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TPA Activity Arrangements TO ADDRESS Blockage AT THE PORT OF DAR ES SALAAM. Mr. Jason Rugaihuruza Port Chief Dar es Salaam Port 25 th
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TPA ACTION PLANS TO ADDRESS CONGESTION AT THE PORT OF DAR ES SALAAM Mr. Jason Rugaihuruza Port Manager Dar es Salaam Port 25 th – 26 th September 2008

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1. Presentation 1.1 DSM Port billets Total compartments: 11 and lighter quay Total quay length: 2,600m 1.2 Port Terminals General Cargo Terminal - 8 billets Container Terminal – 3 billets Oil terminals SPM KOJ I & II Grain Terminal

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1.3 Transit passageways: The travel hallways served by the port of Dar-es-Salaam are TAZARA passageway, Central passage, Tanga corridor and Mtwara hallway. These hallways are upheld by street, rail, lake or/and pipeline transport framework.

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4 D R CONGO 3 2 1 NB: 1-Mtwara hall, 2-DSM TAZARA passageway, 3-DSM Central corridor, 4-Tanga hallway

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2. PORT CONGESTION 2.1 Port began to experience blockage end of year 2006, and serious clog was from November 2007. 2.2 Main blockage markers include: (a) Long sitting tight circumstances for boats at external port, and high ship turnround times.

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(i) Waiting time (days/transport) GCT – General Cargo Terminal CT – Container Terminal

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(ii) Turnround time (Days/send) GCT – General Cargo Terminal, CT – Container Terminal Long ship turnround times since 2006, shows moderate quay and yard operations. This is an indication of clog of boats at external safe haven and blockage of compartments in the terminal.

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(b) High billet inhabitance rates The compartment inhabitance for Container Terminal for year 2007 and 2008 level over 60% which is an indication of clog.

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(c) High stay times of holders The abide time for the terminal from the outline viewpoint was 10 days. The genuine abide time as appeared above shows that holders outstay in the terminal accordingly making clog and backing off operations.

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(d) Lower crane profitability (moves per crane net hour) The crane efficiency has been tumbling down since 2006, a sign of long ship holding up times, turnround times and yard blockage.

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3. MAIN CAUSES OF CONGESTION 3.1 Insufficient compartment storage room. The Container Terminal inborn limit is 250,000 TEUs per annum. This limit was outperformed in year 2004, where the Terminal took care of throughput of 259,369 TEUs. In year 2007, the Terminal dealt with 343,436 TEUs, outperforming its planned limit by 37.4%.

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Terminal throughput versus its ability

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3.2 Long holder stay times Long Container abide times have coordinate effect on Terminal limit. The higher the abide time the lower the limit, bringing about yard clog. In view of current Container Terminal zone of 3,157 groundslots.

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Capacity versus stay times

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3.3 Sharp increment of compartment volumes Containerized load activity slant has been mirroring a positive increment of 15.1% for each annum as from year 2000 to 2007. In year 2007, the extent of containerized load to dry freight activity was 62%, when contrasted with 48% in year 2000.

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3.4 Poor inland transport: Many streets are not completely cleared (85% of the streets) bringing about long travel times. Low accessibility of trains and moving stock. TRL : 1.0 meters gage, with limit of 2.5 million tons and accomplishing under 30% for every annum. TAZARA: 1.067 meters gage, with limit of 5 million tons, and accomplishing under 12% for each annum.

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(i) Cargo freedom (in \'000 metric tons) The Cargo leeway by the sum total of what modes has been expanding by 9.5% for each annum since 2000. Leeway by street has been expanding by 12.5% while by rail has been declining by 6.8%.

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(ii) Cargo leeway (in \'000 tons) and percent share by modes The share of load cleared by street has been continuing rising while that of rail has been falling. The lack of wagons adds to decrease of freight freedom share contrasted with street method of transport.

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4. DECONGESTING STRATEGIES 4.1 Increase of Container Terminal limit (groundslots) and utilization of Inland stations. 4.2 Better use of terminal limit inside the port (hardware, workforce, space, systems, IT). 4.3 Joint exertion by partners to lessen stay time of payload in the port.

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5. Activity PLANS TO ADDRESS PORT CONGESTION 5.1 Short-term measures

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2.2 Medium-term measures

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5.3 Long-term measures

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5.4 Short term Action arranges usage results: (a ) Container stock level Short term activity arranges execution have indicated positive outcomes by lessening clog of the containers at the terminal from stock level of 11,714 TEUs mid-February 2007 to 6,315 TEUs mid-March 2007. Stock level expanded again to 7,897 TEUs mid-September 2008. The terminal holding limit is 7,500 TEUs. The quantity of import compartments at the terminal has significantly declined from 7,521 TEUs start of February 2008 to 4,021 TEUs mid-September 2008.

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(b ) Ship at external safe haven Number of ship at external safe haven has diminished from 14 vessels for each day start of February 2007 to 0 vessels start of September 2008.

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6.0 CHALLENGES 6.1 Creating port limit in front of interest. 6.2 To handle the expanding general load, mass payload and holder movement. 6.3 Coordination with inland transport modes through business halls to accomplish high use of available limit and consistent exchange of payload along the whole calculated chain. 6.4 To keep enhancing port offices and limit in order to deal with proficiently the expanding movement.

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6.5 Inter-network and collaboration with different ports to face difficulties of movement increment. 6.6 Setting up a decent port group framework with the challenge of advancing port proficiency, cost effectiveness and advertising. The Port Community system involves trade of data on freight and vessels among partners. This will likewise include information on port related exercises, for example, booking of wagons. 6.7 To enhance security and wellbeing of individuals, payload, port facilities and vessels as per ISPS code.

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7.8 To keep making a beneficial and roused workforce and deal with the judgment made in the workforce. 7.9 To finish and actualize the Port Master Plan study.

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