wa jambo kwa waandishi wa habari
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Pili wanaomba kupewa ushirikishwaji katika semina mbali mbali zinazohusu wadau
mbalimbali ili waweze kuwa katika nafasi nzuri na kujua yanayoendelea.
Tatu, tunaomba elimu itolewe kwa wamiliki wa daladala ili waweze kujua mfumo huu wa
DART unavyofanya kazi
Nne, kama wanachama walitaka kujua hatima ya mabasi yao, na suala la kununua hisa katika
makampuni sio jambo lenye mafanikio maana kumeshakuwa na makampuni mengi nchini
yamekuwa yakileta hisa ila hapakuwa na mafanikio.
Tano, masharti yaliyowekwa
wanashindwa kuyamudu.
na
SUMATRA
yapunguzwe
kwakuwa
wanachama
Sita, wanachama wanaomba uwezekano wa serikali kuwafikiria na kuwapa msamaha wa
kodi
Saba, wanachama wanaiomba mamlaka ya serikali iboreshe barabara zilizopo pembezoni
mwa jiji, ikishindikana kutengeneza barabara basi seriakli inunue magari yote ya wamiliki wa
daladala ili wao wafanye nayo kazi kulingana na jinsi watakavyo.hili pia likishindikana basi
mfumo wa DART uendelee kwenye zile barabara tu zilizojengwa kwa ajili ya mfumo huo ili
mabasi ya zamani yaendelee na kazi zake katika barabara wanazopita kila siku,hii ni
kuwawezesha wamiliki pamoja na madereva na familia zao kwa ujumla ili kujikimu
kimaisha.
Nane, wana UWADAR wapo latika mchakato wa kutengeza kampuni iitwayo UWADAR
TRANSPORT COMPANY LTD na pia wanawakaribisha viongozi ili waweze kuwatembelea
UWADAR na wao waweze kupata kujulikana na kulita tija kwa wamiliki wa daladala.
Mwenyekiti wa UWADAR alitoa mbiu kwa wamiliki wa daladala kuwa Umoja ni Nguvu na
Utengani ni Udhaifu ivyo wao kuungana kutaleta mafanikio makubwa na wataweza
kuchukua fursa zozote zitakazojitokeza.
Kikao kupitia mwenyekiti wake ambae pia ni Mkuu wa Mkoa wa Dar es salaam, aliruhusu
pia wale wamiliki wa daladala ambao pia sio wanachama wa UWADAR au DARCOBOA nao
pia kutoa mawazo yao ili yaweze kusikika juu ya mpango huu wa mabasi yaendayo kasi yani
DART. Mwenyekiti alifikia uamuzi wa kuwapa nafasi kundi hili kwakuwa ndio kundi pekee
linaloonekana kuwa kubwa, maana kwa takwimu za SUMATRA, wamiliki wa daladala
wanafikia idadi ya takribani 3,700, na vyama vya DARCOBOA kina wanachama
wasiopungua 600 na UWADAR wana wanachama wasiopungua 150, ivyo idadi kubwa ya
wamiliki inabakia bila kuwa na chama. Wamiliki hao walitoa mawazo yao kama
inaavyoanishwa hapa chini:
WAMILIKI WASIOKUWA NA UANACHAMA KATIKA VYAMA VYA UWADAR NA
DARCOBOA
Mchangiaji wa kwanza aliipongeza serikali kwa kuamua kukubali mfumo huu wa DART, na
pia akajaribu kutoa sababu ya kwa nini hayupo katika vyama vya wamiliki, alieleza kuwa kila
anapoenda SUMATRA huwa anajua kuwa ni mwanachama wa vyama ivi, ila hajui ni chama
kipi yupo kwa sasa.
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Mchangiaji mwingine alitoa mawazo yake kuwa anapenda kuungana na wenzake wa
DARCOBOA na serikali kwa ujumla katika kuukubali mfumo huu wa DART ila kama kuna
ufunguaji wa makampuni SUMATRA ndio wawe wahusika wakuu katika kutengeneza
makampuni na sio vyama vya DACOBOA au UWADAR maana wamiliki wote
wanatambulika na SUMATRA.
Mchangiaji aliyefuata, alianza kwa kushukuru sana serikali kwa kuridhia na mfumo huu wa
DART. Pia akagusia kuwa wamiliki wamekuwa wachache katika kikao hicho cha tarehe
19/09/2013 maana wengi wao sio wafatiliaji wa vyombo vya habari. Alieleza kuwa yeye ni
mmiliki binafsi na hayupo kwenye chama chochote vilivyopo, maana hakuwai kuwa na
taarifa kamili. Akaendelea kusema kuwa Ukusanyaji wa mapato utakuwa mrahisi kama
wamiliki wote wakiungana na kuunda makampuni. Ila akaongezea kuwa elimu kubwa sana
inatakiwa itolewe kwa wamiliki wa mabasi maana wanatakiwa kuelewa kinachoendelea.
Baada ya wamiliki wa daladala wasio na vyama kutoa mawazo yao, mwenyekiti akaruhusu
mjadala uanze na wahudhuriaji wote ambao ni wamiliki wa daladala wakaanza kutoa
mawazo juu ya mfumo huu wa mabasi yaendayo kasi yani DART.
MAJADILIANO
Mjumbe mmoja alitoa pongezi juu ya ujenzi na uendeshwaji wa mfumo huu wa DART, pia
akagusia namna ambavyo wamiliki wamekuwa wakiitwa katika mikutano mingi ila idadi
haijawai kuongezeka, takwimu zinaonesha kwa ujumla wapo wamiliki zaidi ya 3000 ila vikao
wanakosa ushiriki. Mjumbe anatoa ombia kwa SUMATRA , kuwa wajaribu kubuni mbinu
ambayo itawawezesha wamiliki waweze kufika na kujua wako wapi . Na wale waliofanikiwa
kuhudhuria mkutano huu watoe taarifa kwa wenzao. Kwakuwa malalamiko ya wamiliki ni
mengi alitoa rai kuwa wajitaidi kujitokeza kwenye vikao ili waweze kujadili malengo na
muelekeo wa wamiliki kwa ujumla.
Mwenyekiti wa majadiliano alitoa mchango wake baada ya mjumbe wa aliyetajwa hapo juu,
kuwa wamiliki wa daladala wanatakiwa kujitokeze kutoa mawazo yao katika vikao, pia kama
wamiliki hao ni wafanyakazi wa serikali basi wawatume hata wawakilishi wao.
Kutokuonekana katika vikao kunakwamisha wajumbe kufikia muafaka, maana katika
wamiliki 3000, mahudhurio yakiwa watu 50 sio jambo la busara. Na hii itasababisha
malalamiko yasiyo ya lazima kuwa serikali imekuwa ikiwapa watu wake fursa na wengine
kuachwa jambo ambalo sio kweli. Ikumbukwe kuwa DART inatumia (dola bilioni mia moja
kwa ajili ya awamu ya kwanza) na hizi ni pesa nyingi hivyo wamiliki wasiisukume serikali
kutafuta watu wengine kuchukua fursa hii bali wamiliki wenyewe wa daladala ndio wawe
mstari wa mbele na kuchukua fursa hizi
Mwenyekiti pia akatoa rai kuwa ni vyema katika kikao hiki kilichofanyika tarehe 19/09/2013
kikafanikiwa kuchagua wawakilishi ambao watakuwa karibu na viongozi wa DART pamoja
na serikali ambapo utaratibu unaweza kufanyika pia wakaweza kukutanishwa na taasisi za
fedha ili waweze kuona uwezekano wa kupewa mikopo maana taasisi hizi hutoa fursa kwa
watu ambao wanajutambua na wana uongozi unaoeleweka.
Mjumbe mwingine aliukubali mradi wa DART na kukiri kuwa umekuja wakati muafaka
maana kipindi cha nyuma wamiliki wamekuwa wakijitaidi sana kupigana na mazingira
Page 81
magumu. Hivyo alitoa rai kwa wamiliki wa daladala na kuwaomba kuwa wasibaki nyuma,
akawataka pia na vyama vyote vya wamiliki viungane ili wafanikishe lengo la kuzichukua
fursa zilizotangazwa. Ametoa rai kwa wamiliki kuwa wasisubiri waje wengine wakati wao
kama wamiliki wapo tayari kuchukua fursa na pia katika kupata hisa mapema.
Pia mjumbe aliuliza ili kupata uelewa maana wakati mwakilishi wa SUMATRA awasilisha
mada alitoa vigezo kuwa kampuni itakayojitokeza kuomba nafasi katika usafirishaji iwe na
karakana ya kutengenezea magari na wakati huo huo mfumo wa DART umegusia kuwa
katika miundo mbinu yao watatengeneza pia karakana ivyo hii imeleta kama mkanganyiko
katika maelezo.
Na mwisho mjumbe alipenda kujua kama mradi wa DART unafadhiliwa na World Bank, je
ni kwa nini tena wawekezaji ambao ndio wamiliki wa daladala wanatakiwa pia kuwa na
fedha?
Mwakilishi wa SUMATRA, Alijibu hoja iliyotolewa na mjumbe kuwa, pamoja na kwamba
katika vigezo vya kutoa vibali, kampuni ya usafirishaji inatakiwa kuwa na karakana,
ikumbukwe kuwa mwenye kampuni pia anaweza pia kutoa au kuonesha mkataba alioingia
na mtu mwenye karakana kuwa magari yake yaliyo chini ya kampuni yatakuwa
yakitengenezewa hapo.
Kaimu Mtendaji Mkuu, alitoa ufafanuzi kuwa, benki ya dunia inatoa fedha za mradi
kufanikisha mfumo huu wa DART ila wawekezaji wanahitajika ili waweze kumiliki mabasi
haya kwa nia ya kupunguza tatizo la usafiri wa umma katika jiji la Dar es salaam.
Mjumbe mwingine alipongeza serikali kwa kuleta maendeleo na kuruhusu Mradi wa DART
kuendelea. Pia aliwakumbusha wamiliki wengine kuwa yale maeneo yasikuwa na mradi huu
bado kuna fursa, hivyo wamiliki wachukue hatua ili kushiriki. Pia akiwa kama mwanachama
wa UWADAR alitoa nia kuwa wao kama wanachama wapo tayari kukusanya barabara zote
ambazo hazina usafiri ili walete orodha hiyo kwa SUMATRA nah ii itasaidia wamiliki
kupewa njia nyingine ambazo hazitapitiwa na mradi huu wa DART.
Mwisho aliiomba serikali iyafanyie kazi maombi mbali mbali yaliyotolewa na wajumbe hasa
ujenzi wa barabara zilizopo pembezoni ili wamiliki waweze kupata njia zingine na waweze
kujikimu kimaisha pamoja na familia zao.
Mjumbe mwingine alianza kwa kuomba ufafanuzi juu ya nafasi ya DART na SUMATRA
maana kwa mtazamo aliouona ni kuwa vyombo vyote viwili vinafanya kazi ya udhibiti na hii
inaleta dhana ya kuwa na wadhibiti wawili.
Pili mjumbe aliomba ufafanuzi kwa SUMATRA, kwakuwa mwisho wa mwezi wa tisa mwaka
2013 ndo mwisho wa usajili wa makampuni ya usafirishaji na DART wametoa tamko kuwa
makampuni mawili tu ndio yanahitajika kwa sasa na kama mpango wa SUMATRA ukifuatwa
utapelekea makampuni 3700 kwa maana ya kila mmiliki kuwa na kampuni yake.
Kaimu Mtendaji Mkuu alitoa ufafanuzi juu ya nafasi ya DART na SUMATRA katika suala la
udhibiti. Alieleza kuwa, SUMATRA nafasi yao haiwezi kubadilika, itabaki kuwa wadhibiti na
DART pia ipo chini ya SUMATRA, ila DART itakuwa wasimamizi wa makampuni
yatakayopewa zabuni za kuendesha suala la usafiri wa mabasi yaendayo haraka maana
Page 82
wanafanya kazi chini ya mradi hivyo wakuu wa mradi watakuwa wakiwasimamia kwa
karibu na juu ya wote ni SUMATRA. Pia mradi huu wa DART upo tu Dar es salaam na
SUMATRA inafanya kazi nchi nzima, na kazi yao ni kusimamia vyombo vyote vya usafiri wa
nchi kavu na majini.
Mwakilishi kutoka SUMATRA ndugu Leo Ngowi akatoa ufafanuzi kuwa, lengo la
SUMATRA kuhamasisha wamiliki kufungua makampuni ya usafirishaji ni moja ya njia ya
kuwafanya wawe pamoja na waweze pia kuwa tayari kuingia katika mfumo wa DART bila
wasiwasi maana mfumo huu unahitaji watu kuungana na hili ndio wazo la SUMATRA pia,
kuwaweka wamiliki pamoja ili wafanye kazi kwa umoja wao. Na hii haina maana kuwa
wanataka kila mmiliki awe na kampuni yake kwakiwa hata vigezo vilivyowekwa vinahitaji
wamiliki kuungana.
Mjumbe mmoja alitoa ombi kwa wamiliki wa daladala kuwa wakiungana wataweza kupata
fursa ya kuyamiliki makampuni ya usfirishaji hapa jijini. Pia aliongezea kuwa kama haya
mabasi waliyokuwa wakiyamiliki yakapewa njia zingine, kuna imani kuwa usafiri utakuwa
bora zaidi, hivyo mfumo huu wa DART una manufaa makubwa kwa umma wa wakaazi wa
Jijini.
Mjumbe alionesha wasiwasi wake katika suala la ubinafsishaji wa mashirika ya umma , na
kuongeza kuwa mashirika mengi yaliyobinafsishwa yalianguka, hivyo alitoa ombi kuwa
badala ya daladala za zamani kutolewa kabisa bora yafanyike majaribio, kuwe na soko la
ushindani kati ya DART na daladala za zamani ili kuhakikisha kuwa mfumo huu wa DART
unaendelea.
Katika kumalizia hoja zake, mjumbe aliomba kutoa wazo kuwa, katika mikutano
inayowahusisha wamiliki wa vyombo vya usafiri, ni vyema wakaalikwa watu wa
makampuni ya BIMA, ili waje kutoa maelekezo juu ya jinsi kazi zao zinavyofanyika na
wamiliki wawe na Uelewa wa kujua BIMA ipi inayofaaa na hatimaye waweze kufanya
maamuzi yaliyo sahihi.
Mwenyekiti wa majadiliano, aliwaeleza wajumbe kuwa, watanzania lazima wakubali
mabadiliko na pia iondolewe dhana kuwa daladala zinasitishwa kufanya kazi, kwakuwa
mchango uliofanywa na wamiliki ni mkubwa sana.
Page 83
Kushoto Mkuu wa Mkoa wa Dar Es Salaam Mh. Said M.Sadiki akiwa na Mstahiki Meya wa Jiji Mh.Dr.Didas
J.Massaburi wakati wa mapumziko
Ikumbukwe kuwa sehemu zitakapoondoka ni maeneo yale tu ambayo mradi unapita na hao
watakaoathirika watapewa njia nyingine ambazo zipo pembezoni mwa jiji hapa hapa Dar es
salaam kuendelea kutoa huduma. Barabara hizo za pete zipo katika mpango wa
matengenezo, mfano barabara kutoka Banana kupitia Kinyerezi mpaka Mbezi Louis na
maeneo ya Kinyerezi mpaka Pugu, kupitia msitu wa Mabwepande , na maeneo mengine.
Daladala zitaendelea kutoa huduma katika maeneo hayo.
Kuhusu barabara za pembezoni, mjumbe anaiomba serikali ijaribu kutafuta makandarasi
wanaofanya kazi kwa upesi, ili gari zao zipate kuingia katika njia hizo waweze kujikimu
kimaisha. Pia alionesha wasiwasi kuwa kuna watu wanamiliki usafiri wa magari mfumo wa
Hiace maarufu kama ‘NOAH’ ambao tayari wameshashika zile njia ivyo mmiliki wa daladala
bado atakuwa matatani. Mjumbe aliomba SUMATRA itoe utaratibu maana jambo ili
litawakwamisha kufanya kazi.
Mwenyekiti alikazia juu ya suala hilo na kuongezea kuwa wamiliki wa daladala wanatakiwa
wapate kikao kingine ambacho kitawapa fursa ya kukutanishwa na wataalamu wa mambo ya
hisa ili waweze kujua shughuli nzima zitakavyoendeshwa pindi yatakapoundwa makampuni
mawili yatakayohusika na usafirishaji wa kutumia mabasi ya mwendo kasi. Na pia
akamkaribisha mwakilishi wa SUMATRA, ili kutoa ufafanuzi juu ya leseni za ‘NOAH’,
ambapo aliweka wazi suala hili na kusema kuwa, hakuna mtu yeyote katika jiji la Dar es
salaam mwenye leseni ya kusafirisha abiria kwa kutumia magari aina ya ‘NOAH’. Hivyo
aliwatoa wasiwasi wamiliki wa mabasi na pia akatoa ombi kwa wamiliki wote wafanye kazi
kwa pamoja katika kuwafichua watu wanaofanya biashara ya kusafirisha abiria kwakutumia
magari hayo. Aidha aliweka bayana kuwa magari hayo yana leseni tu mikoani katika maeneo
yenye tabu za usafiri.
Mwenyekiti alipata nafasi ya kumkaribisha mjumbe mmoja wapo katika wahudhuriaji ,
ambaye ni Mkurugenzi Mtendaji wa moja ya makampuni yanayoshughulikia masoko ya
hisa ili aweze kutoa elimu kidogo na maoni yake juu ya suala la ununuzi wa hisa kwa
wamiliki wa daladala.
Alianza kwa kutoa mrejesho juu ya gharama za mradi wa DART katika awamu ya kwanza
kuwa mradi unakisiwa kugharimu dola milioni mia moja (100,000,000$), na fursa hii serikiali
pamoja na DART inawapa wamiliki wa mabasi wa sasa. Akawaomba wote wakubali kuwa
inawezekana na kila maendeleo yana changamoto zake, Hivyo unahitajika muda wa kujadili
namna ya kuzikabili kwa kuzigeuza kuwa fursa. Soko la mitaji lina nafasi kwa watu wote na
sio makampuni makubwa tu. Masharti pia yamelegezwa, vigezo vimeelekezwa katika suala
la utawala bora na ufatiliaji wa sheria. Na hivi sio vigezo vikubwa, hivyo ni vyema wamiliki
kuunda vyombo vyao, yaani makampuni ili kuweza kuwa katika nafasi nzuri. Pia aliongeza
kuwa kuhusu suala la kutoa elimu, yupo tayari kuwasaidia wamiliki kupata elimu juu ya
makampuni na masuala ya hisa.
Mwisho alitoa rai kwa wamiliki kuwa,” benki au taasisi za fedha hazipo kutoa mitaji ila
zipo kutoa pesa ambazo zitaiborasha biashara uliyonayo, hivyo mtaji unatakiwa utoke kwa
mtu binafsi”.
Page 84
Baada ya maelezo hayo kutoka kwa mtaalamu, mwenyekiti aliomba ufafanuzi juu ya
upatikanaji wa hisa, kuwa kampuni inatakiwa iwe na mahesabu ya miaka mitatu, ila hapa
wamiliki wanataka kuweka kampuni mpya ambayo bado haijaanza kazi kwa muda wowote,
je nafasi ya wamiliki ni ipi?
Mtoa mada alitoa maelezo kuwa tangu mwaka 1997, hicho kilikuwa kigezo,ila hilo sharti
limelegezwa na sasa sio lazima uwe umetengeza faida au kuanza shughuli ndio uruhusiwe
kuingia katika masuala ya hisa ila ni lazima uwasilishe mchanganuo unaoonyesha makisio na
makadirio ya mipango ya mbeleni isiyopungua miaka mitano ili kuwaridhisha wanahisa
kuwa utaanza kupata faida baada ya mwaka au miaka miwili. Na utawala bora unazingatiwa
sana, na kwa maana hii, mkutano mkuu ndio mahala pekee wanahisa wanaweza kujua
muelekeo wa makampuni. Hii ndio sababu kubwa ya kuegemea katika kigezo cha utawala
bora.
Baada ya maelezo kutoka kwa mtaalamu wa hisa,kutoka TIB (Tanzania Investment
Bank)alitoa ushauri kwa wamiliki wa daladala, kuwa wanaweza kufika TIB ili kupata ushauri
na msaada na wana utayari wa kuwatengenezea mchanganuo ili kupata mapendekezo na
kampuni zitakazoanzishwa ziweze kukaa kibiashara. Juu ya maelezo haya mafupi kutoka
kwa mwakilishi wa TIB, mwenyekiti aliongezea kuwa TIB ni benki iliyoanzishwa na serikali
na riba zao ni nafuu kuliko mabenk mengine yanayotoka nje ya nchi.
Meya wa jiji la Dar es salaam, aliuliza swali kwa mwakilishi wa SUMATRA kuwa utafiti wa
DART unasema kuwa basi moja litaondoa daladala 10 barabarani je nini hatma ya watu
hawa?
Mwakilishi wa SUMATRA alimjibu Mstahiki Meya wa Jiji la Dar es salaam kuwa SUMATRA
ilianzisha mkakati wa kuhamasisha wamiliki kujiunga na kufungua makampuni na
kuwawekea vigezo vinavyoendana na vile vya DART ili iwe rahisi kwa hawa wamiliki kukua
kibiashara na kuja kuwa pia wamiliki wa vyombo vya usafirishaji hata katika mfumo huu wa
DART, hii ni kwa kuwa wao ni wazoefu na wanajua jinsi mifumo ya usafirishaji inavyofanya
kazi hivyo inaweza kuwa rahisi kwao kujiendeleza.
MAPENDEKEZO NA MAKUBALIANO
Vikao vijavyo viwe na matangazo zaidi ili wamiliki waweze kufahamu na kuhudhuria.
Wamiliki wa daladala wajitokeze na kuona umuhimu wa kuhudhuria vikao vya wadau wa
usafirishaji kwakuwa wao wana nafasi kubwa na muhimu katika kuchukua fursa zinazoletwa
na maendeleo.
Serikali ijitaidi kutengeza barabara za pembezoni ili wamiliki waweze kupatiwa njia mpya
maeneo ambayo hayajapitiwa na mradi ili waweze kujikimu kimaisha.
