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World Bank Document FILE rilYWV RESTRICTED AF58 v £ Report No. AF-58a Volume 22 Public Disclosure Authorized re-- --- - w-ith.n te Bunk anuJ its fft.litu tledL it uti . They do not accept responsibility for its accuracy or completeness. The report may JnoLit MC publishedML.e nor may .t LC quoted us iC!Jrep r Iiij tiilr views. l no u i-lL-- e uee tin tcryc b l!tw INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT INTERNATIONAL DEVELOPMENT ASSOCIATION Public Disclosure Authorized PROSPECTS FOR ECONOMIC DEVELOPMENT IN EAST AFRICA tin four volumes! VOLUME IV - UGANDA (in seven parts) Public Disclosure Authorized PART FIVE: ATNNEX D - TRPANSPORT Au uSt- '3 1, 16A7 Public Disclosure Authorized Africa Department EQUIVALENTS Currency 1 Uganda Shilling = U. S. $0. 14 U.S. $1 = U. Sh 7. 14 ' = STTC $. QA = U. Sh 20.00 Weiht Throughout this report. unless otherwise stated, tons refers to long tons of 2240 lbs. COMPOSITION OF THE MISSION This report is based on the findings of a Mission to East Africa which did its field work in October, November and December 1966 and consisted of the following: John C. de lTilde. Chief of Mission (IBRD) Colin V. F. Bruce, Deputy Chief of Mission and Chief Economist - Kenva (TRRD) Kudlapur G. V. Krishna, Economist - Kenya (IBRD) C. CT_ Akhurqt- AgrcrimifnrAl Ad-viser - Kenrv (FAn) Maurice Fenn, Agricultural Economist - Kenya (FAO) Per Tvei+.te, Depy -ir Ghief of MMlion and Chief Economist - Tanzania (Consultant) Bruno E. Scheterma, Economlst - Tanzania (TTPR) Archie Forbes, Agricultural Adviser - Tanzania (FAO) Ta cque Kahane, AgriculturalI Ec onomis - Tan nia (ITRP) Otto Maiss, Deputy Chief of Mission and Chief Economist UgTTa-Td (ID) Nicholas Carter, Economist - Uganda (IBRD) David rVT.. Haynes, Agricultural Adviser - Uganda (IBRD) Montague Yudelman, Agricultural Economist - Uganda (Consultant) H. David Davis, Auviser on Tourism (IBRD) Bernard H. Decaux, Adviser on Industry (Consultant) Jfaclk-JDerrick,9 AV.Liser on In1UsUIry (Uo1nULUtLitanJ Edward V. K. Jaycox, Adviser on Transport (IBRD) Aristides J. Macris, Adviser on Agricultural Training and Education (IBRD) DavdldMcLejllan,l Adu-viser, onG eai Educationi (Conrsultarnt) Lyell H. Ritchie, Adviser on Industrial Finance (IFC) Gavin Wyatt, Adviser on Power (IBRD) The Mission's findings relate for the most part to the situation as of the end of 1966, although in some respects note has been taken of developments up to the middle of 1967. TABLE OF CONTENTS Page No. SUVIJARY AND CONCLUSIONS A. The Transport EconoriyV...................................... 1 T'h, C.r,+ rm 1, Pl±±e SysJ.............................1.. Transport Coordination ........................ ........ 3 PhysiLca.L iNeeus ......................................... 4 Staffing and Organizational Needs ...................... 5 Thie £JnO..d.hI..................... v Estimated Public Investment in Transport ............... 7 B. Roads and Road Transport .................................. 9 Growth in Vehicle Fleet and Road Use .. 9 The Road Systemsm...... 9 Road Administration . .. .11 Road lHaintenance. ................... 12 Road Construction ...... ..... .... ... 13 Planning Road Investments . 14 A Road Program.. .... ..... 14 Financing the Road Program ........................... 16 Project Identification . .. 16 C. Airports..... 18 NAP TRANSPORT D!i' UGANDA SU2MARY AND CONCLUSIONS 1. Uganda's internal transport system is in general sufficient in extent and in adequate condition to meet present and foreseeable needs. However, the capacity of the vital railway line to the sea, through Kenya and the port of IHlombasa, is to be rapidly expanded, since combined Kenya and Uganda rail traffic is increasing and costly congestion and delay must be avoided; also, some main road sections require upgrading where traffic densities justify it. 2. In some areas of high agricultural production, the secondary arid minor networks are inadequate for present traffic. There is need for comprehensive as- sessment of these requirements and for better liaison between planning authorities responsible for transport and those responsible for the productive sectors. 3. Road conditions, while still generally good, are beginning to deteriorate as a result of inadequate maintenance in recent years, especially with respect to periodic regraveling and bituminous resealing. Financial allocations for mainten- ance have not kept up with traffic grovith or the increasing cost of labor, materi- als and equipment. Accordingly, the Nviission recommends a substantial increase in the road maintenance budget. The Mlinistry of Communications. IWJorks and Housing. which is rpsponsible for assessing the needs for all modes of transport in Uganda, is seriousl:y under- .qtaffed- There i.s no nlhnning machinerv c.anahle of making economicassensntn. and the engineering staff is inadequate in numbers. A suitable strengthening of the Ministrv is urgent if the countrvr' transport p1ar.rini a cDn 0: :ic i.r3.ct-eL.s arnd be implemented effectively. 