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FILE COPY Report No. 3224-F A Report on the Internabonal Transportabon Bottlenecks Affecting Rwandat and Burundi Public Disclosure Authorized Volume 11 December 1960 Eastern Africa Projects Department Highways Division FOR OFFICIAL USE ONLY Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Document of the World Bank This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disdosed without World Bank authorization. CURRENCY UNITS Burundi - Franc Burundais (FBu) Kenya - Kenya Shilling (KSh) Rwanda - Franc Rwandais (FRw) Tanzania - Tanzania Shilling (TSh) Uganda - Uganda Shilling (USh) CURRENCY EQUIVALENTS US$1.00 FBu 89.0 US$1.00 = KSh 8.0 US$1.00 = FRw 92.0 US$1.00 TSh 8.0 US$1.00 USh 7.4 GLOSSARY OF ACRONYMS AfDB - African Development Bank AMI - Agence Maritime International CIDA - Canadian International Development Agency EARC - East Africa Railway Corporation EDF - European Development Fund EEC - European Economic Community FAC - Fonds d'Aide et de Cooperation KfW - Kreditanstalt fur Wiederaufbau ODA - Overseas Development Administration RBZ - Rwanda, Burundi, Zaire STIR - Societe des Transports Internationaux de Rwanda TRC - Tanzanian Railway Corporation UNCTAD - United Nations Conference on Trade and Development UNDP - United Nations Development Programme USAID - United States Agency for International Development FOR OFFICIAL USE ONLY ° i. - Page No. Volume II ANNEXES I. The Northern Route: Bulumbura-Kigali-Kampala-Nairobi-Mombasa - Mombasa Port ............. ** ........................ ..... 1 - The Road Link *........................a ........... *....... 1 I. Road Infrastructure .. ........... ............ 1 II. Traffic Handling and Road Transport .............. 3 III. Traffic Growth .................... 4 IV. Vehicle Regulations .5 . **......**............5 V. Road User Charges so6.............** ... 6 VI. Customs Procedures ................... *. ........ ...... 6 VII. Visas ....... 7 VIII. Actions Under Way ............. 7 A. Kenya .............. 0...... *.......**.. .......... 7 B. Uganda ........... *........ 8 C. Rwanda/Burundi ....... .... 8 - The Kampala-Mombasa Rail Link ............... 8 I. Kenya Railways ............. 9 II. Uganda Railways .. .......... ... ............. 11 III. Road/Rail Coordination for Transit Traffic ............ 11 II. The Southern Route: Bulumbura-Kigoma-Dar es Salaam .......... 12 - Dar es Salaam Port .... *...***.eo .... 12 - Dar es Salaam-Kigoma Rail Line 15 - Kigoma Port . 17 - Lake Transport .......... ............ .* .......... 18 - The Port of Bujumbura ... ........ ............. o..o. ..... 18 III. Rwanda: International Routes.. 20 IV. The Isaka-Dar es Salaam Route .......... 00*................ 24 This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization. TABLES 1. Transit Traffic as Proportion of Total Traffic 2. Rwanda - External Trade 3. Rwanda - Exports and Imports by Value: 1976-77 4. Rwanda - Volume of Exports by Country of Destination 5. Rwanda - Volume of Imports by Country of Origin 6. Rwanda - Volume of Exports by Type 7. Rwanda - Volume of Imports by Type 8. Rwanda - External Traffic by Route: 1977 9. Burundi - External Trade 10. Burundi - Exports and Imports by Value: 1975-77 11. Burundi - Volume of Exports by Country of Destination 12. Burundi - Volume of Imports by Coutry of Origin 13. Burundi - Volume of Exports by Type 14. Burundi - Volume of Imports by Type 15. Burundi - External Traffic by Route: 1977 16. Rwanda/Burundi - Structure of Exports 17. Rwanda/Burundi - Structure of Imports 18. Rwanda/Burundi - Origin of Imports 19. Rwanda - External Traffic Forecasts 20. Burundi - External Traffic Forecasts 21. Rwanda - Comparative Financial Costs for Transport of General Cargo Imports from Europe to Kigali 22. Burundi - Comparative Financial Costs for Transport of General Cargo Imports from Europe to Bujumbura 23. Disaggregated Financial Costs: Dar es Salaam-Bujumbura-Kigali 24. Disaggregated Financial Costs: Mombasa-Kigali-Bujumbura (all road) 25. Disaggregated Financial Costs: Mombasa-Kigali-Bujumbura (rail/road) 26. Charges at Indian Ocean Ports 27. Dar es Salaam Port Traffic: 1974-79 28. Mombasa Port Traffic: 1975-78 29. Kigoma Port Traffic 30. Kenya Railways: Details of the Mombasa-Nairobi-Malaba Line 31. Kenya Railways: Statistics on Equipment and Operating Performance 32. Kenya Railways: Freight Traffic 1971-78 33. Tanzania Railways: Details of the Central and Mwanza Lines 34. Tanzania Railways: Freight Traffic 1977-78 35. Northern Route: Operating Costs for 25-ton Tractor-Trailer Combination (Kigali-Mombasa-Kigali) 36. Northern Route: Road Transport Tariffs 37. Operating Costs - 707 Cargo Aircraft 