Elimu zaidi itolewe kwa wamiliki wa daladala ili waweze kujitokeza na kuchukua fursa hizi
nyingi zinazoletwa na mfumo wa DART.
Wamiliki wa daladala wajiunge na kuunda makampuni ili waweze kuingia kwa pamoja
katika kuchukua fursa zinazoletwa na mfumo huu wa DART.
Nini kifanyike?
Page 85
Kaimu Mtendaji Mkuu DART alionyesha nia ya kuwasaidia wamiliki wa daladala ambao
wameona fursa zilizopo na wapo tayari kupeleka maamuzi mbele ili kufanikisha mfumo huu
wa DART kuanza kazi kiufanisi. Hivyo ameipokea timu yenye wajumbe 6 iliyoundwa katika
kikao cha tarehe 19/09/2013, ambapo katika wajumbe hao wawili ni wawakilishi kutoka
DARCOBOA, wawili ni wawakilishi kutoka UWADAR na wawili ni wawakilishi kutoka
katika kundi la wamiliki wasio na uanachama katika vyama hivyo viwili.
Kaimu Mtendaji Mkuu pia ameomba mikakati hii ya kukutana na wadau ifanyike haraka
kwakuwa muda nao umekwisha na mradi huu unatarajiwa kuanza mwezi Julai mwaka 2014,
hivyo wawakilishi waliopatikana watakuwa karibu na watendaji wa DART ili kuhakikisha
kuwa mchakato unaenda kwa haraka na maamuzi yanafikiwa kwa urahisi na kwa uwakilishi
wa watu wote.
Alitoa rai pia kwa wamiliki kupitia vyama vyao au makundi yao kuiomba ofisi ya Mtendaji
Mkuu wa DART, kutoa elimu kwa watu wanaotaka kupata elimu hiyo ili waweze kuitoa kwa
watu wanaostahili kuliko kuitisha mikutano mikubwa na kukosa wahudhuriaji ambao ni
walengwa, hivyo mlango umeachwa wazi kwa watakao taka kupata elimu kutuma maombi.
Kufikia tamati ya mkutano washiriki walichagua wawakilishi sita (6) watakaoendelea
kuhudhuria mikutano na majadiliano kwa niaba ya wamiliki wengine wa daladala katika siku
za usoni. Waliochaguliwa walitoka DARCOBOA, UWADAR na wamiliki wasio na
uanachama katika chama chochote cha wamiliki wa vyombo vya usafiri. Katika kundi hilo la
mwisho, walikutana baada ya kikao na kufanya uchaguzi huru wa wawakilishi. Wawakilishi
walichaguliwa kama ifuatavyo:
DARCOBOA: Theresia Kitambi na Sabri Mabrouk
UWADAR: William Masanja na Gharib Mohamed
Wamiliki Wengine: Gwamaka Nsekela na Ruth Majura
HITIMISHO
Wadau na wamiliki wa usafiri wa umma waliona na kutambua umuhimu wa mradi huu hasa
kwa jiji linalokuwa kwa kasi na kuonyesha uhitaji mkubwa wa usafiri wa umma wenye
ufanisi wa hali ya juu. Kupanuka kwa jiji kunaleta fursa nyingi hasa za kiuchumi lakini pia
huja na changamoto zake; moja ya changamoto ni hii ya usafiri ndani ya jiji.
Kwa kusema hayo, waligundua kuwa washiriki wa mkutano huu ambao wengi ni wamiliki
wa daladala wametambua umuhimu wa mradi huu. Hata hivyo kwa kuwa ni kitu kigeni
hapa Tanzania bado kuna hali ya shaka na wasiwasi kuhusu mafanikio ya mradi na nafasi
yao katika mradi. Kutokana mtazamo wa ushiriki wa wamiliki wa daladala katika mkutano
huu wadau walitoa maoni yafuatayo:
Ni muhimu kuyachukulia hatua maoni yaliyotolewa na wadau katika mkutano huu. Kwa
kufanya hivyo watapata imani na ushirikishwaji wao katika mradi huu.
Wanaunga mkono ushauri wa elimu kutolewa zaidi. Japo mikutano ni muhimu lakini njia
nyingine zinahitajika kwa kutoa elimu. DART itafute namna ya kuwafuata wamiliki wa
daladala katika maeneo yao ya mikutano hasa katika vyama vyao. Elimu pia itolewe kwa
Page 86
waendesha daladala na wapiga debe kwani wao pia ni wadau muhimu katika sekta ya usafiri
wa umma. Ni vyema wakielezwa wazi jinsi gani mradi huu utabadilisha namna ya uendeshaji
shughuli za usafiri wa umma na jinsi utakavyowaathiri. Waelimishwe kuhusu fursa zilizoko
kwaajili yao na jinsi watakavyoweza kushiriki katika fursa hizo.
Wameridhia umuhimu wa kuanzishwa makampuni badala ya kuwa na mmiliki mmoja
mmoja wa usafiri wa umma. Hili litaimarisha uwajibikaji na kuongeza ufanisi. Vile vile
tunashauri mabadiliko haya yawashirikishe wadau, hasa wamiliki wa daladala, na
kuwaelewesha ipasavyo namna na umuhimu wa kuanzisha makampuni. Ni vizuri ikiwa
maoni yao na hata changamoto watakazo ziibua kutokana na uzoefu wao zikapewa uzito
wake na kujumusihwa katika mchakato.
Kwa kuwa sekta ya uwekezaji na biashara kwa hisa bado ni changa nchini, tunashauri elimu
zaidi itolewe kwa wamiliki wa daladala. Pia ni vyema serikali na wadau wengine wakiwapa
mwanga kampuni za wamiliki wa daladala namna bora ya kupata vyanzo mitaji hasa
ukizingatia mtaji unaohitajika kuwekeza kwenye mradi huu na hali halisi ya kiuchumi ya
wamiliki wengi wa daladala.
Kikao kiliahirishwa saa 9:37 alasiri ambapo Mwenyekiti ambaye pia alikuwa Mgeni Rasmi wa
Kikao hicho alirudisha wajibu wakukifunga kwa Mstahiki Meya wa Jiji la Dar es Salaam.
Kikao kijacho kilitarajiwa kiwe Jumatatu ya tarehe 23/Septemba/2013 ambapo wawakilishi 6
waliochaguliwa wangekutana na DART, SUMATRA na wadau wengine wausafirishaji kwa
majadiliano zaidi.
Page 87
ANNEX 1B
List of Participants for the Consultative Meeting between Daladala
Operators and The Government– Held On 19th Sept, 2013
Page 88
ANNEX 1B
WALIOHUDHURIA MKUTANO WA WAMILIKI WA DALADALA KATIKA KITUO
CHA MIKUTANO CHA MWALIMU JK NYERERE TAREHE 19 NOV.2013
S/N
Jina Kamili
TAASISI
KALOBE
TRADERS
NTWEVE
1.
Gwamka Nsekela
2.
Caren Kitomari
3.
J.Massawe
BINAFSI
0755631327
4.
5.
Hassan Suleman
Robert M. Semsella
BINAFSI
MOKIWA
0715913050
0788758528
6.
7.
8.
9.
10.
11.
12.
13.
14.
Omari H. Kitimai
Mustafa m. Nguru
Rositia J. Konga
Antony M. Mshandete
Salim M. Ramadwa
Uelele John
Omary Ally Mauga
Maria Sandube
Issa Athumani
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
KAKURI
BINAFSI
BINAFSI
BINAFSI
0784715072
15.
16.
17.
18.
19.
Kisungu Juma Hassan
Shipwayaca A. Ica
Servuly H. Tarimo
Amiri M. Kimaro
Lucas Mashauri
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
20.
21.
22.
23.
24.
25.
26.
Mohol Haji
Mashaka Kamwe
Loilangkiaki Noah
Athumani K. Manda
Hemed H. Kiumba
Wiludu Masanja
Kilian K. Chale
27.
Saada Nao Mandlwa
BINAFSI
DARCOBOA
DAR
DAR
DAR
DA/UWADAR
MAHOLANDUMB
I INTERPRISE
Mioindzaza Mkuini
28.
Kilian K. Chale
29.
30.
31.
32.
33.
0754496757
0719052887
0784362727
0715328116
0714011264
0768021463
0754385418
0715580978
0713280026
0715815514
0715269310
0784/0767/
306336
0712127200
1713314090
0715335249
0782607868
0754288672
07542789989
0764029923
0713236841
0715787888
Winnpamgr F. Mfinanga
Gharib Salim Muhamed
Saidi M Sollo
Abdulkadir F. Mbarak
Theodemiri Kimaro
MAHOLANDUMB
I INTERPRISE
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
34.
35.
Grace Adole Mkude
Zubery Ramadhani
BINAFSI
BINAFSI
0754313511
0719756125
36.
Mashimba Yusuph
BINAFSI
0715989566
37.
Ibrahim J. Mkweso
BINAFSI
0754308195
Page 89
Na ya Simu
0715891821
0713408686
0714957288
0655489565
0715700667
Email and
Telephone
nsekelag@gmail.
com
Mtweve12@gmai
l.com
jmassawe@yaho
o.co.uk
Robert.semsemsell
[email protected]
Issachachalika@yah
oo.com
mashaurilucas@yah
oo.com
[email protected]
[email protected]
om
[email protected]
[email protected]
om
Zuberifaauzus@yah
oo.com
[email protected]
om
S/N
Jina Kamili
TAASISI
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
Mutuka Ally Mwangu
Denis A. Kichambati
Prisca E. Kakwaya
SMD M. Hamisi
Kitambi Therese
Mashauri Lamwai
Living Kiria
Bashir Khaki
Mahamou Kabora Kabwl
Kibwana M. Ndege
Abdillatie O. Haji
William Matheo
Ruth Michael Majura
Raymond Francis
Helena Kasmiri
Ali N. Sleman
Kailesh P. Davda
Yachungwa A. Msemo
All Mmanya
Lwembo J. Ngaiwa
Gerald W. Kisanga
Fabian F. Lyimo
Charles P. Kifoi
Robert Msigwa
Selemani Kh. Kimowe
Checkiline G. Teete
Khamis Nassor
Khabibu M. Shabani
Safian Said
Josepa Damas
Juma Athumani
Jamada abibu
Hashim Mushi
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
MBOKOMU
BINAFSI
BINAFSI
BINAFSI
UWADAR
BINAFSI
BINAFSI
Mtu BINAFSI
UWADAR
UWADAR
BINAFSI
BINAFSI
BINAFSI
0712637107
0715809692
0714017070
0715314235
0754377354
0714334733
0658269893
0784262903
0754781601
0717148401
0713277603
0784390251
0715482701
0715482825
0754317850
0655797938
0715787070
0718164480
0717180039
0712152472
0713608484
0715310916
0755517132
0767872362
0655012933
0754274948
0713216918
0712432143
0715525756
0755717911
0754297857
0767295339
0716250931
71.
72.
73.
74.
75.
76.
77.
Muna Bhai
Mohd Kassim
Kassim Mwinlimvua
Rodina Danson Imsemu
Agustino Materi
Emmanuel T. Ngello
Abdallah S. Kipara
MTU BINAFSI
UWADAR
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
0717977000
0776121255
0756405858
0787249232
0713415048
0754921665
0766642775
78.
`Lisbanda K. Salum
BINAFSI
0782927497
79.
80.
81.
82.
83.
84.
85.
86.
87.
Said A. Shah
Ally M. Omary
Soud C. Tweve
Dr. Beny Lugenga
Lameck J. Mmbaga
Merina J. Konga
Mussa S. Msangi
Pemen W. Ulomi
Abdalamid Sadi
Kangaulay
BINAFSI
BINAFSI
G.M. 2007 (T) LTD
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
BINAFSI
0655394187
0713462045
0754644489
0784385629
0754827838
0715019488
0784369142
0754657422
07365080 ?
Page 90
Na ya Simu
Email and
Telephone
Box 65454, DSM
Box 9203, DSM
Box 60865, DSM
Box 5621, DSM
Box 34771,DSM
Box 5829, DSM
Box 4234, DSM
Box 19954, DSM
[email protected]
/
[email protected]
m
S/N
Jina Kamili
88.
89.
90.
91.
92.
93.
94.
95.
96.
97.
Raphael Mathew
Shenyagwa
Makata Abdalah
Edward Gaspary
Juma N. Mbiku
Maryam A.S.
Salum Issa
Andrew Simwanga
Sakina Ramadhani
Asha Mohamed
Ibrahim Killapo
98.
Myuinga Jephet
TAASISI
Na ya Simu
UWADAR
0713628572
BINAFSI
BINAFSI
UWADAR
UWADAR
UWADAR
UWADAR
UWADAR
BINAFSI
MANJO
NETUOME
AZIZI S KARIM
COMPANY
MAJURA & D
BINAFSI
BINAFSI
0715597441
0713311967
0656736383
0713660152
0713416431
0715725772
0784712660
0718644222
0713119798
0717088838
0715980880
0713243427
0655334567
0713610096
0715061705
0654220565
114. Angel Katunzi
USHIRIKA
USHIRIKA
USHIRIKA
BINAFSI
UWADAR
TAJIRI
UWADAR
UWADAR
BINAFSI
BINAFSI
UWADAR
EFUEND
TECHNAGWI
Kinondoni
115. Edna Julius
116. Abela Frank
117. Mathias Godfrey
TABATA
CHANGOMBE
ILALA
118. Christina Uyalo
119. Godlove Jackson
PUGU
UDSM
99. Majura J. Balama
100. Emanuel Urassa
101. Mariam Aman
Kimaro/Paul Steven
102. Jaylani M. Meena
103. Kassm S. Kimaro
104. Rehema Juma Mohamed
105. Khamis L. Ally
106. Said Amir
107. Moshi S. Jongo
108. Juma B. Mabya
109. George Weng
110. Charles M. Macha
111. Fadagl Musa
112. Atish B. Naram
113. Phir Nadyeshumba
0713442331
0755455416
07544706998
0713290011
0754348697
0765728980
0659727280
0715379435
Email and
Telephone
[email protected]
m
Bob290011@hotmail.
com
ndyeshumba@yahoo
.com
0717493291
Godfreymathia@yah
oo.com
0659111166
WAANDISHI WA HABARI
S/N
Jina
120. Deus Mnagale
121. Wence Lugiku
122. Godfrey Mongy
123. Idrissa Magomeni
124. Hempy Moibuno
125. Julius Mloka
126. Juliana Malando
127. Issa Omary
TAASIS
Mtanzania
The Express
ITV
ITV
Radio One
Mwananchi
Photo Mwananchi
Tazama Tanzania
Na ya Simu
0713242134
0713326569
0713662928
0713774793
075408111
0756933464
0713022891
0717189824
Page 91
Email/ Barua pepe
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
S/N
128.
129.
130.
131.
132.
133.
134.
135.
136.
137.
Jina
Habiba Chagamba
Bernad Mwakagile
Magreth Goldian
Shukuru Kiwonde
Roana Lungwa
Mohammed Suleman
Josephat Lazaro
Waryoba Yankami
Gerald Muunga
Emmanuel Gerald
TAASIS
Tayojo
Mawio
Sura ya Mtz
Guardian
SUMATRA
Guardian
Mwanahabari
The Guardian
C/o DART
- do -
Na ya Simu
0713919271
0652152000
0767697690
0714245068
0761151550
0712124848
0759303013
0712262588
0713332482
0713479084
138.
139.
140.
141.
142.
143.
144.
145.
146.
147.
148.
149.
150.
151.
152.
153.
154.
155.
156.
Bernard Lugongo
Shabani Matutu
Noel Mnonjela
Sebastian Maindoko
Noah Laltaika
Steven Mumbi
Tawakal Khamis
Zuera Msuya
Magreth Anderson
Hamphrey Samwel
David Gumbo
Darlin Said
Joseph Nyawenini
Jesca Kileo
Atuza G. Nkuplu
Salum Ali
Muhibu Said
Veneranda Sumila
Theopista
Nsanzungwanko
Andrew Allen
Philemon Beutho
Azizi Kindamba
Alech Mahunda
The Citizen
T. Daima
DHT
Daily News
EATV
East Africa Radio
EATV Camar.Ma
TBC
TBC Taifa
TB1
East Africa Radio
MAJIRA
Mwana Habari
UHURU
The Guardian
MAJIRA
NIPASHE
The Citizen
Habari Leo
0713636856
0717368668
0652184892
0783830502
0783343238
0712743322
0713292694
0715303239
0714329143
0754642115
07162233322
0713488448
0713544571
0712031772
0784436380
0756224076
0717055551
0784487074
0754833990
Freelance
Freelance
Clouds Tv
Clouds FM
0719183018
0754031272
075472628
0655883104
157.
158.
159.
160.
Page 92
Email/ Barua pepe
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
m
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
nkurlu.atuza @gmail.com
[email protected]
[email protected]
[email protected]
ANNEX 2
Summary Report on the Consultative Meetings between Representatives
of Daladala Operators and Those of Dart plus Other Stakeholders Held
On 10th November 2013 at Friends Corner Hall
Page 93
ANNEX ‘’2’’
SUMMARY
REPORT
ON
THE
CONSULTATIVE
MEETINGS
BETWEEN
REPRESENTATIVES OF DALADALA OPERATORS AND THOSE OF DART PLUS
OTHER STAKEHOLDERS HELD ON 10th NOVEMBER 2013 AT FRIENDS CORNER
HALL
1
The Agenda:
2
Participants:
Consultative Meeting aimed at receiving concerns of daladala owners and
receiving clarification from respective authorities (DART, UTUMISHI, Capital
Markets, TIB etc
Mr. William Masanja
– UWADAR
Mr. Saburi Mabruk
Ms. Theresia Kitambi
– DARCOBOA
– DARCOBOA
Mr. Gharibu Mohamedi
- UWADAR
Mr. Gwamaka Nsenkela
- Private operator
Mrs. Ruth Majura
- Private operator
3.
Chairmanship:
William Masanja - UWADAR
4.
Explanation on
the Objective of
the Meeting:
The November 2013 meeting was a follow up meeting after the Consultative
meeting of 19th September, 2013 specifically to share, discuss and deliberate the
type of modalities towards formation of Companies.
5
Opening
Remarks:
The Chairperson informed that meeting that they would be expected to
deliberate on the outcome of the meeting of 19th September 2013 which agreed
to setting of the committee of daladala representatives.
8
Concerns of
Daladala
representatives:
During discussions with mentioned above representatives registered their
concerns during discussion with DART Agency Team. Most of their concerns
emanated from 19th September,2013 meeting which includes the following:•
•
9
Response from
They perceived the institutional set up of DART project is pro
Government and the whole issue of private sector is not featuring out
very much.
The amount of initial Capital investment of 100 million USD (TZS 160
Billion) for existing daladala operators is quite high and they cannot
afford ;
•
The existing daladala operators prefer the current practice of receiving
weekly pay from bus drivers and conductors as individuals. The
concern is they don’t believe on safety under companies institutional
arrangement;
•
The down fall of NICO, TOL and the like pose a big challenge to them
to work together to form companies.
The Agency Management Team responded to all raised concerns which
include the envisaged type of deal structure DART Agency through a
Page 94
DART Agency:
10
Comments
raised by
POPSM
11
Comments
raised by
Daladala
representatives
12
Comments
raised by TIB
representative
13
Comments
raised by
Capital Markets
representative
14.
Conclusions
Transaction Advisor Rebel Group is going to take under the Public Private
Partnership 2010 law and its regulations. The project is expected to use the
integrated approach using a Special Purpose Vehicle (SPV).
The amount of capital investment of TZS 160 billion could be raise in case the
existing Daladala operators are ready to establish Companies and make a
Joint venture with other Investors. On the aspect of preferential shares that
arrangement is also possible if at all the local operators are strong enough to
form strong companies to compete during the bidding process.
The representative from Presidents Office Public Service Management
(POPSM) assured the Daladala representative on the Government efforts to
establish government Agencies so that to improve and improving
performance and efficiency. Under the PPP arrangement the private sector
will continue to be given priority since it important tool towards Economic
growth and prosperity
The representatives of Daladala agreed the following:
• They are ready to form strong partnership to form company’s .It worth to
note that among 3,000 daladala operators in DAR ES Salaam very few are
members of DARCOBOA or UWADAR.
• Since the remaining time is not a best array they have decided to fast track
the process of forming companies read to bid and compete with other
potential investors .
• Another suggested option was the daladala operators should continue
with strengthening formation of company’s envisaged to bid during phase
ii and iii of the dart system.
• TIB assured daladala owners possibility of getting financing if they could
raise 30% of the Tshs 160 billion total funding required. They could also
purchase the buses for the daladala owners on lease financing.
• Capital market would be willing to list the company formed by
daladala owners if required principles of sound financing and
transparency are observed.
The Daladala Representatives agreed to fast track the process of forming the
Companies ready to compete for bid during the ICB process. Another
proposed option was to buy shares as individuals.
Page 95
ANNEX 3
Summary Report on the Consultative Meetings between Representatives
of Daladala Operators and Those of Dart plus Other Stakeholders Held
On 17th November 2013 at Ilala Boma Hall
Page 96
ANNEX 3
SUMMARY
REPORT
ON
THE
CONSULTATIVE
MEETINGS
BETWEEN
REPRESENTATIVES OF DALADALA OPERATORS AND THOSE OF DART PLUS
OTHER STAKEHOLDERS HELD ON 17th NOVEMBER 2013 AT ILALA BOMA HALL
1
The Agenda:
2
Participants:
Consultative Meeting aimed at receiving concerns of daladala owners and
receiving clarification from respective authorities (DART, UTUMISHI, Capital
Markets, TIB etc
Mr. Saburi Mabruk
– DARCOBOA
Ms. Theresia Kitambi
– DARCOBOA
Mr. William Masanja
– UWADAR
Mr. Gharibu Mohamedi
- UWADAR
Mr. Gwamaka Nsenkela
- Private operator
Mrs. Ruth Majura
- Private operator
3.
Chairmanship:
The meeting was under the Chairmanship of Mr. Sabri Mabrouk – a vice
chairman of DARCOBOA.
4.
Explanation on
the Objective of
the Meeting:
The November 2013 meeting was a follow up meeting after the Consultative
meeting of 19th September, 2013 specifically to share, discuss and deliberate the
type of modalities towards formation of Companies.
