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Tanzania - Second Port Modernization Project (Inglês)

The main objective of the project is to expand the physical, managerial and operational capabilities of the Tanzania Harbours Authority (THA) to meet the traffic volume expected in the 1990s. The project will also provide a more reliable and cost effective transport link for neighboring landlocked countries, thus facilitating their overseas trade activities. The project includes: (a) civil works to expand the port container terminal, complete the Ubungo and Kurasini inland container depots, pave the lighterage wharf for container storage, construct a port access road, complete second phase of general cargo terminal rehabiliation and repair concrete piles and fenders; (b) rehabilitation of the port's central workshop and provision of technical assistance for training of mechanics; (c) procurement of container and general cargo handling equipment; and (d) management assistance and training for middle and upper management. It also includes: (e) technical assistance to Customs to introduce a simplified documentation process, computerize customs processing and train customs officers; (f) addition of a technical assistance and training coordinator to the Project Coordination Unit; (g) a development study to review the options for future port capacity expansion; and (h) consulting services for supervision of civil works and detailed engineering.


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    Tanzania - Second Port Modernization Project

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    private sector participation in road;foreign exchange;supply of transport service;effectiveness of government programs;Norwegian Agency for Development;swedish international development authority;decentralization of decision making;Traffic;civil aviation sector;road user charge;dwell time;public transport enterprise;inland container depot;road maintenance;general cargo berth;current account deficit;management of operation;road maintenance budget;total public expenditure;container terminal;total development budget;demand for transit;structure of taxes;provision of road;passenger transport sector;danish international development;public sector participation;cash flow shortfalls;dollar exchange rate;volume of services;trunk road network;regional road network;net foreign currency;high fixed cost;delegation of authority;dry bulk carrier;construction and equipment;foreign exchange requirement;bulk grain handling;road user revenue;civil aviation activity;lack of institutions;real exchange rate;poor road condition;motor vehicle fuel;Public Sector Organizations;private sector involvement;volume of traffic;international development agency;container handling capacity;means of transportation;large scale industry;movement of good;service and infrastructure;per capita income;trade liberalization measures;exchange rate adjustment;pattern of settlement;cost of living;damage to crops;vehicle operating cost;diversion of traffic;loss of crop;structure of production;depreciation of asset;transit traffic;economic recovery;dry cargo;road sector;road administration;export crop;resource mobilization;agricultural production;storage area;donor community;financial control;road expenditure;waiting time;landlocked country;storage capacity;rural area;technical expertise;civil works;institutional change;fuel price;capacity shortage;administrative control;freight movement;operational efficiency;general revenues;handling equipment;government revenue;road infrastructure;rural transportation infrastructure;government budgetary;port operation;equipment maintenance;export earnings;customs procedure;transport operation;government regulation;financial system;recovery program;import program;port capacity;local counterpart;customs process;transport network;banking system;price signal;traffic forecast;farm output;fiscal situation;dramatic increases;international traffic;total traffic;crop marketing;production structure;operations department;road program;operational performance;railway system;sole provider;domestic service;population center;action programs;fleet utilization;restructuring program;Basic Education;environment result;donor agencies;air travel;involuntary resettlement;financial status;massive increase;existing asset;fiscal instrument;rehabilitation program;budget allocation;bank involvement;tax revenue;import duty;adjustment problem;tax structure;road transportation;study estimate;road toll;tax rate;replacement vehicle;floor area;terminal capacity;monitoring mechanism;vehicle cost;separate entity;traffic movement;incentive scheme;administrative practice;agricultural activity;issue note;middle management;financial restructuring;petroleum pricing;public funding;road subsector;control of costs;financial matter;fiscal implication;dispersed population;budgetary allocation;railway network;foreign trade;cost advantage;commercial orientation;incentive structure;dynamic response;decentralized system;alternative route;penetration rate;Donor Contribution;income statement;population distribution;border closure;operational capability;inadequate fund;cost control;finance objective;primary basis;agricultural output;local capacity;passenger transportation;agricultural commodity;agricultural input;social infrastructure;institutional weakness;procurement process;rural community;short-term borrowing;deferred payment;domestic credit;inefficient operation;Economic Management;import liberalization;economic crisis;external support;transport problem;equilibrium rate;producer price



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