38. ARNOLAC FLEET ANNEX I RWANDA/BURUNDI TRANSPORTATION BOTTLENECK STUDY The Northern Route: Bujumbura-Kigali-Kampala-Nairobi-Mombasa 1. The northern route, linking Rwanda and Burundi to Mombasa Port, offers two transport alternatives: an all-road connection (1,740 km to Mombasa from Kigali; 2,025 from Bujumbura) or a road/rail connection (rail link between Kampala and Mombasa: 1,335 km; total Kigali-Mombasa: 1,924 km). Although the bulk of transit traffic formerly used the rail link, the breakup of the East African Railway Corporation (EARC) in 1974-77 and the deterioration of railway services which this brought about resulted in a complete shift of traffic from rail to road. The road route has also suffered from increasing problems during the last few years and has become less reliable and more costly. Border closures between Uganda and Kenya were frequent even before the recent war in Uganda, and security in Uganda has been a constant problem. The actual physical condition of the road has shown marked deterioration throughout, due to increased traffic volumes, over- loading of trucks and inadequate maintenance. Road safety also became lax and as a result the accident rate increased considerably. These problems as well as the general state of the entire route are discussed below. Mombasa Port 2. Owing to the substantial capacity and relatively efficient operations at Mombasa Port, throughput of transit traffic is adequate. Rwandese traffic has been further helped by concessional rates (see below) negotiated by the Kenyan and Rwandese Government in 1977. No such preferential arrangements exist for Burundi. Concessional Rates for Rwandese Traffic General Rwanda KSh/ton % CIF KSh/ton % CIF Wharfage Charge 1.5 1.0 Storage Charge 12 3 Late Documentation Charge 12 5 The Road Link I. Road Infrastructure 3. The following table lists the distances and surface type of the road from Mombasa to Kigali and Bujumbura. -2- ANNEIX I. {ombasa-Kigaii-Buiumbura Road Route Section Distance Surface Remarks (km) 1. Mombasa-Nairobi 484 Paved 2. Nairobi-Nakuru 156 Paved Critical condition; currently being reconstructed. 3. (a) - iNakurlu-alebs 278 Paved Several sections critical. (b) - Nakuru-Kisumu 183 Paved - Kisumu-Busia 111 Paved -- Busia-Kampala 196 Paved 4. Kampala-Mbarara 280 Paved a. (a) - Mbarare-Kabale 147 Paved Section between Nl:arara and Masaka in especially poor coadition. - Kabale-Gatuna 21 Gravel Not open to heavy Class I traffic. - Gatuna-Kigali 83 Paved Steep gradient and sbarp curves. (b) - Mbarara-Rubaare 80 Paved - - Rubaare-Merama Hills 32 Gravel - (Kakitumba) - Kakitumba-Kayonza 139 Gravel - - Kayonza-Kigali 55 Paved - 6. Kigali-Rwanda/Burundi Border 165 Gravel Very steep gradients. 7. Rwanda!Eurundi Border-Kayanza 21 Gravel 8. Kayanza-Bujtumburs 97 Paved -3- ANNEX I 4. 'The road section from Mombasa to Kampala (via Malaba) is part of the Mombasa-Lagos Trans-African Highway and as such is entirely paved. The link from Kampala to Kigali via Gatuna on the Rwandese border is also paved, with the exception of a 21 km stretch between Gatuna and Kabale in Uganda. Since this section is now closed to heavy traffic, trucks leave the main route near Rubaare to cross the border at Merama Hills near Kakitunba. Only the last segment (55 km of a total 306 km) of the Rubaare-Kigali'road is presently paved, and the detour involves an additional 55 km. 5. The road condition along virtually the entire route has deteriorated, reflecting the age of the road in certain sections (e.g., the Rift Valley in Kenya), inadequate maintenance, and traffic levels (both in terms of volume and axle loads) for which the road was not designed. 6. In Kenya, according to a pavement evaluation study carried out in 197T by the Materials Branch of the Ministry of Works, only 150 km of the 920 km Mtombasa-Malaba highway did not need major improvement, and several sections west of Nairobi are in critical condition. In fact, the road between Nakuru -and Mialaba had to be closed for almost a year in mid-1978, because of the complete failure of a 14-km section. Traffic had to be rerouted through Kisumu, and under the impact of overloading and heavier traffic volumes for which the road was not designed, the condition of this road also deteriorated. Much of the road in Kenya is being reconstructed or strengthened (see para. 25), but in the meantime the Government has to provide very large outlays for "maintenance" just to keep the road open. 7. Although no detailed information is available for the road in Uganda, it is reported to be in generally poor condition following years of neglect, and the section between Mbarara and
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