5
Opening
Remarks
As an opening to the meeting the Chairman was concern with the committee’s
slowness in dealing the issue at stake: how to form company. He said that
despite the efforts and preference given by the DART Agency to daladala
owners, they seem not to prioritize it. He urged the committee to be serious
and give the assignment a due weight as it was for their lives.
8
Concerns of
Daladala
representatives
During discussions with mentioned above representatives registered their
concerns during discussion with DART Agency Team. Most of their concerns
emanated from 19th September,2013 meeting which includes the following:• They perceived the institutional set up of DART project is pro Government
and the whole issue of private sector is not featuring out very much.
• The amount of initial Capital investment of 100 million USD (TZS 160
Billion) for existing daladala operators is quite high and they cannot afford ;
• The existing daladala operators prefer the current practice of receiving
weekly pay from bus drivers and conductors as individuals. The concern is
they don’t believe on safety under companies institutional arrangement;
• The down fall of NICO, TOL and the like pose a big challenge to them to
work together to form companies.
• They enquired on provision of preferential shares to Daladala operators if at
all it going to work well.
Page 97
9
Response from
DART Agency
The Agency Management Team responded to all raised concerns which
include the envisaged type of deal structure DART Agency through a
Transaction Advisor REBEL GROUP is going to take under the Public Private
Partnership 2010 law and its regulations. The project is expected to use the
integrated approach using a Special Purpose Vehicle (SPV).
The amount of capital investment of TZS 160 billion could be raise in case the
existing Daladala operators are ready to establish Companies and make a
Joint venture with other Investors. On the aspect of preferential shares that
arrangement is also possible if at all the local operators are strong enough to
form strong companies to compete during the bidding process.
• The representative from Presidents Office Public Service Management
(POPSM) assured the Daladala representative on the Government efforts to
establish government Agencies so that to improve and improving
performance and efficiency. Under the PPP arrangement the private sector
will continue to be given priority since it important tool towards Economic
growth and prosperity
The representatives of Daladala agreed the following:
•
They are ready to form strong partnership to form company’s .It worth to
note that among 3,000 daladala operators in DAR ES Salaam very few are
members of DARCOBOA or UWADAR.
•
Since the remaining time is not a best array they have decided to fast track
the process of forming companies read to bid and compete with other
potential investors .
•
10.
Conclusions
Another suggested option was the daladala operators should continue
with strengthening formation of company’s envisaged to bid during phase
ii and iii of the dart system.
The Daladala Representatives agreed to fast track the process of forming the
Companies ready to compete for bid during the ICB process. Another
proposed option was to buy shares as individuals.
Page 98
ANNEX 4
REORT OF THE MEETING BETWEEN DALADALA REPRESENTATIVES AND
THE GOVERNMENT HELD ON THE 24TH MAY, 2014 AT KARIMJEE HALL
Page 99
ANNEX 4
REORT OF THE MEETING BETWEEN DALADALA REPRESENTATIVES AND
THE GOVERNMENT HELD ON THE 24TH MAY, 2014 AT KARIMJEE HALL
1
The Agenda:
According to the minutes written the agenda of the meeting was to sensitize the
daladala owners to join hands and form a company as the Agency was moving
towards a crucial step of starting the process of procuring the system operators
namely the fare collector, bus operators and fund manager.
The second agenda was to receive and discuss the on the task force report. This
report was expected to details the mechanism in which Daladala owners will take
part in the bidding process.
2.
Participants:
The meeting was attended by most of daladala owners plus their representatives.
More important during that meeting UDA was invited to present its passenger
transportation plan within Dar es Salaam.
3.
Chairmanship:
The meeting was under the chairmanship of the Dar es Salaam Regional
Commissioner.
4.
Explanation
on the
Objective of
the Meeting:
According to the minutes of the meeting, explanation was given by the DART
Agency Chief Executive who that the project had now reached a crucial stage
whereby the process of getting system operators has to start. She informed the
participants that the Agency had employed a Transaction Advisor by the name of
M/S REBEL GROUP whose assignment is to procure the above named system
operators through an international competitive bid. She said that the timing of the
meeting was proper since soon on 3rd – 4th June, 2014 there was going to be an
international consultative meeting which would pull down all interested bidders
to discuss on the deal structure. To the Daladala owners, she said it was an
opportunity for them to meet so that by the time they participate in that meeting
they will be on one page.
5.
Opening
Speech
The meeting was opened by the Acting Regional Commissioner Mr. Raymond
Mushi who pointed some issues which have coloration between the Dar es
Salaam City and a need to have reliable public transport. These, he mentioned to
be rapid population growth, being a hub of transportation and being a centre for
economic growth in the country. To the DART project he said it is important for
local inclusion during the bid. He said the government has made efforts to
educate, sensitize and inform the Daladala owners on what is required to make
them participate. He concluded by welcoming them to actively participate in the
discussion which will give light on how to proceed with steps ahead of the
project.
6.
Task force
report:
The report was presented by the task team leader Mr. Sabri Mabrouk who started
by apologizing that the task force has not gone far on what was expected just for
fearing of the unknown. He said that the team kept on questioning itself on what
if the shares to be bought by Daladala owners in the UDA company fails and
such question of the like.
Page 100
However the DART CEO insisted that the Chairman was tasked to form a
company and the meeting should be told the step so far reached. The task force
team leader said the company by the name of “Mzizima Dar es Salaam Daladala
Express Company had been formed and he showed the “memorandum of articles
of association”. However, he said that the company needed about TZS
100,000,000/= to be able to be registered under Dar es Salaam Stock Exchange
(DSE) and it had no money. He said that he had pleaded to the Government
through DART CEO for paying that money in vain.
7.
Consultant
Report:
A business consultant provided the report on the findings due to the assignment
he was given by the Agency. The report was brief as follows:The assignment he was given intended among others to communicate and
identify daladala owners and later register them along with their vehicles and
drivers,
He said before the commencement of the exercise there were 15 radio
announcement, 54 local newspaper adverts, and 17 television announcements on
the exercise.
He said the response was low on the first two days but between the 20th – 24th
days the turn up was to the average of 25 people per day.
He said during the exercise only 12% of the people who turned up were daladala
owners and 88% were their representatives.
On Drivers registration he said 14% of drivers were form IV leavers and they
below 40 years of age, he added that about 80% had valid license.
On contribution to the registering of the company to the Stock Market Exchange
he said 84% were ready to contribute but the rest were sceptical fearing of the
unknown.
On the condition of vehicles he said most of daladala were very old and
dilapidated and he gave the following findings
That all registered vehicles 36% were made between 1990 and 1995
That all registered vehicles 36% were made between 1995 and 2000
That all vehicles registered 13% were made between 2000 and 2005
That all registered vehicles 9% were made between 2010 and now
He also pointed that:
The total of 87% registered daladala owners would like to participate in the
DART Phase I system
The percentage of the daladala owners who are ready to contribute towards
establishment of the company is 84
About 80% of daladala owners have small companies which do not qualify to bid
in the DART phase I project
Page 101
Most of daladala owners have fear of losing income when DART phase I takes
off.
Rerouting as suggested by SUMATRA is a good idea.
8.
Presentation
from UDA:
The presentation was made by UDA Chief Executive who by and large declared
the direct interest to work within the DART Project. He however urged the
Daladala owners to join together with UDA and become one so as to have a
strong stance during the bidding process.
On the UDA shares he said currently the company has 15, 000, 0000 shares out of
which 3,488,651 equals to 23.3% are owned by the Government and 11,511,349
equals to 76.7% are owned by Simon Group. He said initially 51% of the total
shares were owned by the Government while 49% was owned by UDA.
He concluded by amplifying UDA’s future plan which includes setting aside 30%
of its shares for Daladala owners and registering the company to the Dar es
Salaam Market Stock Exchange (DSE)
9.
The
Discussion
and
Resolutions:
The discussion was based on the above agenda whereby the Chairperson of
DARCOBOA insisted on the need to compensate Daladala owners. He said the
rerouting exercise suggested by SUMATRA will worsen their condition as the
roads are not in a good condition. That coupled with the worse condition of their
buses the owners will suffer a lot which is not the intention of the DART project
anyway.
It was also note that DART Agency has done everything to inform the owners
every step of DART Project developments. To that effect the Agency has all along
communicating with owners and requesting them what to do to make sure that
they get in the project.
It was discussed and agreed that the current commuter transport industry has its
requisites which includes electronic equipments therefore a need for Daladala
owners to move according to the need of a day.
It was discussed and agreed that the commuter industry demand of the day is
through companies and that the single buses business is over. Therefore
formation of company to get into DART system has no option.
It was discussed and agreed that from the meeting and its resolutions there is a
need for further and thorough consultations.
Page 102
Annex 4A
Swahili Version – Detailed Minutes of the Meeting between Daladala
Representatives and the Government Held On The 24th May, 2014 at
Karimjee Hall
Page 103
!
ANNEX 4A
JAMHURI YA MUUNGANO WA TANZANIA
OFISI YA WAZIRI MKUU
TAWALA ZA MIKOA NA SERIKALI ZA MITAA
WAKALA WA MABASI YAENDAYO HARAKA
TAARIFA YA MKUTANO WA WAMILKI WA DALADALA NA WAKALA
WA USAFIRI WA HARAKA (DART) ULIOFANYIKA KATIKA UKUMBI
WA KARIMJEE TAREHE 24 MEI 2014
Ubungo Plaza, Ghorofa ya Kwanza,
S. L. P. 724, DAR ES SALAAM,
Simu:
+255 22 2461093/4/6
Tarakishi: +255 22 2461098
B-pepe:
[email protected]
Tovuti:
www.dart.go.tz
Page 104
!
MEI, 2014
1.0 UTANGULIZI
Wakala wa Usafiri wa Haraka (DART) kwa kushirikiana na wadau wa Usafiri wa umma
katika Jiji la Dar es salaam umeandelea na jitihada zake za kuhakikisha Wamiliki wa Usafiri
wa Daladala wanaendelea kushirikishwa katika hatua mbalimbali kuelekea katika hatua ya
mwisho ya kuwatafuta wawekezaji watakaotoa huduma katika mfumo wa DART.
Serikali imefanya juhudi kubwa kuwashirikisha wamilki wa Daladala ili kuhakikisha
wanakuwa sehemu ya utekelezaji wa mradi DART juhudi hizi ni pamoja na:Kikao na wamiliki wa daladala kilichofanyika Desemba,2011 katika Ukumbi wa Karimjee;
Mkutano wa wamiliki wa daladala kuwahamasisha wamiliki kuanzisha Makampuni ili
kujiandaa kuwa sehemu ya mfumo wa DART kilichofanyika tarehe 19 Septemba, 2013
kilichofanyika katika ukumbi wa Mwalimu Nyerere;
Kulifanyika vikao viwili na wamiliki wa daladala tarehe 10 Novemba,2013 katika ukumbi wa
Friends Corner na Mkutano mwingine ulifanyika tarehe 17 Novemba,2013 Ilala Boma;
Wamilki wa daladala walichagua kamati ya watu sita kuwawakilisha katika mfululizo wa
vikao vya mashauriano na mafunzo kuhusu uendeshaji wa kampuni na ushiriki katika soko
la Hisa;
Mshauri Mwelekezi amefanya vikao mbalimbali vya mashauriano na wamiliki wa Daladala
ikiwa ni sehemu ya kuwashirikisha katika mchakato wa kuanzisha makampuni.
Wakala wa DART kupitia Mshauri Mwelekezi umefanya zoezi la uandikishaji wa wamiliki na
madereva wa daladala kuanzia tarehe 31/03/2014 – 25/03/2014.
Makubaliano ya Mkutano uliofanyika tarehe 219 Septemba 2013 katika ukumbi wa mikutano
wa Mwalimu Nyerere. Katika Mkutano huo walikubaliana mambo ya msingi yafuatayo;Wamiliki wa daladala wajitokeze na kuona umuhimu wa kuhudhuria vikao vya wadau wa
usafirishaji kwa kuwa wao wana nafasi kubwa na muhimu katika kuchukua fursa
zinazoletwa na maendeleo.
Serikali ijitahidi kutengeneza barabara za pembezoni ili wamiliki waweze kupatiwa njia mpya
maeneo ambayo hayajapitiwa na mradi ili waweze kujikimu kimaisha.
Elimu zaidi itolewe kwa wamiliki wa daladala ili waweze kujitokeza na kuchukua fursa hizi
nyingi zinazoletwa na mfumo wa DART.
Wamiliki wa daladala wajiunge na kuunda makampuni ili waweze kuingia kwa pamoja
katika kuchukua fursa zinazoletwa na mfumo huu wa DART.
2
Mkutano wa huo umejenga msingi wa kuitisha kikao cha tarehe 24 /05/2014 ili kutoa mrejesho wa mwisho huku wakala ukielekea katika Mkutano wa wawekezaji tarehe 3-­‐4 Juni,2014 Page 105
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Mbali ya makubaliano hayo katika kikao hicho wamilki wa daladala waliridhia juu ya
umuhimu wa kuanzishwa makampuni badala ya kuwa na mmiliki mmoja wa usafiri wa
umma. Jambo hili lilionekana kuwa litaimarisha uwajibikaji na kuongeza ufanisi. Vile vile
tunashauri mabadiliko haya yawashirikishe wadau, hasa wamiliki wa daladala, na
kuwaelewesha ipasavyo namna na umuhimu wa kuanzisha makampuni.
Katika mkutano huo pia suala la uwekezaji katika sekta ya biashara soko hisa lilionekana
bado ni changa Nchini, ilishauriwa elimu zaidi itolewe kwa wamiliki wa daladala.
Serikali na wadau waliombwa kutoa elimu hiyo kwa kampuni za wamiliki wa daladala
namna bora ya kupata vyanzo mitaji hasa ukizingatia mtaji unaohitajika kuwekeza kwenye
mradi huu na hali halisi ya kiuchumi ya wamiliki wengi wa daladala kupitia makampuni
yatakayo undwa.
Kutokana na maazimio ya Mkutano huo tulipaswa kuandaa kikao cha Wamilki wa daladala
kilichofanyika tarehe 24 Mei, 2014 katika Ukumbi wa Karimjee kikao hiki ni mahususi kwa
hatua ya mwisho ya kuwandaa wamiliki wa daladala na UDA kuweza kupata fursa ya
kushiriki katika mchakato wa zabuni .
Katika kikao cha tarehe 24/05/2014 Kaimu Mkuu wa Mkoa Bw. Raymond Mushi ambaye pia
ni Mkuu wa Wilaya ya Ilala aliongozana na Mtendaji Mkuu wa Wakala wa DART Bibi Asteria
Leon Mlambo na Mkurugenzi wa Halmashauri ya Manispaa ya Ilala Bw. Maganga M.W.F.
Aidha 3orodha ya washiriki katika Mkutano huo umeambatanishwa pamoja na ratiba na
mada zilizowasilishwa.Ifuatayo ni taarifa ya Mkutano huo ikianza na Malengo ya Mkutano.
2.0 MALENGO YA MKUTANO
Mtendaji Mkuu wa Wakala wa DART Bibi Asteria L. Mlambo
pichani,aliwaeleza washiriki wa mkutanokuwa Mradi wa Mabasi
Yaendayo Haraka ulibuniwa mwaka 2002 chini ya Halmashauri ya
Manispaa za Dar es Salaam na na utekelezaji wake ulizingatia
ushirikishwaji wadau wakuu kama Halmashauri za Manispaa,
Wamiliki wa daladala, na UDA. Wizara ambazo kwa namna moja ama
nyingine inahusika na shughuli za usafiri wa mijini.Aidha alisema
katika kikao cha wamiliki wa daladala kilichofanyika tarehe 19
Septemba 2013 katika ukumbi wa Mwalimu Nyerere pamoja na vikao
vilivyofuatia wadau waliendelea kuelezwa majukumu ya msingi katika utekelezaji wa mradi.
Ofisi ya Waziri Mkuu - TAMISEMI kupitia Wakala wa DART umeshughulikia uandaaji wa
michoro, ukadiriaji wa gharama na utafutaji wa fedha za Awamu ya Kwanza ya mradi.
Mtendaji Mkuu wa Wakala wa Usafiri wa Haraka aliezea malengo ya Mkutano kuwa sasa
utekelezaji wa mradi umefikia katika hatua ya kuwapata watoa huduma katika awamu ya
kwanza ya Mradi hivyo basi ni wakati muafaka kwa wamiliki kuchangamkia fursa hiyo.
Mtendaji Mkuu aliezea malengo ya Mkutano kuwa sasa utekelezaji wa mradi umefikia katika
hatua ya kuwapata watoa huduma katika awamu ya kwanza ya Mradi wa DART.
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
;
(?0%+@%$0/*'(A0&%*#/0"%((
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Mtendaji Mkuu aliwaeleza Wajumbe kuwa malengo ya mkutano huo ni muendelezo na
jitihada za Wakala wa Usafiri wa Haraka kuwashirikisha wamiliki wa daladala katika Jiji la
Dar es Salaam ikiwa ni pamoja na kupata mrejesho wa utekelezaji wa kikundi kazi
kilichowakilisha wamililiki wa daladala katika uundaji wa makampuni ili kujiweka tayari
katika ushindani.
Aidha aliwaeleza pia malengo mahususi katika mkutano unalenga katika kufanikisha
utekelezaji wa mradi wa DART ulio na manufaa katika shughuli za kiuchumi na kijamii
katika Jiji la Dar es Salaam. Aidha aliwaeleza Wajumbe kuwa Wakala wa Usafiri wa Haraka
umemwajiri Mshauri Mwelekezi kampuni ya Rebel Group ya Uholanzi kuwatafuta watoa
huduma katika mradi wa DART watakaohusika na uendeshaji wa Mabasi, ukusanyaji wa
nauli na utunzaji wa fedha.
Aliwafahamisha wajumbe kuwa mkutano wa wafanyabishara na wawekezaji umepangwa
kufanyika tarehe 3-4 Juni, 2014. Hivyo kikao kilichofanyika tarehe 24 Mei, 2014 ni sehemu ya
muendelezo na jitihada za Serikali katika kuhakikisha wamiliki wa daladala wanashirikishwa
kikamilifu ili kuwa sehemu muhimu ya utekelezaji mradi.
Mtendaji Mkuu pia alitoa maelezo mafupi ya mradi ukiwa na nia ya kubadili mfumo wa
usafiri wa ndani ya Jiji la Dar es Salaam utakaotumia Mabasi makubwa ya abiria
yatakayokuwa na uwezo wa kubeba abiria kati ya 140 na 160, pia mabasi madogo yenye
uwezo wa kubeba abiria kati ya 60 -70.
Aidha aliwaeleza wajumbe wa mkutano kuwa umuhimu wa mkutano huo ulikuwa ni
kuwasilisha taarifa za masuala muhimu tuliyokubaliana tarehe 19 Septemba 2013.
Itakumbukwa kwamba kufikia tamati ya mkutano washiriki walichagua wawakilishi sita (6)
watakaoendelea kuhudhuria mikutano na majadiliano kwa niaba ya wamiliki wengine wa
daladala katika siku za usoni. Waliochaguliwa walitoka DARCOBOA, UWADAR na wamiliki
wasio na uanachama katika chama chochote cha wamiliki wa vyombo vya usafiri. Masuala ya
kutolea taarifa ni:
Wamiliki wa daladala wajiunge na kuunda makampuni ili waweze kuingia kwa pamoja
katika kuchukua fursa zinazoletwa na mfumo huu wa DART.
Serikali ijitaidi kutengeneza barabara za pembezoni ili wamiliki waweze kupatiwa njia mpya
maeneo ambayo hayajapitiwa na mradi ili waweze kujikimu kimaisha.
Elimu zaidi itolewe kwa wamiliki wa daladala ili waweze kujitokeza na kuchukua fursa hizi
nyingi zinazoletwa na mfumo wa DART.
Aidha aliwaeleza wajumbe kuwa tumewaita pia UDA ili waweze kuwasilisha mipango ya
usafiri waliyonayo. Alisema sote tunafahamu UDA ni miongoni mwa wasafirishaji Wakuu wa
abiria Jijini Dar es Salaam. Aliwaomba washiriki wasikilize mipango yao na tuone namna ya
kwenda pamoja kimipango na utekelezaji.
Baada ya maelezo hayo kwa mara nyingine aliwashukuru wamiliki wote walijitokeza na
kuchukua fursa ya kumkaribisha mgeni rasmi Kaimu Mkuu wa Mkoa wa Dar es Salaam Bw.
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Raymond Mushi ambaye pia ni Mkuu wa Wilaya ya Ilala kutoa Hotuba ya ufunguzi wa
Mkutano wamiliki wa Daladala katika Jiji la Dar es Salaam.
3.0 HOTUBA YA UFUNGUZI
Kaimu Mkuu wa Mkoa wa Dar es Salaam, Mheshimiwa Raymond Mushi Hotuba yake kwa
kutoa shukrani za kupewa heshima ya kufungua na kuwepo katika mkutano huo.
Kaimu Mkuu wa Mkoa Bw. Raymond Mushi akifungua Mkutano wa wamiliki wa Daladala Kulia kwa
mgeni rasmi ni Mtendaji Mkuu wa Wakala wa DART Bibi Asteria Mlambo.
Katika hotuba yake ya ufunguzi alianza kwa kuzungumzia juu changamoto zinazoonyesha
uhitaji mkubwa wa utekelezaji wa mradi huu, Jiji la Dar es Salaam ni moja ya Majiji
yanayokuwa kwa kasi kati ya Majiji yaliyopo Kusini mwa jangwa la Sahara kwa kiwango cha
ukuaji wa asilimia 5.4.
Kwa mujibu wa Sensa ya watu na Makazi ya Mwaka 2012 jiji la Dar es Salaam lilikuwa na
watu milioni 4.36 ambayo ni sawa na asilimia kumi ya idadi ya Watanzania wote. Inakisiwa
ifikapo mwaka 2015 Jiji la Dar es Salaam litakuwa na watu 11.5 millioni.
Aidha katika hotuba yake alizungumzia kuhusu Jiji la Dar es Salaam ni kitovu kikuu cha
biashara na uchumi wa Nchi. Hivi sasa Jiji linachangia zaidi ya asilimia 80 ya mapato ya
ndani ya Taifa (GDP).Alisema ‘’ana uhakika tukifanikiwa kuboresha usafiri wa umma na
kuboresha miundombinu yetu Jiji la Dar es Salaam litakuwa na uwezo zaidi wa kuchangia
ongezeko la pato la ndani la Taifa’’.
