The eight transport Systems subjected to economic analysis in order to find a solution to the disenclavement of the Kagera Basin, are composed of all or part of the new railway lines already described in the previous chapter and a number of ex­isting complementary transport facilities. Directly or indi­rectly connected to the new lines, these complementary faci­lities will provide, through four different corridors (north, central, south and combined), a reliable link between the Ba­sin itself and the Indian Ocean.

Excluding the part of the complementary facilities belonging to Kenya, which being considered a third country is not ana­lysed in detail here, the facilities included in the trans­portation system evaluated are the following:

• feeder road network

• wagon-ferry connection on Lake Victoria

• existing railways of Tanzania (T.R.C.) and Uganda (U.R.)

• the Indian Ocean ports of Tanga and Dar Es Salaam.

Feeder roads

Feeder roads are hereby defined as all the minor roads neces­sary to connect the existing road network and traffic generation  areas with the planned railway stations.

Considering that each state, once the new railway network has been implemented, will provide suitable road connections, no extra investment costs were considered for this item.  Road operating costs, however, were evaluated and entered in the economic evaluation.

Wagon-ferry connections on Lake Victoria

The logistic monovalency of the transport infrastructure proposed in this study, backed by a large existing structural apparatus, did not suggest any alternative regarding the carriers that could be used on the lake but rather confirmed the already existing wagon-ferry connections.

Nevertheless, considering the increase in the traffic volumes forecast for the year 2000, an improvement of the facilities and an increase of the number of ferries was considerad. Additional vessels would need to be purchased as from the beginning of the operation, while new berths and dry docks could be implemented whenever required by the increased traffic flows.

A cost evaluation was done in this regard.

The estimated purchase and assembling cost for a wagon-ferry of the existing "Umoja" type was estimated to be $ 10.6 mil­lion, while the average cost for the implementation of a new berth and of a floating dock was $ 8.2 million and $ 15.2 million respectively.

The required number of wagon-ferries related to the traffic in the year 2000 for the Complete Project System was estimated to be as follows:

• Total wagon-ferries required including stand-bys :                                  17

• Wagon-ferries currently in operation or planned for construction :          5

• Wagon-ferries to be purchased :                                                                  12

Existing railways

The two existing railway networks of Tanzania and Uganda, even if rehabilitated according to the government invest­ment programmes, would not capable of coping safely with the increased traffic demand generated by the Kagera Basin. Consequently, further investments were taken into conside­ration within the framework of the study.

In Tanzania the following works were foreseen:

• rectification of horizontal and vertical alignment in some sections;

• lengthening of existing stations to 800 m;  

• increasing the number of stations;

• strengthening of embankments in swampy areas;

•  replacement of rails with 54 kg/m rails (1);

•  improvement of signalling and telecommunication systems.

In Uganda, due to the lower level of local traffic, the foreseen rehabilitation works were of lesser magnitude and. included:

• increasing the number of stations;

•  lengthening of stations to 600 m;

• improvement of signalling and telecommunication systems. 

The investment costs foreseen for the rehabilitation of ex­isting railways in Tanzania and Uganda are summarized in the following tables.

                          Investment costs for upgrading the existing railway network of Tanzania ($ x 10⁶ )

 (1) Note^: When requested by the entity of the traffic flows foreseen.

                                   Investment costs for upgrading the railway network of Uganda ($ x 10⁶ )

Indian Ocean Ports

The existing ports of Tanga and Dar Es, Salaam, even if rehabi­litated according to the government investment programmes, would be in a position to absorb only a minimal part of the Kagera traffic. The further extension of the two ports had tobe provided so that they can handle the future Kagera traffic.

In Dar Es Salaam, due to the natural environmental constraints, extension of the port is possible only with great difficulty and at a high investment cost. Nevertheless, an extension in two phases was proposed to increase the total port capa­city by approximately 2 million tons per year.

In Tanga, and more precisely in Mwambani Bay, favourable con­ditions were found for the construction of an independent, new fa­cility for the exclusive use of Kagera Basin countries.

Investment costs for the extension of the port of Dar Es Sa­laam, lst and 2nd phases, and for the construction of a new port in Tanga (Mwambani Bay) were also considered in the study..

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