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One of the most important things happening in Dar es Salaam is the Dart project. Given its cumbersome expansion, the avant-garde infrastructure is a very welcome addition to the urban landscape. Even people who don’t use Dart will appreciate its existence.
But from the beginning, Dart was surrounded by many question marks. Does the government support it? What will be the fate of the owners and crew of the daladala? Is Dart financially viable even without government support? Can you provide quality service? In trying to address these issues, Dart becomes a comedy full of bugs as it moves from one problem to another.
Unfortunately, the recently announced UAE company’s choice to compete with the only operator currently on the network, Uda Rapid Transit Public Limited Company (Udart), surpassed the previous drama. As practical as it is, the question is whether the project is really worth it.
The World Bank stipulates that private companies must operate the infrastructure for Dart in order to receive a $150 million loan. Dart interprets this as the operator must have managed a project of a similar nature before. This all but eliminated local investment, but due to the nationalist leanings of the fifth-stage government, Udart, a merger of Uda and some daladala operators, was allowed to handle these businesses despite the rules. The introduction of Emirates reversed the progress that had been made.
Dart is not a high-tech system. Once built, concrete-based infrastructure requires little maintenance. The off-vehicle tolling mechanism actually ensures revenue. Fiber-based Intelligent Transmission Systems (ITS) manage operations automatically. Exclusive right of way provides operators with an unparalleled competitive advantage. The rest is a simple process that does not require the use of foreign rocket scientists.
To be sure, Udat did a poor job. The wait for the bus, the stampede to get on the bus, and the crowding of passengers such as sardines are very Tanzanian. As a result, Dart’s capacity is less than 40% of its current capacity, transporting about 180,000 people per day.
Likewise, revenue reflects poor performance — and some. The rugged Dart smartcard machine, for example, didn’t last long here. This is predictable. No one wants to suck money from a company and wants automated processes to work. So, when the number of passengers plummeted to 120,000, isn’t that just a reflection of widespread corruption in society?
Nonetheless, none of this justifies hiring a foreign operator.
In 1983, daladalas were introduced as Uda struggled to meet the city’s transportation needs. By the early 1990s, daladalas had become Dal’s de facto public transport solution. Despite the chaotic way they operate, they have become essential demons here. For me, they made me a little obsessed with the topic of public transportation.
There are approximately 7,000 daladalas in operation, and approximately 5,000 owners employing 20,000 to 30,000 drivers and conductors. The system supports an army of mechanics, moms, spare parts dealers, bus importers and dozens of gas stations across the city. In short, this is a multi-billion dollar industry with hundreds of thousands of employees, which means this ecosystem should be carefully nurtured, not destroyed.
So we should all be concerned about what happens to Dart. As an infrastructure, Dart is a road network like any other, albeit dedicated to rapid public transit operations. Tanzanian taxpayers will foot the bill while the World Bank provides the loan. So when money is being spent enriching a few and marginalizing the rest, this should be a concern for everyone.
The story of the Emiratis will unfold this way – each BRT bus replaces ten Daladas, and many will end up parked. Additionally, all UAE buses will get fuel at one location, with all contracts handed over to the usual suspects. Additionally, husband and wife businesses are excluded from the supply of spare parts and mechanical services due to maintenance being performed in their garages. I wouldn’t be surprised if even catering was limited to who’s who and cut off mom’s life. Ultimately, Emiratis will rush to repatriate the money they have collected.
The Emiratis are now setting up shop ahead of the opening of the second dart corridor, which is convenient. In a year or so, the earning potential conservatively doubles, if not triples. Showing off huge numbers in our faces can serve as an excuse to reduce the Daladala fleet. I’m not against solving the daladala problem, but not in this way.
In addition, the government has committed to introduce 95 new buses by March 2022. Is it now said to arrive with the Emiratis, or is it delivered separately, 190 in total? Tanzania is a free country, so draw your own conclusions. However, given the Richmond experience, it is likely that there are neither Emirati businesses nor new investments here, just public money circulating to create the illusion of value.
When public funds are used for reclamation, farming, planting, “foreigners” are brought in to harvest and locals are driven to the suburbs, which is not investment.
It’s a ride.
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