Kuhusu Mradi wa DART aliwaeleza washiriki kuwa utakuwa pia na fursa za kibiashara
zitakazotokana na mradi huu ambao utakuwa na mabasi makubwa 145 yenye uwezo wa
kubeba abiria (150) na madogo 90 yenye uwezo wa kubeba abiria (80) yatakayoanza ikiwa ni
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utekelezaji wa awamu ya kwanza ya mradi. Vituo vya mabasi hayo vitakuwa na maeneo
maalum ya fursa za biashara.
Vilevile katika hotuba yake alisema kuwa kupitia Mshauri Mwelekezi wa Biashara wa DART
Bw. Felix Mlaki hatua mbalimbali za utekelezaji zimefanyika katika jitihada ya
kuwashirikisha Wamiliki wa Daladala kuwa sehemu ya utekelezaji wa mradi DART.Kaimu
Mkuu wa Mkoa alisisitiza katika hotuba yake umuhimu wa utekelezaji wa Mradi wa Mabasi
Yaendayo Haraka ikiwa ni pamoja na umuhimu wa wawekezaji wa ndani kuwa sehemu ya
utekelezaji wa mradi huu kwa njia moja ama nyingine. Alimalizia hotuba yake na kutamka
kuwa Mkutano umefunguliwa rasmi.
Washiriki wa Mkutano wa Wamiliki wa Daladala wakisikiliza hotuba ya ufunguzi
4.0
TAARIFA YA WAMILIKI WA DALADALA KUHUSU MAANDALIZI YA
USHIRIKI KATIKA MFUMO WA DART.
Viongozi wa Kamati maalum ya wawakilishi sita ikiongozwa na Bw. Sabri Mabruk ilitoa
taarifa fupi ya maelezo ya mdomo juu ya hatua ya utekelezaji iliyofikiwa katika uundaji wa
Kampuni. Alielezea juu sintofahamu ‘’ fear of unknown’’ juu ya ununuzi wa Hisa na
matokeo yaliyojiri ikiwemo suala la Desi, UTT n.k. Katika maelezo yake ilidhihirika
uwezekano wa Kampuni hiyo kuchangia na kuwa uwezo wa kibiashara ni wa mashaka.
Kimsingi Ilionekana bado zoezi la uundaji wa Kampuni hajakamilka.
Mtendaji Mkuu wa Wakala wa DART alimwomba Mwenyekiti huyo atoe taarifa ya
utekelezaji wa uundaji wa kampuni hatua iliyofikiwa katika kutoa maelezo Bw. Sabri
Mabruki aliwaeleza washiriki wa mkutano kuwa hatua iliyofikiwa ni kuwa Kampuni ya
‘’Mzizima Dar es salaam Daladala Express Company ’imeundwa na kuonyesha
‘’memorandum of articles of association’.
Hatua inayofuata ni kuandaa andiko la Mradi ‘’Business Plan’’ na project profile ‘’.Alisema
gharama ya kuandaa Business Plan ni shilingi 100 millioni ambazo zinatakiwa zichangiwe na
wanachama na baadaye kujiandikisha katika soko la Hisa. Katika maelezo yao pia walieleza
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kwamba walimwona Mtendaji Mkuu wa Wakala kwa ajili kuomba msaada wa kupatiwa
fedha milioni 100 kukamilisha taratibu za ununuzi wa Hisa katika soko la Mtaji.
5.0 TAARIFA YA MTAALAMU MSHAURI KUHUSU UWEZESHAJI WA WAMILIKI
WA DALADALA KUTAMBUA FURSA ZA UWEKEZAJI KATIKA MFUMO.
Mshauri Mwelekezi wa biashara katika Wakala Bw. Felix Mlaki alitoa mada ya uwezeshaji
wamilki wa Daladala. Aliwaeleza wajumbe juu ya umuhimu kujali Jamii na kupata mawazo
ya washiriki na kuwaeleza wajumbe kuhusu zoezi la uandikishaji wamilki wa daladala na
madereva lililofanyika ili kuwatambua wamiliki watakaoguswa na uanzishwaji wa huduma
za awamu ya kwanza.
Katika zoezi hilo lilifanyika 31/03/2014 mpaka 25/4/2014 wajumbe walifahamishwa kuwa
jumla wamilki wa daladala 343 walijitokeza; mabasi 480 na madereva 474 wa daladala. Aidha
aliwafahamisha washiriki wa mkutano huo kuwa Matangazo asilimia 15 ya radio, 54 ya
magazeti na 17 ya runinga yalifanywa kabla ya zoezi.
Mshauri Mwelekezi aliezea kuhusu mwitikio wa siku ya kwanza na pili (1), siku ya tatu (2),
siku yenye watu wengi ni 20- 24 April wastani wa watu 25. Aliongeza kusema kuwa 12% ya
wamiliki walikuja na asilimia 88 ni wawakilishi. Aidha alibainisha kuwa asilimia 14 ya
madereva wana elimu ya kidato IV na umri chini ya miaka 40. Aidha taarifa
zinabainisha zaidi asilimia 80 walikuwa na leseni halali.
Katika tafiti iliyofanyika ilibainisha 84% ya wamilki wa daladala walikuwa
tayari kuchangia kuanzisha
Kampuni Baadhi ya wamilki walioonyesha wasiwasi wao watakosa njia
mpya kupitia SUMATRA kama watapata njia mpya. Mshauri Mwelekezi
aliwaeleza washiriki wa mkutano kuwa mabasi mengi ni machakavu kwa
kutoa uchambuzi ufuatao:•
Asilimia 36 yametengenezwa kati ya 1990 na 1995 (miaka 19 na 24);
Asilimia 36 yametengenezwa kati ya 1995 na 2000 (miaka
14-18);
•
•
Asilimia 13 yametengenezwa kati ya 2000 na 2005 (miaka
9-13);
Asilimia 9 yametengenezwa kati ya 2005 na 2010, (miaka 4-8) na Asilimia 6
yametengenezwa kati ya 2010 na sasa (<4 miaka). Aidha alibainisha kuwa
wastani kila mtu inamilki basi 1.7 na asilimia 81 ya wamiliki walisema
daladala ndio shughuli yao kuu kiuchumi.
Alibainisha matokeo ya tafiti ilifanyika ambayo kimsingi limebainisha
yafuatayo:Asilimia 87 wangependa kushiriki mradi wa awamu ya kwanza ya DART
Asilimia 84 wapo tayari kuchangia uanzishwaji wa kampuni.
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Asilimia karibu 80% ya wamiliki wana kampuni ndogo ambazo haviwezi kushiriki mradi wa
DART.
Bw. Felix Mlaki Mshauri Mwelekezi wa Biashara
Wenye dalaladala walioonyesha hofu ya kukosa kipato mara mradi wa DART utakapoanza.
Kupata njia mbadala toka SUMATRA ni jambo zuri. Katika majumuisho ya mada yake
alisema kuwa katika utaratibu wa mfumo wa DART hakutakuwa na fidia ya Mabasi
(daladala); Hakuna fidia ya Madereva. Aidha alisema idadi ya wamiliki ilikuwa 12% ambao
walijitokeza kujiandikisha, idadi ya asilimia 88 walikuwa ni wawakilishi tuu.
6.0
TAARIFA YA SHIRIKA LA USAFIRI DAR ES SALAAM (UDA) UTENDAJI NA
MIPANGO YA BAADAYE
Mkurugenzi Mtendaji wa Simon Group na Shirika la Usafiri DAR ES Salaam (UDA),Alianza
katika maelezo yake ya utangulizi kwa kueleza kuwa UDA ni mshiriki mkubwa wa mradi
wa DART. Aliwapongeza wadau wote wa utoaji huduma za usafiri katika Jiji la Dar es Salaam
aliomba wadau wote washirikiane katika kuhakikisha fursa zilizopo zinazotumika kikamilifu.
Alisema UDA inatarajia kuboresha utoaji wa huduma bora katika viwango vinavyokidhi kwa
kushirikiana na wadau wengine wa usafiri wa umma.
Alianza kusema hisa za UDA – 15,000,000 Serikali – 3,488,651 23.3%; Simon Group -11,511,349
76.7%. Hapo awali asilimia 51 ilikuwa inamilikiwa na Serikali na asilimia 49 ilikuwa
inamilikiwa na UDA. Aidha alielezea umiliki hisa za UDA – (15,000,000) zilizogawiwa 7,119,697 (47.5%); Serikali– 3,488,651 (49%); Serikali – 23.3%; Jiji – 3,631,046 (51%);
zisizogawiwa-7,880,303 (52.5%); SGL-7,880,303 (100%).
Aliwaeleza washiriki wa mkutano kuwa UDA ina azma ya kuleta mabasi 3000. Hivi imeanza
taratibu za usajili katika soko la Hisa la Dar es Salaam. Kuwa UDA tayari kutoa 30% ya hisa
zake kwa wamiliki wa daladala ili kujenga nguvu za kiushindani za ndani.
Bw. Simon Bulenganija, Mkurugenzi Mtendaji wa UDA
Alizitaja faida kuwa pamoja na;
Kuepuka msongamano unaosababishwa na utaratibu usio wa pamoja wa kutoa huduma.
Kuepuka ushindani usio wa haki.
Kubadilisha na kuimarisha sura ya namna ya uendeshaji wa huduma za abiria mjini nchini
Tanzania.
kuepuka uwezekano wa shutuma na migongano isiyo ya lazima kwa kuwa na milango mingi
ya ushiriki, umiliki na uendeshaji
Urahisi wa kuona manufaa chini ya mlango wa pamoja utakaoongozwa na UDA
Wepesi katika kupanga, kutekeleza na kufikia malengo ya kibiashara na yale kijamii (kwa
kuzingatia mahitaji ya umma)
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Alisema ni vyema kutumia jukwaa hilo kutumia fursa iliyopo kuwashirikisha Wamiliki wa
daladala kupitia falsafa ya ushirikiano na Umoja pia alisisitiza kupitia uratibu na ushirikiano
kutumia fursa hiyo kuwa sehemu ya utekelezaji wa mradi wa DART.
7.0
MAJADILIANO
Baada ya mawasilisho mada washiriki wa mkutano walipata fursa ya kuchangia mada
zilizowasilishwa na kuchangia kama ifuatavyo:Taarifa ya Wamiliki wa Daladala
Katika kuchangia hoja aliainisha Mwenyekiti wa DARCOBOA alitoa changamoto za
Mazingira magumu ya kibiashara zilizopo ikiwa ni pamoja na; juu ya ununuzi wa Mabasi;
kuhusu kuhamishwa njia kwa wamilki watakaohamishwa alisema baadhi za njia zina hali
mbaya hasa barabara za pembezoni. Alibainisha kwamba hakuna fedha za matengenezo ya
barabara hivyo uwezekano wa barabara za pembezoni kujengwa ni mdogo sana. Hivyo
alipendekeza magari yathaminiwe watu walipwe fidia kwa kutoa mifano ya Nchi za Afrika
ya Kusini na Bogota.
Katika kujadili mada ilivyowasilishwa Mtendaji Mkuu wa DART aliwaomba wana kikundi
wasitoe majibu rahisi kwa maswali magumu na hivyo kwa njia moja ama nyingine kupotosha
ukweli na hivyo kutaka kurudi nyuma baada ya jitihada na hatua kubwa iliyofikiwa katika
kuwashirisha wamilki wa daladala.
Aidha Mwenyekiti aliwaasa washiriki waondoe wasiwasi na kuwataka wajifunze katika
kuhakikisha tunatafuta njia muafaka ya kusonga mbele. Mjumbe mwingine katika Timu hiyo
alisema ameshukuru kwa jitihada kubwa zilizofanywa na Wakala wa DART kwa fursa
iliyotolewa ya namna ya uzoefu wa uendeshaji kampuni na namna ya kupata mtaji.
Katika maelezo yake alionyesha wasiwasi wake wa kupata fursa ya kuingia katika mradi wa
DART. Aidha alidiriki kusema kuwa kikao hicho kimewekwa kuondoa lawama. Mtendaji
Mkuu alisema Mradi huu umekuwa ni mradi shirikishi katika hatua zote za utekelezaji.
Alisema kikao cha kinachofanyika ni muendelezo wa vikao vingi vilivyofanyika katika
kuwashirikisha wamilki wa daladala kama sehemu ya Mkakati wa kuhakikisha wamilki
wana kuwa sehemu ya mradi wa DART. Alisema katika awamu ya kwanza kutakuwa na
mabasi makubwa 177 yenye urefu wa mita 18 na Mabasi madogo (feeder buses) 300. Hivyo
katika mfumo wa DART Mabasi ya Daladala yatahamishiwa katika maeneo mengine katika
awamu ya kwanza ya mradi km 20.9.
Katika maelezo yake alisema mfumo wa kisasa wa kieletroniki wa ukusanyaji wa nauli
utakaoongeza tija na ufanisi katika ukusanyaji wa nauli. Kupitia transaction Advisor Sekta
binafsi itashirikishwa kwa kuhusisha wawekezaji wa ndani na wa nje.
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Bw. Bantu Mshauri Mwandamizi katika sekta ya usafiri na Uchukuzi akitoa ushauri wakati wa
majadiliano
Katika kuunga hoja hiyo msemaji mmoja Bw. Bantu alisema Katika mahali popote Duniani
hivi sasa usafiri wa umma ‘’unamilikiwa na kuendeshwa na Makampuni na hisa aliwataka
wamilki waondoe sintofahamu ya ‘’the fear of unknown’’ na kuwataka waondoke fikra hiyo,
Alisema Mradi wa mabasi ulipokuwa unaanza katika Jiji la Dar es Salaam ulikuwa uwe wa
kwanza kutekelezwa katika Bara la Afrika aliwaasa Mzizima Dar es Salaam Daladala
Express Company iendelee.
Katika mazungumzo yake alionyesha uzoefu na weledi wake katika Sekta ya usafiri wa
umma kwani alianza kazi hiyo kupitia Shirika la DMT, UDA na NIT baada ya kustaafu kuwa
na kuwa mmiliki wa Daladala.Alitoa Mfano UDA hivi sasa imeleta zaidi ya mabasi 300
yanayotoa huduma katika Jiji na kuwashauri wananchi kutumia fursa na uzoefu wa UDA
kununua Hisa zitakazouzwa.
Mzee Gwao ambaye kimsingi alipata fursa ya kushirikishwa katika vikao mbalimbali tangu
mwaka 2002 na kupata fursa ya kwenda Colombia pamoja na kushiriki katika vikao
vinavyohusiana na ushirikishwaji wa wamiliki wa daladala katika mfumo wa DART. Katika
kuchangia hoja zake alisema Colombia walichukua miaka miwili kuitikia mwito alisema
waliambiwa na Bw. Roy Brand kuwa ‘’ Mradi utakapokuja tuliambiwa kuwa magari
yatanunuliwa na yale yasiyo aa yatakuwa scrapped off ‘’.Alionekana kuhamasisha wamilki
kuwa muda huu ni wa umoja na kusema msimamo ni huo ndiyo msimamo wao.
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Bwana Gaspar Kasisiri Njuu, Wakala wa soko la Mitaji akitoa maelezo juu ya ununuzi wa mitaji
Wakala wa soko la Mitaji, alitoa angalizo kwa wamilki wa daladala walioanzisha Kampuni ya
Mzizima Daladala Express Company. Kampuni peke vyake haitoshi. Alisema mitaji
itapatikana kupitia Masoko ya Hisa. Aliwaasa mradi utahitaji fedha nyingi zaidi ya shilingi
500 billioni. Aliendelea kuwaelimisha wamiliki wa Daladala kuwa kupitia mchakato wa soko
la Hisa kampuni inatakiwa iwe Public Company ltd. Kuna mambo ya msingi na vigezo vya
kuzingatia ikiwemo; Mshauri Mteule; Timu ya wataalamu; Mpango wa Biashara ‘’ Business
Plan’’; na Soko la hisa.
Aliwaomba kwa ushauri zaidi ya namna ya kusonga mbele wawasiliane naye.
Taarifa ya Shirika la Usafiri Dar es Salaam (UDA)
Baada ya mawasilisho ya Taarifa ya Shirika la Usafiri Dar es Salaam (UDA), washiriki wa
mkutano walipata fursa ya kuchangia kuhusu suala la ununuzi wa hisa asilimia 30. Aliuliza
hivi sasa UDA ndo inaingia katika soko la hisa. Alisema hapo awali ilielezwa kuwa magari
yao yatanunuliwa. Hivyo alishauri kama wamilki wa daladala wanaondolewa waondoshwe
kwa mujibu wa Serikali. Akijibu hoja hiyo Mtendaji Mkuu alitoa ufafanuzi kuwa mwaka 2002
mabasi yaliyotumika yalikuwa ni mabasi madogo yaliyojulikana kama ‘’vipanya’’ hivyo
tofauti na mabasi yanayotumika hivi sasa.
Aidha ilielezwa kama magari hayo yatalipiwa fidia mengi kulingana na uchakavu
yaliyonayo ‘’book value’’ya magari hayo ni sifuri. Badala yake walishauriwa magari yao
yahamishwe sehemu nyingine ili waendelee kujikimu na kununua hisa kuwa sehemu ya
mradi wa DART.
Washiriki wa Mkutano walielezwa kuwa kuna umuhimu wa wamilki wa daladala kujiunga
pamoja katika makampuni ili kuweza kumudu gharama za ununuzi wa mabasi walielezwa
katika awamu ya kwanza kutahitajika mabasi makubwa 177 ambayo thamani yake ni kati ya
dola za Kimarekani 300-350 kwa upande wa mabasi madogo yanahitajika mabasi 300 bei ya
kila basi ni dola za Kimarekani 170 kwa kila basi. Mradi utatekelezwa kwa kuzingatia
Mkataba wa huduma, kukagua viwango vya utoaji wa huduma, kuzingatia taratibu za
Page 114
uwekezaji. Hivyo washiriki walielezwa kuwa ushirika la UDA ni sehemu ya watoa huduma
ya usafiri.
Mkurugenzi wa Mifumo na uendeshaji Wakala wa DART Mhandisi John Shauri akifafanua jambo wakati wa
majadiliano
Aidha Mkurugenzi wa mifumo na uendeshaji Wakala wa DART alitoa rai kuwambukusha
wamiliki wa daladala ili tuweze kwenda mbele badala ya kukwamisha mchakato ulipo.
Pamoja na ufafanuzi wa kina uliotolewa mshiriki mwingine.
Mshiriki wa Mkutano mmoja alisema kuna baadhi ya mambo ambayo hayako wazi sana.
Alisema Kampuni ya UDA ilikuwa Kampuni ya Serikali ambayo sasa ina wamilki wengi
sana. Aliomba Serikali isimamie wamilki wa Serikali irudishe Hisa kati ya asilimia 70-80 ili
wamiliki wa daladala waweze kuingia moja kwa moja katika utoaji wa huduma za usafiri wa
umma katika Jiji la Dar es Salaam. Walisema tunataka UDA ijiendeshe yenyewe. Kuhusu hoja
ya kupewa shilingi millioni 100, Mtendaji Mkuu wa DART alieleza wazi kwamba Wakala wa
DART hauna fedha hizo na kuwataka wamilki wa kampuni watafute fedha hizo ili
kujiandikisha katika soko la Hisa.
Taarifa ya Mtaalam Mshauri Kuhusu Uwezeshaji wa wamilki wa Daladala
Mshiriki mmoja alitoa hoja na kusema sasa ‘’tulipofika ni patamu kama ni greda
limekwishatengeneza barabara sasa tunambiwa tupelekwe Bonyokwa’’ .Alikri kuwa shida
kubwa ni namna ya kuingia kwenye mradi katika mazingira ya ushindani wa soko huru la
Kimataifa la ushindani. Alishauri Mabasi yanunuliwe na watu daladala wasimamie. Alisema
Wamilki wa Daladala wasikubali waganywe. Aidha alisitiza juu ya uwepo wa fidia na
kushauri zabuni ya ndani kipaumbele wapewe wazawa na zabuni ya nje iwe ya Mabasi.
Mshauri Mwelekezi katika kujibu hoja hii alisema ili kuweza kushiriki katika ushindani suala
la kampuni na taratibu za kupata mtaji na kuingia katika soko la Hisa haliepukiki. Aliwaasa
wamiliki kuhakikisha azma ya kukamilisha mchakato wa kuanzisha kampuni ya Mzizima
Daladala Express Company inapewa kipaumbele.
Page 115
!
8.0
MAJUMUISHO
Baada ya mjadala mrefu Na washiriki wa Mkutano kuchangia yafuatayo ni majumuisho ya
mkutano uliofanyika tarehe 24 Mei, 2014 kama ifuatavyo:(i) Wamiliki wa Daladala waunganishe nguvu ili kushiriki katika mfumo wa DART.
(ii) Baadhi ya wamiliki wanahitaji kununua Hisa katika UDA;
(iii)
Serikali inaombwa iwawezeshe wamilki wa daladala kushiriki /kuwawezesha
kushiriki katika mradi;
(iv) Wamiliki wa Daladala wapewe kipaumbele ;
(v) Serikali iboreshe barabara za pembezoni kabla ya kupeleka daladala ;
(vi) Kampuni za nje ziwe na ubia na kampuni za ndani;
(vii) Inashauriwa Serikali ilipe gharama za usumbufu kwa wamiliki katika uwekezaji wa
mfumo wa DART;
9.0
KUFUNGA MKUTANO
Kaimu Mkuu wa Mkoa wa Dar es Salaam Mhe. Raymond Mushi pichani alianza kwa kusema
kuwa inaonekana jambo hili bado halijakaa vizuri lakini alisema kwa msisitizo kuwa hakuna
jambo ambalo haliwezekani kutekelezeka. Aliotoa rai kwa wamiliki wa Kampuni ya Mzizima
Dar es Salaam Daladala Express iendelee kuimarishwa.
Alisisitiza masharti ya ubia na ushirikiano uliopo kati ya Serikali na wawekezaji wa nje na
ndani .Alisema bado hatuja komaa kwa kutokuwa na menejimenti zenye weledi mkubwa.
Kaimu Mkuu wa Mkoa wa Dar es Salaam aliwaeleza waingie kifua mbele kwa kutoa mfano
wa majadiliano ya ‘’oil na gesi’’ na kusema uwezo wetu usitokane na upendeleo tujenge
uwezo.