5. Road and rail development suffer from the absence of rigorous economic analysisz o n an i hnfraebais~ whi.hlc has~sometP+imes-- ledH ton duplnlcaioe_+n rof facriIi- ties. While the program of road works takes a suitable long-term view, costs have been seriously inderesa+oat andl in ar.y ervn+ the Rnods anr Aerodromes Div,i on of the Ministry does not llow have the capacity to implement the programn. The road program must therefore be reassessed to establlsh economlc priorities. 6. TvT.i Ai cn hna assessd +.th adm,rl nstrative, a .dtehnicanlcapacr. it.yr of' +the lvMinistry and EAR&H and has established an order of economic priority with respect to outstanding projects wi4+h,in +he-- ----- r.. On ths a we forecast a 4total public capital investment of 128.9 million during the Plan period. The road and airport7 '. Li p 4V4i - 4this i4vestment depend or. a q-4ui reversa of 4the A--L-inidec trend in staff capacity. Most of EAR&H external financial requirements are as- sured for the first fewv y earI UJ± Ulof ItLhePn I IeiUU, aLr, tUe rodUU dLIUadairpUorI pIgram, outlined by the Mission should attract foreign assistance once firmer cost; esti- maues are ava'Lable anUd economJc assessmen1ts have bUeU lU. S±lnce IhIU ilUdcaL COStS of these programs are well in excess of Uganda's capacity to finance, the lMission leels uriat part of1 tIluhe, 1 dUUIUIU_LuL dLi UtAlC UIU1ll eACIiaige CoStS, srluulu ue provided by external aid agencies. TRANSPORT IN UGANDA A. The Transport Economy l/ The System 1. Uganda's transport system is in general sufficient in extent arid in ade- quate condition to meet Dresent and foreseeable intereitv transport needs. All areas of the country now have at least an all-weather trunk road connection with the main urban and market centers. The next stage of transnort investment plan- ning should therefore concentrate on meeting local transport needs in connection with agricu1ltural developmentj and on establishing the appropriate timing, of such improvements in the trunk system as are needed to meet growth in transport demand. 2. The basic internal transport system (see Map) consists of 721 miles of rai'IT.Tnr iin abn ut 150 mn-Jileso mai,n -econd-an -an o+her pbc r-d-c.s, nla water services on Lake Victoria and 15 airports or airfields serving sche!duled or charter f1 1gh+s. Since -n ics a landLc-eA -- +- some 700 M,i--es from the nearest seacoast, and with an economy heavily dependent upon import/export trade, main Kenya/Uganda Railway Line to the port of Mombasa. An alternative outlet is IJU iLdll V I U UUU ,o hiwaVdLz. Jni M±d-_ -_ ± -_i L,ie ±dl1z aLLaI1 a±j. t across Lak-e ViTct1-oria to 1'1CLrain,TLL1 andL11LUhethenby- L Tanzania ral] system t Dar es Salaam. Uganda is a joint owner, with Kenya and Tanzania, of these rail links, water servies and seaports, which are operated as a common service for the three countries by the East African Railways and Harbors Administration (EAR&H). 3. To its west and north, Uganda has links with the Congo, Rwanda and Sudan, although these are not highly developed due to formidabie natural barriers and pre- independence trading and transport policies. Internally, communications are hin- dered somewhat by the River Nile, which cuts the country from south to north, and Lake Kyoga with its extensive papyrus swamps, which lies across direct access be- tween the populous fringes of Lake Victoria and the less-developed northern parts of the country. 4. Kampala, the capital and major cormmercial city, is the main transport hub of the country. Mlost of the import/export traffic by rail originates from or is destined for, Kampala from which the main roads radiate throughout the country. Tororo, on the Kenya border, is also an important transport center where the main rail line divides into two main branches to serve the northern and southe!rn parts of the country separated> by-Lake Kyoga. wAhile the railway's- main role is in handling export/import traffic and in this respect is a significant element of the internal 1/ VJhile this section considers all transport modes and subsequent sections dis- cuss investment programs for roads and airports, EAR&H programs are discussed in Annex I-A. - 2 - trunk system, inter.al rli tribution for local consumption is almost entirelyr by road because of the relatively short distances and the type of traffic and loads involved. Cf Th91VA -1 l4no C A oii,r hk.rn 1Am +0n rAn-h +hA)r noi +; ,rnl - ohn oo; n of v *-ve xeV-- vS. present-day Uganda and it has been a major factor in the country's development. In an East African context, the ent-;re Ulganda +rnsportsystem Js a feeder or branch network to the rail trunk through Kenya. During 1957-64, rail traffic on the V-ny- Ug1IT. llne grew at- 4-1he average annual ra -t- ofP--o 3--perce because of. ULhe low and interrupted economic growth of the region during these politically un- certain years.
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