Aliongeza kwa kusema tuna mambo mengi ya kutekeleza hivyo Wamilki wa daladala
wanahitaji kukaa pamoja na kujadili na kutoa mapendekezo kwa kuzingatia sheria za Nchi.
Alimalizia kwa kusema kuwa Mradi huu wote tunahitaji sehemu kubwa
ya kipato kitachopatikana kitabakia Tanzania. Hivyo hatuna budi
tujitaidi tufikie vigezo vilivyowekwa. Kwa nguvu zilizopo tuchangie
kununua Hisa. Biashara ya Usafiri ni endelevu na itaendelea kupanda
kadri itakavyoongezeka. Aliwashukuru washiriki wa mkutano na
kufunga saa 8.32 mchana.
Page 116
!
ANNEX 5
INVETORY OF DALADALA DRIVERS AND BUS OWNERS REGISTRATION
Page 117
Page 118
!
Page 119
!
!
Page 120
!
Page 121
Page 122
Annex 6:
List of Registered Impacted Daladala
Page 123
Annex 6 : LIST OF REGISTERED IMPACTED DALADALA
S/N
DaladalaID
Registration
Make
Manufacture
Year
Capacity
1
92
T &08 BEQ
Totota
01-Jan-00
26
2
79
T 119 BJF
Toyota
01-Jan-02
21
3
36
T 122 CRF
Toyota
01-Jan-95
25
4
102
T 126 BFQ
Mitsubishi
01-Jan-94
26
5
21
T 126 BGM
Toyota
01-Jan-92
26
6
99
T 127 BPY
Toyota
01-Jan-95
25
7
20
T 134 BSF
Nissan
01-Jan-92
25
8
23
T 138 AXH
Toyota
01-Jan-95
25
9
118
T 138 CLU
Nissan
01-Jan-05
25
10
38
T 140 CHN
Nissan
01-Jan-96
28
11
69
T 150 AUN
Toyota
01-Jan-92
29
12
146
T 150 BZQ
Nissan
01-Jan-86
19
13
25
T 169 CBH
Mitsubishi
01-Jan-04
25
14
71
T 170 BDQ
Toyota
01-Jan-98
25
15
76
T 173 BFU
Nissan
01-Jan-98
25
16
85
T 174 BCK
Toyota
01-Jan-97
29
17
50
T 175 AFR
Toyota
01-Jan-96
31
18
144
T 175 BPH
Mitsubishi
01-Jan-95
28
19
139
T 189 BCS
Nissan
01-Jan-92
29
20
4
T 194 AWT
Hino
01-Jan-92
29
21
70
T 196 BZF
Toyota
01-Jan-04
26
22
35
T 197 AVK
Toyota
01-Jan-96
25
23
100
T 203 BRH
Toyota
01-Jan-95
25
24
135
T 208 BFM
Mitsubishi
01-Jan-00
26
25
104
T 208 BHS
Nissan
01-Jan-96
29
26
5
T 211 ABQ
Toyota
01-Jan-95
31
27
68
T 220 BBU
Toyota
01-Jan-06
25
28
137
T 221 BZZ
Mitsubishi
01-Jan-01
25
29
77
T 222 AVC
Nissan
01-Jan-92
25
30
46
T 223 BCP
Toyota
01-Jan-95
28
31
64
T 226 BCY
Toyota
01-Jan-95
25
32
95
T 230 BZP
Nissan
01-Jan-04
25
33
16
T 231 BCZ
Civilian
01-Jan-99
29
34
84
T 233 BNX
Toyota
01-Jan-01
25
35
75
T 234 BFV
Nissan
01-Jan-87
25
36
36
T 237 AZT
Isuzu
01-Jan-05
28
37
130
T 245 ATQ
Toyota
01-Jan-95
25
38
65
T 245 CLY
Nissan
01-Jan-89
29
39
24
T 247 ATW
Isuzu
01-Jan-88
26
40
96
T 257 BYE
Toyota
01-Jan-04
25
41
31
T 261 ACE
Toyota
01-Jan-96
31
42
47
T 280 BXX
Toyota
01-Jan-04
25
43
63
T 290 BGX
Toyota
01-Jan-89
26
Page 124
44
73
T 290 BPD
Toyota
01-Jan-96
25
45
61
T 293 AUP
Toyota
01-Jan-95
26
46
124
T 297 ANE
Toyota
01-Jan-92
31
47
88
T 303 BAF
Toyota
01-Jan-06
25
48
66
T 303 BSD
Toyota
01-Jan-97
25
49
103
T 312 BYR
Nissan
01-Jan-06
29
50
80
T 320 BEM
Toyota
01-Jan-85
29
51
122
T 320 BXD
Nissan
01-Jan-89
29
52
115
T 323 CHC
Mitsubishi
01-Jan-94
34
53
27
T 329 AZW
Toyota
01-Jan-95
31
54
110
T 329 BAS
Isuzu
01-Jan-99
29
55
138
T 329 BLT
Nissan
01-Jan-89
25
56
88
T 332 BMZ
Nissan
01-Jan-91
26
57
76
T 332 BPA
Toyota
01-Jan-97
25
58
69
T 333 BAF
Toyota
01-Jan-06
25
59
96
T 337 BEQ
Nissan
01-Jan-92
27
60
66
T 344 ATT
Toyota
01-Jan-94
32
61
85
T 344 BWE
Nissan
01-Jan-95
26
62
46
T 348 BLR
Mitsubishi
01-Jan-01
25
63
107
T 349 Ber
Isuzu
01-Jan-94
35
64
56
T 350 AFS
Toyota
01-Jan-95
31
65
50
T 352 BHK
Toyota
01-Jan-97
25
66
64
T 356 CSH
Toyota
01-Jan-97
26
67
116
T 358 AWF
Mitsubishi
01-Jan-94
36
68
38
T 369 CSH
Toyota
01-Jan-98
26
69
58
T 370 AZZ
Toyota
01-Jan-96
29
70
19
T 374 BUA
Nissan
01-Jan-91
29
71
30
T 378 ABP
Toyota
01-Jan-93
31
72
74
T 381 BAP
Mitsubishi
01-Jan-08
23
73
91
T 381 BDG
Toyota
01-Jan-97
26
74
48
T 382 AHC
Isuzu
01-Jan-84
28
75
28
T 386 ABP
Toyota
01-Jan-95
31
76
100
T 387 BMV
Toyota
01-Jan-97
24
77
26
T 392 ABP
Toyoto
01-Jan-93
31
78
127
T 392 BVS
Nissan
01-Jan-04
25
79
90
T 393 BAC
Toyota
01-Jan-97
26
80
106
T 396 AWB
Nissan
01-Jan-88
25
81
103
T 396 AXB
Nissan
01-Jan-88
25
82
25
T 400 ABP
Toyota
01-Jan-95
31
83
60
T 405 AUQ
Toyota
01-Jan-90
25
84
136
T 411 CBG
Mitsubishi
01-Jan-04
25
85
59
T 414 BHH
Toyota
01-Jan-97
26
86
123
T 418 BSY
Nissan
01-Jan-94
26
87
7
T 420 AWC
Mitsubishi
01-Jan-97
45
88
15
T 438 BLJ
Nissan
01-Jan-91
25
89
97
T 447 BSF
Toyota
01-Jan-97
25
Page 125
90
67
T 454 BAR
Toyota
01-Jan-06
20
91
93
T 455 BAB
Toyota
01-Jan-06
29
92
86
T 455 BKM
Nissan
01-Jan-92
26
93
75
T 466 AWR
Toyota
01-Jan-95
29
94
97
T 471 AUK
Nissan
01-Jan-94
25
95
53
T 471 CKM
Nissan
01-Jan-05
28
96
120
T 473 BMY
Toyota
01-Jan-90
26
97
72
T 481 BCD
Toyota
01-Jan-93
25
98
92
T 486 BJJ
Toyota
01-Jan-96
25
99
95
T 502 BAB
Toyota
01-Jan-06
29
100
45
T 503 BTS
Mitsubishi
01-Jan-98
25
101
87
T 506 BXC
Nissan
01-Jan-89
25
102
140
T 530 BTP
Nissan
01-Jan-89
29
103
32
T 532 CEX
Toyota
01-Jan-05
28
104
93
T 535 AWM
Toyota
01-Jan-94
32
105
51
T 536 ASD
Isuzu
01-Jan-85
26
106
42
T 538 BNT
Toyota
01-Jan-97
25
107
55
T 541 CEX
Toyota
01-Jan-05
28
108
143
T 548 AGG
Isuzu
01-Jan-87
25
109
70
T 548 BHS
Toyota
01-Jan-89
25
110
101
T 556 BYH
Mitsubishi
01-Jan-03
25
111
111
T 557 AUX
Toyota
01-Jan-96
31
112
29
T 558 ACD
Toyota
01-Jan-93
31
113
147
T 563 BKA
Toyota
01-Jan-96
29
114
41
T 566 AMY
Toyota
01-Jan-96
26
115
82
T 571 BXC
Toyota
01-Jan-03
26
116
83
T 572 BXC
Toyota
01-Jan-03
26
117
77
T 578 AYF
Toyota
01-Jan-97
29
118
39
T 578 BVD
Nissan
01-Jan-92
26
119
37
T 584 ACY
Toyota
01-Jan-90
30
120
26
T 589 BTR
Mitsubishi
01-Jan-99
28
121
56
T 595 AYF
Toyota
01-Jan-97
29
122
98
T 596 CRC
Mitsubishi
01-Jan-96
28
123
102
T 599 CRG
Mitsubishi
01-Jan-90
30
124
17
T 602 BJN
Nissan
01-Jan-98
25
125
6
T 605 CST
Nissan
01-Jan-95
25
126
117
T 606 CBD
Nissan
01-Jan-04
24
127
58
T 613 BXD
Toyota
01-Jan-03
25
128
132
T 618 BEP
Nissan
01-Jan-94
30
129
78
T 620 BNA
Toyota
01-Jan-96
25
130
59
T 621 BXD
Toyota
01-Jan-03
25
131
106
T 625 BQP
Isuzu
01-Jan-94
26
132
22
T 629 BHY
Nissan
01-Jan-90
26
133
82
T 634 BHG
Toyota
01-Jan-89
29
134
34
T 635 CLM
Nissan
01-Jan-89
29
135
114
T 639 BZG
Nissan
01-Jan-03
26
Page 126
136
54
T 641 CRB
Nissan
01-Jan-05
28
137
45
T 642 BQU
Toyota
01-Jan-97
25
138
72
T 643 AEF
Toyota
01-Jan-90
25
139
89
T 643 BTV
Nissn
01-Jan-91
26
140
98
T 644 BLW
Toyota
01-Jan-97
25
141
80
T 656 BCX
Toyota
01-Jan-97
25
142
131
T 659 ATJ
Toyota
01-Jan-91
30
143
61
T 664 BNA
Hino
01-Jan-90
30
144
30
T 669 AAN
Toyota
01-Jan-90
29
145
62
T 669 CLL
Toyota
01-Jan-94
25
146
78
T 672 BEB
Toyota
01-Jan-96
26
147
141
T 681 AZT
Isuzu
01-Jan-05
26
148
14
T 682 BLA
Mitsubishi
01-Jan-06
29
149
49
T 689 BEB
Toyota
01-Jan-96
25
150
86
T 696 AXA
Toyota
01-Jan-95
28
151
90
T 697 AAQ
Toyota
01-Jan-95
31
152
32
T 698 AZU
Toyota
01-Jan-93
26
153
108
T 699 ADC
Isuzu
01-Jan-87
29
154
54
T 699 CPB
Toyota
01-Jan-95
26
155
18
T 702 AJG
Toyota
01-Jan-96
31
156
142
T 703 BAW
Toyota
01-Jan-07
29
157
128
T 708 BCN
Toyota
01-Jan-98
29
158
47
T 715 AET
Isuzu
01-Jan-91
26
159
52
T 718 BEL
Toyota
01-Jan-96
26
160
74
T 720 BYN
Mitsubishi
01-Jan-03
29
161
40
T 734 CRC
Toyota
01-Jan-97
25
162
37
T 738 CRC
Toyota
01-Jan-96
25
163
113
T 743 AFH
Toyota
01-Jan-95
31
164
13
T 747 CFP
Nissan
01-Jan-04
25
165
44
T 751 BHA
Toyota
01-Jan-88
25
166
145
T 752 BFH
Toyota
01-Jan-98
25
167
101
T 754 BVC
Nissan
01-Jan-93
29
168
107
T 755 AZX
Toyota
01-Jan-97
26
169
119
T 755 CLP
Nissan
01-Jan-05
25
170
84
T 757 CCL
Nissan
01-Jan-04
25
171
94
T 761 ACJ
Toyota
01-Jan-94
25
172
21
T 761 AXV
Toyota
01-Jan-95
25
173
7
T 762 AMS
Toyota
01-Jan-94
31
174
49
T 764 ADD
Toyota
01-Jan-95
31
175
17
T 764 AKE
Toyota
01-Jan-96
26
176
57
T 783 BAD
Toyota
01-Jan-06
29
177
108
T 788 BNE
Isuzu
01-Jan-94
26
178
23
T 791 AVT
Toyota
01-Jan-96
31
179
81
T 793 BRW
Toyota
01-Jan-98
28
180
133
T 796 BSY
Mitsubishi
01-Jan-97
25
181
16
T 800 AUN
Toyota
01-Jan-93
31
Page 127
182
55
T 800 BNR
Toyota
01-Jan-88
25
183
4
T 802 AEZ
Toyota
01-Jan-96
31
184
67
T 805 ATP
Toyota
01-Jan-90
26
185
79
T 806 BNL
Toyota
01-Jan-00
25
186
42
T 811 BPF
Toyota
01-Jan-96
20
187
89
T 822 BEX
Toyota
01-Jan-97
25
188
51
T 829 ARK
Toyota
01-Jan-92
30
189
52
T 832 ANR
Isuzu
01-Jan-88
26
190
24
T 838 ATL
Toyota
01-Jan-92
26
191
73
T 845 BEA
Toyota
01-Jan-89
26
192
65
T 845 BEX
Toyota
01-Jan-89
28
193
41
T 857 AZD
Toyota
01-Jan-05
26
194
109
T 858 ARZ
Isuzu
01-Jan-83
25
195
125
T 860 BEK
Toyota
01-Jan-91
29
196
63
T 867 BCQ
Toyota
01-Jan-98
26
197
18
T 869 BDH
Nissan
01-Jan-87
26
198
44
T 872 CLL
Nissan
01-Jan-00
24
199
40
T 880 BQK
Toyota
01-Jan-95
29
200
5
T 881 BGF
Nissan
01-Jan-92
26
201
6
T 881 CLH
Eicher
01-Jan-12
41
202
134
T 885 BNT
Nissan
01-Jan-96
28
203
20
T 886 ACJ
Toyota
01-Jan-95
31
204
19
T 887 ASK
Toyota
01-Jan-97
31
205
121
T 894 CGR
Nissan
01-Jan-95
25
206
43
T 911 BCE
Toyota
01-Jan-95
25
207
68
T 923 AVU
Toyota
01-Jan-89
25
208
34
T 925 BZA
Toyota
01-Jan-03
26
209
126
T 926 BND
Toyota
01-Jan-98
25
210
91
T 933 AAZ
Toyota
01-Jan-95
31
211
39
T 933 CSK
Toyota
01-Jan-96
26
212
57
T 936 ALL
Toyota
01-Jan-93
31
213
48
T 954 BFE
Toyota
01-Jan-97
28
214
129
T 955 BBW
Toyota
01-Jan-00
25
215
105
T 961 AVR
Nissan
01-Jan-91
25
216
112
T 967 ACZ
Toyota
01-Jan-96
31
217
99
T 970 BYA
Toyota
01-Jan-96
28
218
43
T 976 BKL
Toyota
01-Jan-96
25
219
71
T 992 BAD
Toyota
01-Jan-97
25
220
12
T107BBE
Toyota
01-Jan-06
26
221
71
T112BHE
Mitsubishi
01-Jan-97
25
222
21
T114ARN
Isuzu
01-Jan-86
26
223
36
T114BUY
Mitsubishi
01-Jan-11
41
224
120
T115AQB
Isuzu
01-Jan-88
26
225
51
T115BTT
Nissan
01-Jan-91
29
226
68
T123BRD
Mitsubishi
01-Jan-96
27
227
111
T128BCH
Nissan
01-Jan-89
29
Page 128
228
42
T130ACN
Toyota
01-Jan-94
31
229
56
T130AMQ
Toyota
01-Jan-95
31
230
104
T140BNL
Nissan
01-Jan-89
25
231
90
T153ARV
Toyota
01-Jan-91
30
232
63
T153BEA
Toyota
01-Jan-96
26
233
134
T165CLR
Toyota
01-Jan-95
25
234
83
T168BAU
Toyota
01-Jan-07
28
235
5
T171BGU
Nissan
01-Jan-92
26
236
116
T174BDN
Nissan
01-Jan-96
25
237
79
T176CAS
Toyota
01-Jan-05
28
238
110
T178ABF
Isuzu
01-Jan-84
25
239
19
T178BXD
Nissan
01-Jan-93
25
240
108
T181ABF
Toyota
01-Jan-95
31
241
29
T184ATN
Toyota
01-Jan-94
31
242
101
T193BCG
Toyota
01-Jan-97
29
243
82
T197BRH
Toyota
01-Jan-92
25
244
22
T203 BAB
toyota
01-Jan-96
25
245
35
T203AUZ
Toyota
01-Jan-92
25
246
26
T205BRG
Toyota
01-Jan-97
25
247
29
T208AWE
Toyota
01-Jan-90
25
248
36
T208AXX
Toyota
01-Jan-98
26
249
66
T210CPW
Mitsubishi
01-Jan-92
28
250
102
T211BEM
Nissan
01-Jan-06
25
251
61
T212AAV
Toyota
01-Jan-88
25
252
100
T213BBU
Toyota
01-Jan-06
25
253
114
T214AFM
Toyota
01-Jan-89
30
254
91
T216BXJ
Toyota
01-Jan-03
25
255
50
T222AAZ
Toyota
01-Jan-93
31
256
83
T226ACE
Toyota
01-Jan-94
30
257
141
T230BQC
Nissan
01-Jan-89
24
258
108
T236BSD
Toyota
01-Jan-97
26
259
49
T237ACV
Toyota
01-Jan-96
31
260
61
T237BEY
Isuzu
01-Jan-93
33
261
24
T238BKN
Toyota
01-Jan-96
25
262
122
T241AVK
Toyota
01-Jan-96
25
263
76
T241CJX
Mitsubishi
01-Jan-12
41
264
72
T244CJX
Skyline
01-Jan-12
41
265
136
T246BFK
Mitsubishi
01-Jan-96
26
266
19
T247AUE
Nissan
01-Jan-96
26
267
41
T247AVW
Toyota
01-Jan-93
31
268
63
T251BRT
Toyota
01-Jan-90
25
269
35
T251CAH
Mitsubishi
01-Jan-11
41
270
73
T251CJX
Skyline
01-Jan-12
41
271
91
T261AWS
Mitsubishi
01-Jan-95
55
272
86
T271ACK
Toyota
01-Jan-96
31
273
67
T275BZL
Mitsubishi
01-Jan-04
25
Page 129
274
15
T278AFB
Toyota
01-Jan-95
31
275
55
T282APL
Isuzu
01-Jan-88
29
276
43
T282CSM
Toyota
01-Jan-98
26
277
123
T290AQY
Isuzu
01-Jan-91
25
278
109
T293BBD
Hino
01-Jan-04
29
279
47
T296ADQ
Isuzu
01-Jan-99
20
280
93
T302BDF
Hino
01-Jan-92
29
281
33
T302BEQ
Nissan
01-Jan-99
25
282
74
T302BJA
Hino
01-Jan-87
25
283
104
T313BAF
Toyota
01-Jan-06
25
284
44
T316AUN
Isuzu
01-Jan-89
28
285
119
T319BCC
Toyota
01-Jan-96
29
286
137
T323ARK
Toyota
01-Jan-94
26
287
131
T333CHG
Toyota
01-Jan-94
28
288
85
T337BJX
Toyota
01-Jan-97
25
289
115
T337BKN
Nissan
01-Jan-90
29
290
117
T338BEX
Nissan
01-Jan-91
30
291
97
T343ACB
Toyota
01-Jan-93
31
292
90
T343BHK
Hino
01-Jan-90
29
293
54
T348BJZ
Nissan
01-Jan-84
29
294
66
T351BLZ
Nissan
03-Oct-14
26
295
125
T353AXM
Nissan
01-Jan-89
25
296
4
T362CSN
Nissan
01-Jan-91
26
297
80
T377ADR
Toyota
01-Jan-92
31
298
139
T380ACX
Toyota
01-Jan-95
31
299
77
T381CJC
Mitsubishi
01-Jan-12
41
300
7
T385BET
Toyota DCM
01-Jan-96
31
301
105
T386BJL
Hino
01-Jan-97
29
302
135
T395CUY
Toyota
01-Jan-92
28
303
78
T400AFS
Toyota
01-Jan-96
31
304
64
T400BBB
Toyota
01-Jan-05
29
305
33
T402 CQB
Nissan
01-Jan-89
29
306
84
T407AAV
Toyota
01-Jan-90
28
307
132
T407CDG
Toyota
01-Jan-04
25
308
10
T425BGR
Toyota
01-Jan-97
25
309
122
T425CGR
Mitsubishi
01-Jan-91
28
310
124
T426BVT
Mitsubishi
01-Jan-91
26
311
38
T430BXD
Mitsubishi
01-Jan-11
41
312
129
T432BQU
Nissan
01-Jan-92
26
313
94
T440BAZ
Toyota
01-Jan-97
20
314
58
T441ARG
Toyota
01-Jan-90
25
315
31
T456BTY
Toyota
01-Jan-02
25
316
70
T458CJP
Skyline
01-Jan-12
41
317
117
T460BBV
Toyota
01-Jan-05
28
318
9
T460BRZ
Nissan
01-Jan-89
29
319
71
T460CJP
Skyline
01-Jan-12
41
Page 130
320
45
T469CJF
Toyota
01-Jan-95
28
321
102
T480BEX
Nissan
01-Jan-07
29
322
54
T491ACN
Toyota
01-Jan-95
31
323
18
T496AWR
Toyota
01-Jan-06
36
324
89
T496BJR
Toyota
01-Jan-98
25
325
138
T498AQL
Toyota
01-Jan-95
25
326
92
T508CNZ
Toyota
01-Jan-96
25
327
106
T513BLA
Hino
01-Jan-95
29
328
13
T514AUV
Toyota
01-Jan-90
29
329
65
T515BJL
Toyota
01-Jan-93
25
330
6
T517BHN
Nissan
01-Jan-91
25
331
96
T519BDU
Mitsubush
01-Jan-98
26
332
101
T520BEM
Mitsubishi
01-Jan-97
25
333
62
T528BZG
Toyota
01-Jan-97
26
334
127
T528BZW
Nissan
01-Jan-04
30
335
145
T534AHL
Isuzu
01-Jan-88
25
336
5
T535ADN
Toyota
01-Jan-96
31
337
50
T536BWR
Toyota
01-Jan-04
25
338
94
T550BUZ
Hino
01-Jan-02
25
339
33
T553BHT
Toyota
01-Jan-06
26
340
97
T558BCQ
Toyota
01-Jan-95
25
341
143
T562AWP
Nissan
01-Jan-93
25
342
110
T564CRY
Hino
01-Jan-93
26
343
103
T566BAB
Nissan
01-Jan-06
29
344
4
T573CLZ
Nissan
01-Jan-93
26
345
126
T575BSB
Nissan
01-Jan-91
25
346
100
T577BGL
Mitsubishi
01-Jan-96
25
347
38
T581BWS
Toyoya
01-Jan-03
25
348
115
T588BYB
Nissan
01-Jan-04
29
349
70
T588CSN
Mitsubishi
01-Jan-94
28
350
32
T595ABK
Nissan
01-Jan-87
26
351
37
T599CAS
Mitsubishi
01-Jan-11
41
352
52
T603ACC
Toyota
01-Jan-96
31
353
80
T603BJN
Toyota
01-Jan-96
25
354
11
T616BCY
Nissan
01-Jan-93
25
355
109
T617AAB
Toyota
01-Jan-90
25
356
40
T619BHV
Toyota
01-Jan-90
25
357
34
T624CSH
Eicher
01-Jan-13
41
358
58
T627AHZ
Isuzu
01-Jan-95
26
359
17
T638ARE
Toyota
01-Jan-96
31
360
76
T642AEM
Toyota
01-Jan-84
25
361
20
T656AAA
Isuzu
01-Jan-91
24
362
116
T657BEX
Nissan
01-Jan-94
29
363
64
T659CEB
Mitsubishi
01-Jan-04
26
364
43
T660AZC
Nissan
01-Jan-06
25
365
92
T663BHQ
Hino
01-Jan-95
29
Page 131
366
98
T669BJW
Toyota
01-Jan-97
26
367
88
T670AFB
Toyota
01-Jan-90
29
368
88
T674BJN
Toyota
01-Jan-98
25
369
9
T680BBA
Toyota
01-Jan-06
27
370
75
T680CJD
Mitsubishi
01-Jan-12
41
371
81
T681 BZY
Toyota
01-Jan-05
29
372
99
T681CTC
Eicher
01-Jan-13
41
373
87
T686 AXA
Toyota
01-Jan-93
28
374
11
T687AXP
Toyota
01-Jan-92
25
375
37
T695CPB
Toyota
01-Jan-98
26
376
46
T703BEB
Nissan
01-Jan-85
28
377
12
T706CRM
Tata
01-Jan-13
40
378
69
T707CJD
Mitsubishi
01-Jan-12
41
379
13
T709CRM
Tata
01-Jan-13
40
380
96
T713ACA
Toyota
01-Jan-94
31
381
21
T714BCD
Toyota
01-Jan-96
26
382
81
T716APA
Toyota
01-Jan-96
31
383
111
T717AAM
Toyota
01-Jan-91
26
384
39
T719ACX
Toyota
01-Jan-95
31
385
25
T724BPN
Toyota
01-Jan-84
29
386
60
T730BBT
Toyota
01-Jan-05
29
387
49
T731AKM
Isuzu
01-Jan-89
25
388
79
T734AEF
Toyota
01-Jan-95
31
389
121
T747BAP
Toyota
01-Jan-06
25
390
107
T748CDB
Toyota
01-Jan-95
25
391
39
T752AZE
Isuzu
01-Jan-06
28
392
124
T757BEP
Toyota
01-Jan-96
28
393
69
T759BUL
Mitsubishi
01-Jan-91
28
394
32
T776BMA
Nissan
01-Jan-94
25
395
46
T776BSJ
Toyota
01-Jan-97
25
396
82
T782AEZ
Toyota
01-Jan-96
31
397
95
T789AFU
Toyota
01-Jan-88
24
398
40
T790ANA
Toyota
01-Jan-96
31
399
57
T791ANJ
Isuzu
01-Jan-98
29
400
84
T798BAN
Toyota
01-Jan-95
26
401
74
T800CJL
Mitsubishi
01-Jan-12
41
402
30
T803BDZ
Toyota
01-Jan-86
29
403
89
T804AEA
Toyota
01-Jan-90
25
404
55
T804AGG
Toyota
01-Jan-96
31
405
24
T804BVF
Toyota
01-Jan-88
26
406
103
T810CBB
Nissan
01-Jan-98
25
407
59
T813BRV
Toyota
01-Jan-94
25
408
113
T817AVW
Mitsubishi
01-Jan-96
28
409
106
T818BZV
Toyota
01-Jan-03
26
410
34
T824AYV
Nissan
01-Jan-95
26
411
81
T826BJG
Toyota
01-Jan-95
25
Page 132
412
120
T828AYN
Toyota
01-Jan-88
25
413
128
T832BSJ
Toyota
01-Jan-91
25
414
20
T833BQE
Nissan
01-Jan-90
25
415
52
T834BFC
Toyota
01-Jan-06
29
416
48
T837AZD
Toyota
01-Jan-99
29
417
65
T849AWV
Toyota
01-Jan-91
26
418
133
T850CEH
Mitsubishi
01-Jan-04
24
419
85
T865AJT
Toyota
01-Jan-95
31
420
59
T866APY
Isuzu
01-Jan-83
26
421
41
T868BUA
Toyota
01-Jan-92
25
422
87
T870AJF
Toyota
01-Jan-95
31
423
130
T870CND
Mitsubishi
01-Jan-95
28
424
140
T872BNV
Nissan
01-Jan-89
27
425
78
T873CJL
Mitsubishi
01-Jan-12
41
426
14
T875CKS
Tata
01-Jan-13
40
427
77
T880BCZ
Nissan
01-Jan-99
29
428
23
T882BFA
Isuzu
01-Jan-86
26
429
118
T883BDV
Toyota
01-Jan-90
26
430
22
T896AFQ
Isuzu
01-Jan-87
26
431
53
T903ALG
Nissan
01-Jan-85
26
432
73
T903BFB
Nissan
01-Jan-88
26
433
144
T907AVW
Toyota
01-Jan-91
28
434
57
T908CAJ
Nissan
01-Jan-04
26
435
30
T921BAP
Toyota
01-Jan-95
25
436
35
T929 BZA
toyota
01-Jan-03
26
437
44
T931BYY
Nissan
01-Jan-88
29
438
121
T934ASN
Isuzu
01-Jan-87
26
439
48
T938AZY
Nissan
01-Jan-05
25
440
25
T940BFN
Toyota
01-Jan-98
25
441
105
T941BXS
Toyota
10-Jan-03
25
442
18
T943AZG
Isuzu
01-Jan-85
26
443
99
T949AEJ
Isuzu
01-Jan-88
25
444
119
T950BCG
Nissan
01-Jan-92
23
445
47
T953AZT
Toyota
01-Jan-94
25
446
107
T954AUW
Toyota
01-Jan-86
25
447
113
T955BXA
Toyota
01-Jan-84
28
448
86
T963AFU
Toyota
01-Jan-92
26
449
72
T963BMM
Mitsubishi
01-Jan-93
29
450
53
T964 BQC
Totota
01-Jan-98
25
451
112
T967BCE
Isuzu
01-Jan-93
29
452
123
T973BNQ
Nissan
01-Jan-94
25
453
6
T975BHC
Nissan
01-Jan-89
26
454
28
T980CHY
Nissan
01-Jan-89
26
455
142
T981ASX
Toyota
01-Jan-92
25
456
67
T982BDE
Toyota
01-Jan-90
26
457
68
T982CNA
Toyota
01-Jan-90
26
Page 133
458
7
T985CSB
Toyota
01-Jan-97
29
459
112
T986CEZ
Nissan
01-Jan-04
30
460
95
T993BCY
Hino
01-Jan-94
25
461
87
T996BAV
Toyota
01-Jan-97
26
Page 134
ANNEX 7:
DRIVER’S INFORMATION
Page 135
ANNEX 7: DRIVER’S INFORMATION
First Name
Last Name
Wazeer Yusufu
Hanein
Afred .Y.
Age
LicenceNo
Education Level
38
4000678023
Form Four
Nyagawa
36
046058
Form Four
Elbarick
Mgata
34
4000009859
Form four
Jackson Titus
Makombe
29
4000029720
Form Four
Suleiman .M.
Said
37
4000056242
Form Four
Seleman Salum
Namkanyaga
35
4000057932
Form Four
Sadick Salim
Sadick
32
4000074002
Form Four
Abdallah Omar
Suleiman
34
4000077180
Form Four
Mussa Bon
Wapalila
40
4000080370
Form Four
Salum
Katuma
35
4000081362
Form Four
Iddi I.
Ally
28
4000096148
Form Four
Charles
Ngwambi
30
4000097864
Form four
Hagai Jessey
Ngowi
35
4000106096
Form Four
Samwel Mrisho
Nicholaus
37
4000114445
Form Four
Peter Francis
Bongole
34
4000121909
Form Four
Hassan Seleman
Juma
39
4000127167
Form Four
Gwantwa F
Mwaikambo
39
4000130465
Form Four
Said Mohamed
Ally
33
4000139852
Form Four
Boma.C.
Boma
30
4000150687
Form four
Rajabu Hussein
Ally
44
4000153578
Form Four
Deus Bazil
Mosha
44
4000159774
Form Four
Rumara Hussein
Majogoro
34
4000169324
Form Four
Juma Mrisho
Samatogwa
40
4000169919
Form Four
Omary A
Juma
32
4000181996
Form Four
Ally
Kopa
45
4000192333
Form Four
Mathias Frimini
Masae
37
4000204299
Form Four
Selemani Haruni
Farahani
40
4000208709
Form Four
Venant
lugemamu
29
4000230408
Form Four
Omar Juma
Faki
47
4000234224
Form Four
Alawi Omary
Kabelwa
45
4000249954
Form Four
Omari S
Mwangoto
48
4000251703
Form Four
Denis.D.
Chiganga
31
4000251917
Form Four
Dominick Chalo
Msaka
35
4000260800
Form Four
Athumani H
Msakati
39
4000260853
Form Four
Peter E
Miyungwa
53
4000261341
Form Four
Page 136
Wilson M
Mmbaga
19
4000280305
Form Four
Abasi Hassani
Athumani
36
4000282526
Form four
Rajabu S
Msangi
37
4000298599
Form Four
Christopher Adelini
Massawe
33
4000305830
Form Four
Salehe Mussa
Selemani
37
4000311383
Form four
Mahimbo John
Samweli
38
4000323403
Form Four
Moses Obadiah
Teikya
26
4000335130
Form Four
Haruna Ramadhani
Muro
40
4000350059
Form Four
Richard Hassan
Oda
29
4000355063
Form Four
Mohamed S
Sultan
38
4000355698
Form Four
Hamadi Hassani
Munisi
52
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Form Four
Alex
Naftari
37
4000393294
Form Four
Peter
Msangi
30
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Form Four
Charles Noel
Swai
28
4000394042
Form Four
Mohamed Omary
Kibwana
44
4000396863
Form Four
Sarai Juma
Kibwana
42
4000405922
Form Four
Omari Rashidi
Saidi
30
4000405926
Form Four
Isihaka
Muhimba
28
4000409668
Form Four
Tofiki S
Ndosi
27
4000414532
Form Four
Gideon
Chilongani
33
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Form four
Tumaini
Kitende
37
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Form four
Robert Martin
Marobana
38
4000578747
Form Four
Omari Mohamed
Daffa
45
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Form Four
Deogratius
Costantino
Kundy
41
4000631410
Form Four
Hassani H
Hassani
48
4000645037
Form Four
Vasco Hamza
Abdallahman
31
4000645836
Form Four
Sweetbart Lameck
Chilewa
40
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Form Four
Rasuli Rajabu
Mgalla
39
4000696423
Form Four
Yusuph
Mgaza
30
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form four
Innocent F
Lyimo
27
4000743718
Form Four
James
Kusekwa
37
4000778146
Form four
Mbwana Ally
Kibavu
35
4000812121
Form Four
Hamisi .B.
Bakari
38
4000847042
Form Four
Christopher J
Allen
34
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Form Four
Godfrey Ezekia
Mwaile
34
4000874667
Form Four
Riziwani Hamadi
Shabani
28
4000877853
Form Four
Page 137
Shabani Mohammed
Chembela
25
4000885361
Form Four
Sultani Hemedi
Saidi
32
4000956958
Form Four
Abdurahman Imadi
Rajabu
39
4001011581
Form Four
kadili
Salehe
38
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Form Four
Bakari Mohamed
Ngondo
44
4001038694
Form Four
Hamis
Malala
44
4001058841
Form Four
Ally Ally
Kathende
40
4001071245
Form Four
Abdul Ahmed
Abdu
32
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Form Four
Edwin Zakayo
Matwi
32
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Form Four
George John
Kimaro
30
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Form four
Salim Said
Salim
38
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Form Four
Mwinyi H
Simba
32
4001358898
Form Four
Salehe H
Selasela
33
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Form Four
Said Abdallah
Mtembezi
36
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Form Four
Omary Chande
Msafiri
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Form Four
Nasoro Ramadhani
Choga
39
4001433816
Form four
Fredrick Justine
Katikisha
32
4001470828
Form Four
Amin Rashid
Shaban
27
4001820774
Form Four
Ernest Philipo
Mungure
31
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Form Four
Amir .A.
Ramadhani
32
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Form two
Omar
Nuga's
24
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Form Two
Wakati N
Jum
32
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Primari
Saidi .H.
Makono
55
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Primary
Godfrey Ambangile
Bughali
43
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Primary
Jumanne
Kajembe
44
4000015723
Primary
Julius
Munisi
38
4000016557
Primary
Ernest Nichols
Mbwana
47
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Primary
Phillip.F.
Maganga
45
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Primary
Athumani K
Mpoto
17
4000029902
Primary
Hamisi Said
Mbunde
45
4000030459
Primary
Khamis Nassor
Omar
42
4000033283
Primary
Mmola
Ramadhani
29
4000035094
Primary
Ramadhani Rashidi
Mwinyimvua
54
4000039508
Primary
Lucas
Fuko
35
4000043046
Primary
Abasi Twaibu
Masudi
39
4000045870
Primary
Sudi Fesali
Kinguju
34
4000045906
Primary
Hamisi Mohamed
Mtozele
44
4000051765
Primary
Page 138
Nurdini Likuse
Kessy
40
4000052444
Primary
Amiri Juma
Madiwa
37
4000052491
Primary
Hussen Hamad
Munisi
29
4000052755
Primary
Said .A.
Hamidi
55
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Primary
Isack M
Laituni
38
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Primary
Juma Husseni
Chovu
39
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Primary
Florid Y
Kweka
35
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Primary
Khalfan Rajabu
Ngozi
50
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Primary
Jesse .M.
Swebe
45
4000059739
Primary
Omary .J.
Saleh
38
4000066063
Primary
Madaraka Dotto
Saburi
34
4000067591
Primary
Ramadhani Athumani
Rawa
35
4000067830
Primary
James H.
Kibanga
38
4000067860
Primary
Omary Mohamed
Umwagala
40
4000068742
Primary
Mohamed H.
Debwe
46
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Primary
Hassan Selemani
Bakari
34
4000070460
Primary
Angolile Malaki
Nsemwa
36
4000070509
Primary
Issa
Zowo
43
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Primary
Ramadhani
Kondo
36
4000074408
Primary
Juma Basili
Manjoli
41
40000749027
Primary
Issa Athuman
Omary
33
4000078471
Primary
Ally A.
Kaleya
33
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Primary
Sabri Abahamani
Darusi
37
4000082354
Primary
Said .S.
Pangahela
37
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Primary
Miraji A
Mpakani
35
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Primary
Nicolaus W
Kimaro
37
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Primary
Melkior F
Joseph
52
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Primary
Haruna Mrisho
Rashidi
41
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Primary
Hassan A
Bushiri
37
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Primary
Rajabu S
Chima
37
40001048096
Primary
Selemani R
Shabani
35
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Primary
Hussein Mohamed
Sheshe
30
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Primary
Hamisi Rajabu
Makarani
37
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Primary
Sospeter C
Kifutumo
32
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Primary
Hosiana Kasyama
Mallema
34
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Primary
Jafari
Kondo
34
4000108029
Primary
Alex Eliamini
Chuwa
53
4000108046
Primary
Page 139
Mohamed .A.
Rajabu
37
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Primary
Rajabu M
Athumani
35
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Primary
Rahisi J
Namnauka
34
4000110185
Primary
Godfrey B.
Mlelwa
34
4000112119
Primary
Mussa M
Mbwando
60
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Primary
Abdallah Iddi
Sinde
51
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Primary
Elias J
Mchenjigwawa
49
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Primary
Bakari H
Salum
33
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Primary
Godifrey
Rwekaza
40
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Ally .S.
Mohamed
43
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Primary
Ally
Athumani
38
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Primary
Haji I
Massoud
33
4000122079
Primary
Salumu Kundra
Msumi
26
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Primary
Muss J
Salum
50
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Primary
Selemani.A.
Yusuph
29
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Primary
Salehe Saidi
Kigomba
35
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Primary
Sharif
Mwalim
36
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Primary
Mawazo .M.
Kadinda
44
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Primary
Mohamed S
Undi
36
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Primary
Hemedi
Hayeshi R
39
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Primary
Ayub .H.
Ayub
44
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Primary
Yasin Iddi
Makame
46
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Primary
Hemed
Abdallah
35
4000138658
Primary
Omary Hamisi
Salim
42
4000139028
Primary
Said Othman
Said
50
4000139283
Primary
Florian Vitalis
Duwe
43
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Primary
Victor A
Maftah
40
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Primary
Ramadhani Muhidini
Nembo
34
4000148074
Primary
Masale .J.
Masale
33
4000148528
Primary
Mdathilu
Hassani
33
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Primary
Said Mohamed
Idaros
29
4000149872
Primary
Abdallah
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47
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Robert
Barabara
42
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Primary
Goglivini S
Malamsha
31
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Primary
Ashirafu Fadhili
Kimaro
37
4000154754
Primary
Miraji A
Somboja
29
4000155013
Primary
Gerald
Ngonga
54
4000157203
Primary
Page 140
Sudy
Mizozo
30
4000158196
Primary
Rodrick
Hankungwe
30
4000162543
Primary
Shabani Idrisa
Amiri
32
4000163242
Primary
Ibrahim Abdallah
Dikani
31
4000164068
Primary
Hamisi Chaurembo
Matu
47
4000164555
Primary
Rashid B
Ndossa
39
4000166501
Primary
Menrady C
Komba
36
40001668675
Primary
Salum Bakari
Haule
44
4000167760
Primary
Juma Mohamed
Nassoro
34
4000169396
Primary
Ally .M.
Ally
30
4000170054
Primary
Nassoro Seif
Mohamed
46
4000171039
Primary
Rajab .A.
Abdallah
45
4000172537
Primary
Omari Selemani
Bakari
40
4000173381
Primary
Khalifa Abdilahi
Kimaro
29
4000173541
Primary
Rajabu Shabani
Idd
34
4000175308
Primary
Allam Zamini
Mrutu
26
4000177045
Primary
David D
Muvinile
29
40001827778
Primary
Amani Shabani
Ramadhani
31
4000185455
Primary
Amasha Rajabu
Temihanga
33
4000192657
Primary
Mario Daniel
Mahundi
50
4000194572
Primary
Julius P
Masawe
25
4000197737
Primary
Raphael Maneno
Mnyaliva
35
4000198971
Primary
Idd Juma
Pogonyo
32
4000200345
Primary
Rogers Shembilu
Semhando
59
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Primary
Austin V
Hugo
42
4000207048
Primary
Iddy .J.
Sima
45
4000209447
Primary
Thomas P
Kitindi
32
4000217064
Primary
Halid H
Swai
29
40002226279
Primary
Rajabu Mohamed
Mkude
39
4000222847
Primary
Hamis
Magumbo
36
4000226014
Primary
Adamson Sambo
Mwakipome
48
4000229666
Primary
Ally .S.
Abdallah
42
4000244426
Primary
Salum M
Ngwabi
60
4000245014
Primary
Mohamedi Yusufu
Nzogo
40
4000246114
Primary
Michael Joseph
Makuo
30
4000247198
Primary
Husseni .H.
Chacha
38
4000249759
Primary
Ally Ramadhani
Salehe
36
4000249958
Primary
Page 141
Yudatadei Roman
Kweka
32
4000250269
Primary
Agapiti Jacob
Mauki
38
4000251347
Primary
Karim Ahmad
Senga
37
4000253685
Primary
Elikana William
Masengeka
48
4000256048
Primary
Nassor
Mtenya
31
4000256293
Primary
Shaban A
Kilokelo
39
4000256425
Primary
Issa Ramadhani
Kapalam
61
4000256640
Primary
Yusufu .H.
Abdallah
40
4000256737
Primary
Iddi Daudi
Shabani
44
4000257585
Primary
Festo Francis
Njau
51
4000257594
Primary
Abdallah Amiry
Mohamedi
41
4000258429
Primary
Haji Omari
Shekiomboo
36
4000258661
Primary
Sufian Bakari
Sufian
33
4000258989
Primary
Juma M
Mkanga
39
4000259430
Primary
Elimringi .L.
Kweka
34
4000260640
Primary
Sadiki .S.
Salehe
36
4000261623
Primary
Bosco
Massawe
33
4000262720
Primary
Mtoro Saidi
Kondo
40
4000264069
Primary
Omary .A.
Omary
57
4000264471
Primary
Ramadhani Hassam
Ally
34
4000265045
Primary
Ismail Samweli
Mpoliki
28
4000265525
Primary
Wilson Joseph
Mbwambo
35
4000268456
Primary
Hussein Lakaten
Salum
28
4000269112
Primary
Hamisi Bakari
Saidi
33
4000269266
Primary
Hassani
Madunda
41
4000269927
Primary
Kassim
Mnete
44
4000270600
Primary
Charles Ngaya
Swai
48
4000270650
Primary
Fedi N
Iddi
37
4000272713
Primary
Munta
Suo
38
4000272983
Primary
Muktari
Adinani
39
4000273000
Primary
Mfaume Salehe
Mangosongo
40
4000278189
Primary
Ally Adam
Iddi
35
4000278198
Primary
Sadiki O.
Kukela
36
4000280348
Primary
Ombeni Gamalile
Swai
43
4000281202
Primary
Boniface
Masiku
42
4000281968
Primary
Swai Yobu
Martin
39
4000284340
Primary
Page 142
Hassani
Abdarahamani
Kweka
27
4000286476
Primary
Iddi Yusufu
Mtopea
33
4000286803
Primary
Makame
Mashaka
48
4000288014
Primary
Juma Mohamedi
Mminge
57
4000293543
Primary
Vedasto
Mumba
35
4000294724
Primary
Ramadhani Rashidi
Mwongo
31
4000296303
Primary
Jafari
Sultani
43
4000296646
Primary
Salim Haridi
Mkuna
33
4000297939
Primary
Jumaa Omari
Salehe
29
4000303968
Primary
Athumani .H.
Ally
35
4000305120
Primary
Okella
Ntazimila
42
4000310580
Primary
Boniface
Chikolo
44
4000311387
Primary
Azizi Athumani
Ngalawa
42
4000312966
Primary
Alhaji Ramadhani
Mhombo
29
4000315316
Primary
Omari.H.
Issa
39
4000317202
Primary
Daniel D
Nyagawa
23
4000319805
Primary
Juma A
Mngazija
45
4000321227
Primary
Hamisi Ally
Nangwawa
38
4000321995
Primary
Hussein .A.
Habibu
33
4000329745
Primary
Rajabu .A.
Omari
41
4000333355
Primary
Mohamedi .M.
Umbe
49
4000335086
Primary
Rajab
Mvaa
36
4000336629
Primary
Alfani
Rimbanga
46
4000341130
Primary
Rajabu J
Ramadhan
44
4000343426
Primary
Omari W
Juma
35
4000347049
Primary
Eliud .S.
Mwakibinga
35
4000349976
Primary
Mwinyigoa
Rajabu
42
4000351742
Primary
Mohamedi S.
Mzengele
33
4000353901
Primary
Nassoro Abdallah
Mtwange
26
4000355482
Primary
Msafiri C.
Mhando
34
4000358646
Primary
Bakari Omari
Shabani
34
4000360507
Primary
Athumani .A.
Yusufu
31
4000361289
Primary
Pardon
Msokwa
48
4000362896
Primary
Mussa Ally
Rajabu
38
4000362966
Primary
Iddi Abdallah
Halfan
31
4000363880
Primary
Saidi Mohamedi
Saidi
32
4000366249
Primary
Page 143
Mohamedi .M.
Amiri
34
4000369215
Primary
Ramadhani Juma
Mbilu
35
4000370650
Primary
Husseini H
Athumani
32
4000377445
Primary
Mohamedi
Kindamba
47
4000380632
Primary
Mzee
Mputo
44
4000382259
Primary
Salum A
Salimu
37
4000382324
Primary
Hamza S
Ndossy
30
40003842296
Primary
Bashiri Abdu
Murusari
38
4000385409
Primary
Hamisi
Magawa
34
4000385432
Primary
Abdallah Shabani
Kaoneka
29
4000387598
Primary
Clemenci Bemo
Mallya
41
4000388025
Primary
Salim
Changalima
41
4000388919
Primary
Hassani Juma
Ally
31
4000389039
Primary
Ernest .M.
Mohamed
38
4000389360
Primary
Iddi M
Masare
31
4000391413
Primary
Kassim Mohamed
Mwanga
41
4000392991
Primary
Amili
Kibila
46
4000393672
Primary
Daniel Evarist
Kessy
37
4000393758
Primary
Joseph
Debu
40
400039534
Primary
Haufi Yahya
Ngole
48
4000395761
Primary
Dunga Juma
Dunga
30
4000397683
Primary
Athumani K
Juma
35
4000397726
Primary
Hassan .A.
Shaban
45
4000399568
Primary
Chemchemu
Ibrahimu
Mkindi
32
4000407144
Primary
Rajabu Juma
Ramadhani
34
4000407314
Primary
Haji Mponda
Machano
44
4000408462
Primary
Said J
Kashinde
41
4000410284
Primary
Emmanuel Cyprian
Masia
43
4000412397
Primary
Kitulo
George
34
4000430154
Primary
Adinani .A.
Bakari
36
4000432393
Primary
Athumani H
Athumani
35
40004366225
Primary
David J
Mwaimu
26
4000448547
Primary
Haji Bakary
Kombo
32
4000472462
Primary
Raymond John
Nondo
42
4000490511
Primary
Ally .W.
Ramadhani
38
4000490687
Primary
Shukrani Bakari
Ibrahim
33
4000490735
Primary
Page 144
Hamisi Juma
Shomari
42
4000508105
Primary
Emmanuel Samson
Mayunga
29
4000517201
Primary
Abdallah
Chamba
30
4000533576
Primary
Rajabu A
Kawago
47
4000535996
Primary
Hji M
Serenge
40
4000536542
Primary
Rajabu Mohamedi
Mkwazu
47
4000540588
Primary
Hemedi H
Salumu
45
4000549236
Primary
Shabani Yusuph
Tengulo
40
4000554439
Primary
Ramadhani Adam
Gody
33
4000554604
Primary
Hamfrey Jonathan
Kimaro
31
4000555078
Primary
James Jastin
Mbasha
26
4000562278
Primary
Hamisi Omari
Hanga
41
4000563642
Primary
Ramadhani
Hassani
47
4000568755
Primary
Othumani .A.
Meena
29
4000570633
Primary
Ally Hamisi
Mamba
36
4000579619
Primary
Yusuphu Salum
Mohamed
28
4000596826
Primary
Eliud M
James
43
4000616285
Primary
Christophar M.
Mbelwa
33
4000627014
Primary
Ally M
Abdalah
33
4000628998
Primary
Mohamed .M.
Juma
36
4000644706
Primary
Issa A
Mnyonge
37
400064783
Primary
Athumani A
Saidi
27
4000653045
Primary
Kssim M
Bakari
37
4000655157
Primary
Mrisho R
Rashid
37
4000656052
Primary
Frank A
Atanas
24
4000658329
Primary
Ramadhani Saidi
Onyesha
26
4000668885
Primary
Jackison
Kapinga
31
4000669090
Primary
Hafidhi.I.
Daud
38
4000670905
Primary
Juma A
Masudi
30
4000676072
Primary
Best Raphael
Danda
28
4000676947
Primary
Ramadhani .A.
Bakari
36
4000686499
Primary
Mbaraka S
Bunyige
28
4000689193
Primary
Yusuph K
Rwambo
40
4000689837
Primary
Ahmed S
Johari
36
4000707319
Primary
Zegge Selemani
Waziri
33
4000707661
Primary
Juma .A.
Kiwamba
45
4000707852
Primary
Juma Y
Kasasa
30
4000717379
Primary
Page 145
Hamdan Hamza
Shembili
42
4000723251
Primary
David Moris
Mwansasu
36
4000728188
Primary
Iddi .H.
Yusufu
30
4000731419
Primary
Lucas Fransis
Lachau
35
4000733206
Primary
Ally Mangara
Sijaona
29
4000734214
Primary
Hasanali .Y.
Shang'a
37
4000744565
Primary
Awadhi Hassani
Shekilindi
49
4000751464
Primary
Noely Anangisye
Mwasakamala
26
4000761712
Primary
Salehe
Kilenga
29
4000765623
Primary
Abdallah .M.
Jabiri
44
4000767560
Primary
Shaaban Abdallah
Samwenguo
42
4000780985
Primary
Issa .A.
Chumbi
40
4000786078
Primary
Salum .M.
Kombo
43
4000786699
Primary
Mgeni Ramadhani
Mgalamo
32
4000792487
Primary
Bashiru Iddi
Issaka
39
4000805836
Primary
Mohamed S
Mhina
33
4000814454
Primary
Willfred Fidelis
Ng'alukwa
29
4000815294
Primary
Laurent Samweli
Lika
34
4000823744
Primary
Juma Ramadhani
Ulomi
35
4000828962
Primary
Iddi M
Ally
38
4000837330
Primary
Eliya Japhet
Nyingi
26
4000839430
Primary
Ramadhani Saidi
Mlinde
32
4000850917
Primary
Bakari .S.
Bakari
35
4000851088
Primary
Huseni Mohamed
Hamza
46
4000852186
Primary
Hussein P
Bodeye
37
4000879179
Primary
Ally Mahad
Mtelela
24
4000890073
Primary
Saleh Ahmed
Mohsin
42
4000891910
Primary
Bakari H
Komola
32
4000892736
Primary
Yusuph Rashidi
Sabury
34
4000897242
Primary
Dismas D
Mligo
23
4000900214
Primary
Abisay H
Mzava
34
4000906536
Primary
Anas Nasibu
Ndossa
22
4000917911
Primary
Kassimu Selemani
Kizibo
35
4000918261
Primary
Omari Nassoro
Haji
37
4000920653
Primary
Ahmad Halid
Kanyimbi
40
4000933757
Primary
Zniali R
Kassim
28
4000938018
Primary
Marko N.
Urio
27
4000938086
Primary
Page 146
Andrea Stanstilaus
Luoga
32
4000940939
Primary
Salehe Adamu
Senga
34
4000946921
Primary
Jafari Shomari
Kitimu
37
4000947269
Primary
Richard Alexander
Mosha
44
4000964668
Primary
Moshi H
Shabani
34
4000964920
Primary
Yassini Ahamadi
Kawago
31
4000969378
Primary
Issa Salehe
Saidi
41
4000983185
Primary
Judika K
Masawe
26
4000995663
Primary
Ernest
Mollel
37
4001005101
Primary
Baraka D
Tayay
25
4001016545
Primary
Hussein S
Salehe
41
4001023431
Primary
Ramadhani Rashid
Yusuph
45
4001025762
Primary
Tizo
Ngolo
34
4001026044
Primary
Dotto H
Kahema
34
4001043453
Primary
Amani
Kirumbi
32
4001053310
Primary
Ramadhani .S.
Issa
36
4001054201
Primary
Haridi Rajabu
Msami
51
4001063361
Primary
Heck A
Lumato
31
4001083129
Primary
Azizi Munisi
Munisi
50
4001116972
Primary
Mustafa Athumani
Ramadhani
40
4001117411
Primary
Sdati O
Abdallah
39
4001132846
Primary
Abdalah R
Rajabu
29
4001170082
Primary
Haroun A
Kateti
49
4001191214
Primary
Amiri Sultani
Kussy
36
4001194243
Primary
Iddi Haji
Shoo
32
4001199509
Primary
Maneno .A.
Sudi
29
4001209397
Primary
Zaidi Salum
Zaidi
47
4001212825
Primary
Hashimu S
Mbega
37
4001253906
Primary
Alfred .R.
Mushi
48
4001258910
Primary
Ramadhani Athumani
Mbakana
34
4001259940
Primary
Aziz Zuber
Mngoma
23
4001274395
Primary
Juma Ismail
Abdala
48
4001277493
Primary
Amos James
Nyambega
37
4001304745
Primary
Hamisi Kibwana
Mrisho
26
4001329304
Primary
Lawrence Exaud
Shoo
43
4001372468
Primary
Juma S
Mchipugu
39
4001373594
Primary
Ebeneza
Mlay
45
4001389638
Primary
Page 147
Juma .S.
Abdallah
49
4001390930
Primary
Ashirazi .S.
Amiri
29
4001407242
Primary
Mussa Charema
Sudi
42
4001409769
Primary
Mashaka Issa
Korongo
44
4001409897
Primary
Jumanne William
Kibwana
30
4001411573
Primary
Ibrahim M
Swai
49
4001426842
Primary
Omari
Mtengela
34
4001454482
Primary
Mikidadi Pili
Maganga
34
4001467693
Primary
Issa
Kihimbwa
43
4001471120
Primary
Kassim S
Kimaro
44
4001471437
Primary
Arson Ludovick
Masawe
27
4001471475
Primary
Maulid Udora
Mwelea
38
4001482299
Primary
Boniphas Mathias
Likiweraki
48
4001486256
Primary
Hamza S
Swai
46
4001486740
Primary
Clemence
Kawale
51
4001490798
Primary
Salehe Athumani
Sungula
46
4001495440
Primary
Mfaume Shabani
Chanyau
37
4001535257
Primary
Rashidi
Mazengo
36
4001535465
Primary
Mohamed Daudi
Ndossy
42
4001586533
Primary
Athumani Juma
Masongwelo
29
4001606908
Primary
Ally M
Salim
39
4001636540
Primary
Mohamed Saidi
Magaba
40
4001668582
Primary
Shukuru Ahmadi
Salimu
30
4001690819
Primary
Mashaka Issa
Fifi
46
4001793880
Primary
Rajabu
Mahenge
37
4001795971
Primary
Hashim Athumani
Stambuli
36
4001833211
Primary
Selemani Waziri
Mohamedi
38
4001842993
Primary
Jitihada Dora
Mrisho
38
4001867459
Primary
Bahati M.
Mwendadi
39
4001896155
Primary
Salim S
Mruma
34
4002331907
Primary
Victor
Daniel
36
400281377
Primary
Sidi B
Mainda
46
4003133952
Primary
Page 148
ANNEX 8 -
OWNERS INFORMATION
Page 149
ANNEX 8 - OWNERS INFORMATION
S/n
First Name
Last
Name
Sex
Daladala main
or side
business
Views on BRT system
Interested in BRT
system
1
Athumani
Mauya
Male
Main
Good system
yes
2
Geofrey S
Mtweve
Male
Side
Good and progresive
yes
3
Vincent F
Wisso
Male
Main
Not sure of future
Not certain if I can
participate
4
Frank
Lyimo
Male
Side
Good system but wont solve
problem
yes
5
Kilasara J
Cristian
Male
Main
Worried of our position
Yes
6
Suleiman A
Abdul
Male
Main
Good but worried about the future
yes
7
Aimana D
Nkya
Male
Main
Nil
Yes
8
Iddi N
Iddi
Male
Main
Nil
Yes
9
Ignas F
Kang'omb
e
Male
Main
Nil
Yes
10
Nassor
Mohamed
Male
Main
Good system
Yes
11
Kassim S
Salehe
Male
Main
Not sure of what will happen
Yes
12
Sajala S
Mfinaqng
a
Male
Main
Not sure of the outcome
Yes
13
Sadik H
Ndosi
Male
Main
good project
Yes
14
Sabrina M
Suleiman
Male
Main
good project
Yes
15
Abdulrahman
A
Khamis
Male
Main
If owners given opportunity that is
practical they will participate
Yes
16
Ismail Y
Swai
Male
Main
Its good public transport system
Yes
17
Peter J
Faraji
Male
Main
If we are given good chance we will
participate
Yes
18
Furahisha J
Mvungi
Male
Main
Good system
Yes
19
Haji S
Sule
Male
Main
Good system for public trnsport
Yes
20
Issa S
Juma
Male
Main
Not sure it will solve the problem
Yes
21
Ame C
Ame
Male
Main
I think it is good for good
passengers
Yes
22
Kombo O
Sharif
Male
Main
Good system
Yes
23
Kichele C
Isarow
Male
Main
It will be good and effective
Yes
24
Ibrahim H
Seseme
Male
Main
Good project
Yes
25
Ally H
Ninga
Male
Main
Good for public transport
Yes
26
Asha M
Yusuf
Female
Main
It’s a welcomed project
Yes
27
Abbas I
Iddi
Male
Main
Good and interestig
Yes
28
Ibrahim M
Swai
Male
Main
Good system
Yes
29
Nakuvala M
Njeama
Male
Main
Good project
Yes
30
Mwanaharusi
H
Jarufu
Female
Main
Good but wont solve the problem
Yes
Page 150
31
Sauda R
Urassa
Female
Main
will reduce problems to commuters
Yes
32
Abdalah M
Diwani
Male
Main
Good system for public transport
Yes
33
Zahor M
Salum
Male
Main
Not happy with the system
Yes
34
Mohamed
Kassim
Male
Main
If govt show is serious to help
Yes
35
Mohamed
Bakari
Male
Main
Not happy with the project
Yes
36
Mohamed A
Mshana
Male
Main
Not happy with the project
Yes
37
Yusuf M
Kayombo
Male
Main
Not happy with the project
If the govt
enpowers
daladala owners
38
Ereneus E
Komba
Male
Main
Good project
Yes
39
Peter J
Faraji
Male
Main
Good system
Yes
40
Nasib M
Swai
Male
Main
Good but will still not solve the
problem
Yes
41
Peter J
Faraji
Male
Main
Good project for public transport
Yes
42
Mkunga
Investment
co Ltd
Main
It will contribute to solve transport
problem
Yes
43
Agnes W
Mahanga
Female
Main
Would not meet the demand
Yes
44
Jamina V
Henson
Female
Main
Good priject
Yes
45
Chuma
Male
Main
DART will not be able to operate all
feeder routes
Yes
46
Cathbet P
Male
Main
Good system but needs good
management
Yes
47
One way
enterprise
Main
Good system for public transport
Yes
48
Majuto A
Kingo
Male
Main
Good system
Yes
49
Ally M
Swai
Male
Main
Taking away our business
Yes
50
Mkuranga
Investment
co ltd
Main
Good system
Yes
51
Madanga S
Madanga
Male
Side
Good system of transport
Yes
52
Haruna S
Kapalamb
a
Male
Side
Good
Yes
53
Said T
Hamad
Male
Side
Good project
Yes
54
Kessi S
Ahmed
Male
Side
Will reduce travelling time to
commuters
Yes
55
Pravda S
Davda
Male
Main
good project
Yes
56
Satish P
Davda
Male
Main
Good for mass transit
Yes
57
George R
Mwaikam
bo
Male
Main
Good for urban transport
Yes
58
Amos D
Mkude
Male
Side
Public transport will be better
Yes
59
Bernard A
Mshana
Male
Main
Good
Yes
60
Keys Hotel
Limited
Main
Good
Yes
61
Mawazo T
Chaula
Male
Side
Good
Yes
62
Penina
Shikee
Female
Main
Good project
Yes
63
Salim M
Sharif
Male
Main
Suppression of the public
Yes
64
Hamisi W
Abdala
Male
Main
Suppresion 0f the public
Yes
Sawe
Page 151
65
Abdalla K
Ali
Male
Main
Suppresion of the public
Yes
66
Saad M
Abeid
Male
Main
Is good project
Yes
67
Omary A
Kichenge
Male
Main
Good
Yes
68
Suleiman
Salehe
Male
Main
Feeder roads should be improved to
ensure good access to DART
Yes
69
Rashid
Sangale
Maiba
Male
Main
It's good but I don't trust it will be of
help
Yes,but it will
depend of what
benefits I will get.
70
Masoud
Salum
Said
Male
Side
Good
yes
71
Ally
Masoud
Sultan
Male
Side
Good
yes
72
Merbo S
Haule
Female
Main
It is helpful
Yes
73
Rehema
Mosses
Losiru
Female
Main
Good
yes
74
Fenester
Msami
Kweka
Male
Main
Good if it will be continuously
yes
75
Rodney
Ndaro
Matage
Male
Main
Good
Yes
76
Dickson
Charles
Mbalafu
Male
Main
Good
Yes
77
Salehe
Issa
Gharib
Male
Main
good
yes
78
Gharib
Iddi
Ndoro
Male
Side
Good
yes
79
Noel
Samson
Gabba
Male
Main
Good
Yes
80
Veraxwood
Co.Ltd
Side
Good
yes
81
Geofrey
Mosi
Male
Main
good
yes
82
Rajabu
Yusuph
Said
Male
Main
Good
Yes
83
Iddi
Saidi
Bakari
Male
Main
Good
yes
84
Hassan Ishau
Abdallah
Main
It is good system
yes
85
Saidi Swedi
Kachenje
Male
Main
It is good
yes
86
Vitalis J
Mutagwa
ba
Male
Main
It is a good system but incase of
emergence what will be done?
Yes
87
Ramadhani
Haruni
Kione
Male
Main
it is good
yes
88
Joseph Moris
Kiraucha
Male
Main
It is a good system
It will depend on
the
agreements/qualif
ication to
participate
89
Patrick Aloyce
Lelo
Male
Side
It is a good system
yes
Page 152
90
Mkuranga
Investment
company
ltd
Male
Main
If it will succeed it will be good,but
the bus stations are not well planned
because it will be difficult for the
passenger to pass to the bus.
91
Neema Godson
Makule
Female
Main
It is a good system
yes
92
Mchongwa
Amiri
Msemo
Male
Main
It will affect the daladala owners
no
93
Elinihaki
Ramadhani
Mwanzia
Male
Main
It is a good system
yes
94
Shulika
Ankardi
Assenga
Male
Side
It is a good system
Yes
95
John Mwita
Chacha
Male
Main
It is a good system
yes
96
Augustine
Lyatonga
Mrema
Male
Side
we are been chased away from
daladala business
yes
97
Theodol Morce
Macha
Male
Side
We are been chased away from
daladala business
yes
98
Bravus Hagala
Ngonyani
Male
Side
It is a good system
yes
99
Spirian Joseph
Silayo
Male
Main
It is a good system
yes
100
Livingstone
Lameck
Chipindul
a
Male
Side
We are been chased away from
daladala business
yes
101
Hamadi
Hamadi
Said
Male
Main
good
no
102
Richard
August
Benedict
Male
Side
good
yes
103
Masoud
Khamis
Masoud
Male
Side
It is good system
yes
104
Asma Ali
Mwinyibo
hari
Female
Main
It is good system
yes
105
Jailani Shabani
Swai
Male
Main
it is a good system
yes
106
Erasto
Columban
Kanduta
Male
Main
It is a good system
yes
107
Peter Jonas
Faraji
Male
Main
It is good system
yes
108
Charles Moses
Macha
Male
Main
It is a good system
yes
109
Tabrani
Shabani
Kijino
Male
Main
It is a good system
yes
110
Abdulrahan
Amour
Khamis
Male
Main
Good system
yes
111
Said Mohamed
Said
Male
Main
Not good
yes
Page 153
No
112
Mohamed Idd
Kimolo
Male
Main
good
yes
113
Sharifa Said
Athuman
Female
Main
good
yes
114
Hamisi Yusufu
Maimu
Male
Main
good
no
115
Othman Sadiki
Kimaro
Male
Main
good
no
116
Abdulrahman
Amour
Khamis
Male
Main
Good
no
117
Othman S
Kimaro
Male
Main
good
yes
118
Issa
Yasini
Male
Main
Good
yes
119
Hamad
Kimaro
Male
Main
Good
yes
120
Hassan
Kassim
Male
Main
It is a good system
yes
121
Moh'd
Abdulrahman
Katib
Male
Main
It is a good system
yes
122
Hashim
Mwausi
Kihwelo
Male
Main
It is good
yes
123
Simon
John
Konga
Male
Main
I don't know
yes
124
Esther
Cosmas
Swai
Female
Side
Good
yes
125
Asha
Salum
Ibrahim
Female
Main
good
yes
126
Umulkulthum
Mohamed
Said
Male
Main
good
yes
127
Ludovick
Godson
Moshi
Male
Main
good
yes
128
Heriamini
Gibson
Kiwoli
Male
Side
It will help in reduce jam
yes
129
Helena
Kasimili
Fandi
Female
Main
Good
yes
130
Zida Trans
Enterprise
-
Main
It is a good system
yes
131
Rose
Thomas
Mapunda
Female
Main
Bad idea
Yes
132
Yususph
Selemani
Kimaro
Male
Main
Bad idea
yes
133
Abdullatif
Omar Haji
Male
Main
Bad idea
yes
134
Abdulrahman
Amour
Khamis
Male
Main
Its ruining our business
yes
135
Haji S
Sulanda
Male
Main
It's ruining our business
yes
136
Neema
Othman
Saidi
Female
Main
good
yes
137
Amin
S Sadik
Male
Main
its ruining our business
yes
138
Gaudence
Juma
Rutta
Male
Main
It will help
yes
Page 154
Main
It will Fail because Tanzanian's don't
have ethics.
It will depend on
how much
benefits I will get
Main
it will Fail because Tanzanian's don't
have ethics.
It will depend on
how much benefit
I will get.
Main
It will depend on how much benefit
I will get.
It will depend on
how much benefit
I will get.
good
It will depend on
how much benefit
I will get.
good
It will depend on
how much benefit
I will get.
good
It will depend on
how much benefit
I will get.
good
It will depend on
how much benefit
I will get.
Hasina
Masoud
Nassoro
Abdulrahman
Amour
Khamis
Philip
Lengooya
Laizer
One way
Trading
CO. ltd
Peter
Jonas
Faraji
Mwinyipembe
Ally
Mwindadi
Shaibu
Amour
Othman
146
Agapita
Jacob
Mauki
Male
Main
bad
It will depend on
how much benefit
I will get.
147
Mohamed
Arif
Rahim
Male
Side
good
yes
148
Vuai Mussa
Vuai
Suleiman
Male
Main
Good
yes
149
David Chilo
Sekwao
Male
Side
It’s a good system
Yes
150
Damas
Valerian
Marunda
Male
Main
It is good
Yes
151
Ally Mzee
Omary
Male
Main
It’s a good system, besides people
need to see these changes
Yes
152
Anthony
Manoni
Mshandet
e
Male
Side
If it will have good and organised
system, then it will surely reduce
traffic jams
Yes
153
Ibrahim Rashid
Mhanza
Male
Side
It is a good system
Yes
154
Nuhu Sansa
Female
Main
It is a good system
Yes
155
Fatuma
Ramadhan
Bororo
Female
Main
It’s a good system
No
156
Suzan John
Masanga
Female
Side
It is good
Yes
157
Emanuel
Philipo
Ndetaulw
a
Male
Side
It is good
Yes
158
Joseph
Boniface
Fungo
Male
Main
This project puts us in a hard
position
Yes
159
Mary Otuman
Scotch
Female
Main
Bad
No
160
Felister
Emmanuel
Tesha
Female
Main
Bad
No
139
140
141
142
143
144
145
Male
Male
Male
Main
Male
Male
Male
Main
Main
Main
Page 155
161
Hemed Ameir
Salum
Male
Main
Bad
No
162
Abdullatif
Omar
Haji
Male
Main
Bad
No
163
Thuwaiba
Nurdin
Hussein
Male
Main
It’s a good system
Yes
164
Biubwa Said
Omar
Female
Main
It’s a good system
Yes
165
David Yonah
Jossiah
Iddi Kessy
Kirume
Male
Main
Its good
Yes
166
Hadija Iddi
Kessy
Iddi Kessy
Kirume
Female
Main
Its good
Yes
167
Jumanne
Juliana Lesso
Iddi Kessy
Kirume
Male
Main
Its good
Yes
168
Edwin Joseph
Magira
Iddi Kessy
Kirume
Male
Main
Its good
Yes
169
Yusuf Ebrahim
Pishori
Iddi Kessy
Kirume
Male
Main
Its good
Yes
170
Flora Gerald
Nsoko
Iddi Kessy
Kirume
Female
Main
Its good
Yes
171
Salehe Omary
Mandawa
Male
Main
Its good
Yes
172
Abdulrahman
Amour
Khamis
Male
Main
Its good
Yes
173
Emmanuel
James
Homanga
Male
Main
Its good
Yes
174
Sadiki
Athumani
Kimaro
Male
Main
Its good
Yes
Buban
Kidomela
Kumbuke
ni
Mohamed
Kitembo
Male
Main
Not bad
Yes
176
Kundasai
Ezekiel Njau
Kumbuke
ni
Mohamed
Kitembo
Male
Main
Not bad
Yes
177
Salum Juma
Ngururu
Male
Side
It’s a good project but how will
people cross the roads?
Yes
178
Jabir Abdallah
Juma
Male
Side
It’s a good business
Yes
179
Jamila Suleman
Mohamed
Female
Side
Its good
Yes
180
Fabian Senyela
Ngajilo
Male
Main
It’s a good system
Yes, as long as
there is trust
181
Salim Seif
Mohamed
Male
Side
It is good
Yes
175
Page 156
i
182
Abubakar
Rashid Khamis
Nurani
Bakari
Swai
Male
Main
Its confusing
Yes, as long as we
also benefit out of
it
183
Kadria
Mohamed
Kiriwe
Male
Side
Its good
Yes
184
Enock Paul
Marando
Amadi
Mohamed
i Kiriwe
Male
Main
Its confusing
Yes
185
Siasa Lucas
Mgata
Amadi
Mohamed
i Kiriwe
Male
Main
Its confusing
Yes
186
Batholomew
Samson
Kayira
Male
Side
Its okay
Yes
187
Abdul
Mohamed
Kiriwe
Male
Main
Its confusing
Yes
188
Mohamed
Abdul Mshana
Abdul
Mohamed
Kiriwe
Male
Main
Its confusing
Yes
189
Zahor Mohd
Salim
Abdul
Mohamed
Kiriwe
Male
Main
Its confusing
Yes
190
Omar Salim
Zahor
Abdul
Mohamed
Kiriwe
Male
Main
Its confusing
Yes
191
Nasra L.
Kimaro
Issa K.
Nkya
Female
Main
It’s a good system but it will ruin
our business
Yes
192
Mkuranga
Investment Co.
LTD
Issa K.
Nkya
Male
Main
It’s a good system but it will ruin
our business
Yes
193
Hawa Kassimu
Nkya
Issa K.
Nkya
Female
Main
It’s a good system but it will ruin
our business
Yes
194
Salum Hamed
Salum
Issa K.
Nkya
Male
Main
It’s a good system but it will ruin
our business
Yes
195
Ally Othman
Amour
Amini
Shabani
Sadiki
Male
Main
Its ruining our busines
Yes
196
Ikoliqour
Enterprises
Female
Main
It’s a good system
Yes
197
Epifania B.
Mlingi
Male
Main
It’s a good system
Yes
198
Ruth Michael
Majura
Female
Main
It’s a good system
Yes
199
Daud Herbert
Ngase
Male
Main
It is good
Yes
Page 157
200
Mwinyi Abdul
Zuberi
Male
201
Leonard
Oshoraeli
Somi
Male
202
Attiye Ahmed
Shaaban
203
Othman A.
Othman
Main
Bad
No
Main
Will wait and see the result
Depending on the
process and
procedures
Female
Main
It looks confusing
Yes, if there is
benefit for us
Amini
Shabani
Sadiki
Male
Main
Its ruining our busines
Yes
204
Cuthbert P.
Sawe
Amini
Shabani
Sadiki
Male
Main
Its ruining our busines
Yes
205
Mkuranga
Investment Co.
LTD
Amini
Shabani
Sadiki
Male
Main
Its ruining our busines
Yes
206
Mohammad A.
Rahim
Amini
Shabani
Sadiki
Male
Main
Its ruining our busines
Yes
207
Masoud O.
Haji
Amini
Shabani
Sadiki
Male
Main
Its ruining our busines
Yes
208
Abbas Issa Iddi
Amini
Shabani
Sadiki
Male
Main
Its ruining our busines
Yes
209
Haroub
Mohamed Ally
Amini
Shabani
Sadiki
Male
Main
Its ruining our busines
Yes
210
Rohit C. Kotak
Amini S.
Sadiki
Male
Main
Its ruining our busines
Yes
211
Suleiman
H.Abdallah
Amini S.
Sadiki
Male
Main
Its ruining our busines
Yes
212
One Way
Trading Co.
LTD
Amini S.
Sadiki
Male
Main
Its ruining our busines
Yes
213
Kombo O.
Sharif
Amini S.
Sadiki
Male
Main
Its ruining our busines
Yes
214
Amson Amon
Mria
Male
Side
Its confusing
It depends
215
Ramadhani
Maneno
Muhammadi
Male
Side
Its good
Yes
216
Mohamed
Abdallah Tale
Male
Main
Its good
Yes
Page 158
Male
Main
It’s a bit confusing
It dependes with
the conditions,
otherwise Yes
Kagama
Female
Main
Its still confusing
Yes
Victor G.
Rugemalila
Iddi Kessy
Kirume
Male
Main
Its good
Yes
220
Hussein D.
Nassoro
Iddi Kessy
Kirume
Male
Main
Its good
Yes
221
Hilda Bryson
Mariki
Female
Main
It can be helpful but it’s a bit
confusing
Not sure yet
222
Hasnain
Shiuras
Male
Main
Its good provided that we can be
involved
Yes
223
Said H. Shaban
Male
Main
It’s a good system
Provided that we
will be involved
224
Lawi Silas
Masui
Male
Side
It is good
Depending on the
requirements
(Yes)
225
Salum Issa
Sasillo
Male
Main
Its good
Yes
226
Hemed
Chande
Male
Main
It is good
Yes
227
Kassim M.
Masongwelo
Male
Main
Its good
Yes
228
Fitina P.
Bilonkwa
Female
Main
Its good
Yes
229
Salim A.
Mkuna
Eliakim Z.
Kitomari
Male
Main
Its good
Yes
230
Ulenge D.
Mtoo
Haji S.
Sulanda
(box. 548)
Male
Main
Bad
Yes
231
Salum Juma
Iloko
Male
Main
Its good
Yes
232
Aquilina A.
Makoi
Female
Side
Its good
Yes
233
Ahmed M. Haji
Male
Side
Not bad
Yes
234
Salim A.
Nassor
Male
Main
Its good
Yes
235
Rabia F.
Mbarak
Female
Main
Its good but doubtful
Yes
236
Matheki
Lyakurwa
Male
Main
Good
Yes
217
Saiba Abdul
Abdallah
218
Rukia
Anderson
219
Kapelewel
e
Page 159
237
Idd
Kamjingijingi
Investment Co.
LTD
238
Iddi Saidi
Bakari
Male
Main
Good
Yes
Samwel C.
Lukumay
Male
Side
Good
Yes
239
Khamis S. Ali
Male
Main
Good
Yes
240
Lucy D.
Mrwanda
Female
Main
Good
Yes
241
Shah Salum
Shah
Male
Main
Good
Yes
242
Goodluck
Kimaro
Male
Main
Good
Yes
243
Apolinary
Shayo
Male
Main
Good
Yes
244
Shabani
Kaluse
Male
Main
Good
Yes
245
Khalifa
Kimaro
Male
Main
246
Amina
Quiraish
Female
Main
247
Emilian
Mapundi
Male
Main
248
Lantana Travel
and Tours
Limited
Male
Main
Not good
Yes
249
Julius .C.
Mseti
Male
Main
Good
Yes
250
Albert .P.
Ndakidem
i
Male
Main
Good
Yes
251
Idrissa .A.
Kweka
Male
Main
Good
Yes
252
Seth .A.
Mushi
Male
Main
Good
It will depend on
the condition
253
kuyuku
Male
Main
Good
Yes
254
Maryam .S.
Abdulrahi
m
Female
Main
Good
Yes
255
Kalungi
Twaibu
Kaggwa
Male
Main
Good
Yes
256
Ahmedi .S.
Baidu
Male
Main
Good
Yes
257
Stanley .R.
Nyakisind
a
Male
Main
Not bad
yes
258
Slim
Mgeni
Male
Main
Not bad
Yes
259
Ayoub .B.
Changali
ma
Male
Side
Nil
Nil
260
Abdallah .J.
Mbukuzi
Male
Side
Not bad
Yes
261
Elias .Z.
Temba
Male
Main
Good
Yes
262
Jamila.A.
Hamed
Female
Main
Not bad
Yes
263
Abdoulqadir
.A.
Abdulkadi
r
Male
Main
It is ruining our business
Yes
264
Issa .S.
Juma
Male
Side
It is okey
Yes
265
Mohamed .B.
Mohamed
Male
Main
Good
Yes
266
Omari .K.
Badru
Male
Main
Good
Yes
Page 160
267
Cuthbert
Sawe
Male
Side
It is okey
Yes
268
Geofrey .J.
Urio
Male
Main
It is ruining our business
Yes
269
Mfaume .I.
Mkosola
Male
Main
Not good
NO
270
Aggrey .M.
Mnuo
Male
Main
It is ruining our business
Yes
271
John .S.
Woiso
Male
Side
Good
Yes
272
Ali
Mbarouk
Male
Side
Good
Yes
273
Ali .M.
Islam
Male
Side
Good
Yes
274
Said
Bisarara
Male
Side
Good
Yes
275
Hassani
Chungulu
Male
Main
Nil
Yes
276
Rajabu .A.
Abdallah
Male
Main
Nil
Yes
277
Saidi .H.
Makono
Male
Main
Nil
Yes
278
Mwatumu .R.
Omary
Female
Main
Nil
Yes
279
Nasoro
Riziki
Male
Main
Good
Yes
280
Moses .Y.
Mwanden
ga
Male
Side
Good
Yes
281
Milly .M.
Makere
Male
Side
Good
Yes
282
Said .M.
Issa
Male
Main
Good
Yes
283
Saleh .K.
Pili
Male
Main
Good
Yes
284
Majid .A.
Mohamm
ed
Male
Main
Good
Yes
285
Ali .A.
Mwinyibo
hari
Male
Main
Good
Yes
286
Hamis .A.
Bora
Male
Main
Good
Yes
287
Mohammed .A.
Juma
Male
Main
Good
Yes
288
Ally .M.
Kasele
Male
Main
Good
Yes
289
Barnabas .J.
Shayo
Male
Main
Good
Yes
290
Saleh .H.
Saleh
Male
Main
Good
Yes
291
Amina .A.
Nassor
Female
Main
Good
Yes
292
Ali .S.
Salim
Male
Main
Good
Yes
293
Salum .A.
Ahmed
Male
Main
Not sure
Yes
294
Juliusi
Munisi
Male
Main
Good
Yes
295
Lwaga .J.
Nikupala
Male
Main
Good
Yes
296
Neema .V.
Mtopwa
Female
Main
Good
Yes
297
Malick .R.
Ramadha
ni
Male
Main
Good
Yes
298
Ally .M.
Kombo
Male
Main
Good
Yes
299
George .R.
Mwaikom
bo
Male
Main
Good
Yes
300
Anaki .E.
Nkwama
Male
Main
Feeder roads be improved
Yes
301
Idami
Boma
Male
Main
Not good
Yes
302
Mughwira
Mwangu
Male
Main
Good
Yes
303
David
Kacholi
Male
Side
Some how will solve transport
problem
Yes
Page 161
304
Emanuel
Baltazari
Male
Side
There will be good transport system
Yes
305
Saleh
Ahmed
Male
Main
Nil
Yes
306
Coelestine
Rutasinda
na
Female
Main
good
Yes
307
Daniel .H.
Mkuji
Male
Main
Good
Yes
308
Edmund
Mtembei
Male
Side
It is political issue
Yes
309
Waziri
Lukanza
Male
Main
Good
Yes
310
Jacjane
Watondok
e Kabeta
Male
Main
Good
Yes
311
Layton Chaula
Ndewele
Male
Side
Good
not sure(He do
not know the
condition)
312
Jiti Saidi
Ramadha
ni
Male
Main
More transparency about the project
Yes
313
Abullatif Omar
Haji
Male
Main
Good
Yes
314
Haji Yusuph
Kashori/
Agapita
Mauki
Male
Main
Good
Yes
315
Magdalena .V.
Assenga
Male
Side
Good
Yes
316
Sharifa .A.
Nurdin
Female
Main
Good
Yes
317
Gabriel .J.
Mkunde
Male
Main
Good
Yes
318
Whiteswan
Company
limited
Male
Main
Good
Nil
319
Sadick
Magwaya
Male
Main
Good
Yes
320
Ali .M.
Ali
Male
Main
Good
Yes
321
Charles
Watitwa
Male
Main
Good
Good
322
Mohammed
Said
Mohamm
ed
Male
Main
Good
Yes
323
Ally
Omary
Ally
Male
Side
Good
Yes
324
Mwalim
Mussa
Khamis
Male
Side
Nil (need more information about
the project)
Yes
325
Iddy Kessy
Kirume
Male
Side
Good
Yes
326
Soud Ally
Ramadha
n
Male
Side
Not good (for daladala owners)
Yes
327
Christian Faith
Foundation
Side
Not good (for daladala owners)
Yes
328
Safecruise
Rentals
Limited
Side
Not good (for daladala owners)
Yes
329
Faridi .S.
Main
More transparency concern the
concern the project
Yes
Saidi
Male
Page 162
330
Abubakar
Ally
Male
Main
More transparency needed
Yes
331
Hodavia
Mgeta
Male
Main
More transparency needed
Yes
332
Hashim
Kihwelo
Male
Main
More transparency needed
Yes
333
Abubakar
Khamis
Male
Main
Good
Yes
334
Nestory
Kobello
Male
Main
Good
Yes
335
Tadei
Ilamuye
Male
Main
Good
Yes
336
Wiege
Mbukio
JV
Male
Main
Good
337
Simainda
Joram
Male
Side
Good
Yes
338
Barikiel
Nkinda
Male
Side
Good
Yes
339
Majid
Mohamed
Male
Main
More transparency needed
Yes
340
Asha .A.
Rajab
Female
Main
More transparency needed
Yes
341
Mussa
Ahmed
Male
Main
More transparency needed
Yes
342
Ramadhani
Makame
Male
Main
More transparency needed
Yes
343
Theophil
Akaro
Male
Side
Good
Yes
Page 163
ANNEX 9:
IMPACTED ROUTES DURING PHASE ONE
Page 164
ANNEX 9: IMPACTED ROUTES DURING PHASE ONE
S/N
From
To
1
Kariakoo
Mwenge
2
Ubungo
Tegeta
3
Posta
Mwenge
4
Ubungo
Masaki
5
Kariakoo
Ubungo
6
Mabibo
Makumbusho
7
Kariakoo
Kimara
8
Kawe
Mbezi
9
Kariakoo
Tegeta
10
Mwenge
Ubungo
11
Kariakoo
Mbezi
12
Muhimbili
Mbezi
13
Kariakoo
Kawe
14
Africana
Posta
15
Kivukoni
Makumbusho
16
Kivukoni
Kimara
17
Posta
Kimara
18
Makumbusho
Ubungo
19
Kariakoo
Masaki
20
Kivukoni
Ubungo
21
Mabibo
Mwenge
22
Makumbusho
Mbezi
23
Kivukoni
Mabibo
24
Muhimbili
Mabibo
25
Posta
Ubungo
26
Posta
Mabibo
27
Kawe
Kimara
28
Kivukoni
Mbezi
29
Mwenge
Mbezi
30
Posta
Mbezi
31
Mbezi
Tegeta
32
Bunju
Makumbusho
Page 165
33
Temeke
Mwenge
34
Gongo la Mboto
Mwenge
35
Mlandizi
Ubungo
36
Mbagala R3
Mwenge
37
Temeke
Muhimbili
38
Gongo la Mboto
Masaki
39
Temeke
Makumbusho
40
Buguruni
Masaki
41
Temeke
Kawe
42
Buguruni
Makumbusho
43
Temeke
Masaki
44
Mbagala R3
Masaki
45
Mbagala Kuu
Kawe
46
Vingunguti
Makumbusho
47
Msata
Ubungo
48
Kariakoo
Makumbusho
49
Buguruni
Kawe
50
Kivukoni
Mburahati
51
Mbagala kuu
Mwenge
52
Mkata
Ubungo
53
Mburahati
Muhimbili
54
Segerea
Mwenge
55
Vingunguti
Kawe
56
Vingunguti
Mbezi
57
Kunduchi
Posta
58
Kunduchi
Makumbusho
59
Buguruni
Manzese
60
Masaki
Posta
61
Makumbusho
Stesheni
62
Makumbusho
Segerea
63
Machimbo
Masaki
64
Kawe
Ubungo
Page 166