Mmmoja wa wadau alie site japo kuwa sio mtaalamu sana wa civil works this is a serious problem among many..how comes to talk to unprofessional people and yet you openly conclude your null hypothesis to be true??? Please if you are competent enough and educated get some time to think of what you are about to post otherwise shut up your brain and mouth. Let the great thinkers do it as the forum suggest.Bandugu sehemu pekee ya kuambiana ukweli hapa Tanzania imebaki Jf maana sioni gazeti, radio au Tv ambayo inaweza kujilipua na kusema ukweli au kutoa wazo lenye mantiki ya ukweli ili kuiambia ukweli serikali yetu.
Mfano ni dhahiri kuwa ujenzi wa Sgr toka Dar to Morogoro ulipangwa kukamilika 2019 na kipande hiki kina umbali wa km 202. Lakini leo hii tupo mwaka 2021 lakini nimezungumza na wadau ambao wapo site wanasema huu mwaka hawawezi kukamilisha.
Mmmoja wa wadau alie site japo kuwa sio mtaalamu sana wa civil works ila kwa uzoefu wake ameniambia kuwa kampuni ya Yapi merkez wapo slow katika kuchapa kazi. Maana anasema amefanya kazi za ujenzi kwa muda mrefu na haoni ugumu wa ujenzi wa reli maana kazi kubwa ni kujaza tuta na kisha kutandaza reli.
Kwa hiyo kukata udongo na kujaza tuta sio kazi ya kuchukua miaka minne,japokuwa kuna ujenzi wa madaraja,vituo na miundo mbinu ya umeme. Bora hii tenda wangepewa wachina tangu awali hizo km 202 zingekamilika.
Kuambia watu kuwa tutamilisha ujenzi wa Sgr ndani ya miaka 5 iliyobaki ya utawala wa JPM ni ndoto za mchana. Maana kwa kasi hii ya kampuni ya Yapi merkez ni kujidanganya kuwa vipande vya Makutupora to Moro,Dom to Tabora na Tabora to Isaka vitakamilika kwa wakati.
Inashangaza kwa nini PM majaliwa haoni aibu kila mara kutuambia kuwa tupo karibu kuanza kupanda treni ya umeme wakati kiuhalisia bado sana.
Kilichokupa utata kuelewa ni nini? Maana sio mtalaamu sana wa civil works. Lakini ana uzoefu wa kazi za za kikandarasi. Hapo umeshindwa kuelewa nini? gt au...Mmmoja wa wadau alie site japo kuwa sio mtaalamu sana wa civil works this is a serious problem among many..how comes to talk to unprofessional people and yet you openly conclude your null hypothesis to be true??? Please if you are competent enough and educated get some time to think of what you are about to post otherwise shut up your brain and mouth. Let the great thinkers do it as the forum suggest.
Ndio maana tumeona tumuongezee muda ili akamilishe mradi wakeBandugu sehemu pekee ya kuambiana ukweli hapa Tanzania imebaki Jf maana sioni gazeti, radio au Tv ambayo inaweza kujilipua na kusema ukweli au kutoa wazo lenye mantiki ya ukweli ili kuiambia ukweli serikali yetu.
Mfano ni dhahiri kuwa ujenzi wa Sgr toka Dar to Morogoro ulipangwa kukamilika 2019 na kipande hiki kina umbali wa km 202. Lakini leo hii tupo mwaka 2021 lakini nimezungumza na wadau ambao wapo site wanasema huu mwaka hawawezi kukamilisha.
Mmmoja wa wadau alie site japo kuwa sio mtaalamu sana wa civil works ila kwa uzoefu wake ameniambia kuwa kampuni ya Yapi merkez wapo slow katika kuchapa kazi. Maana anasema amefanya kazi za ujenzi kwa muda mrefu na haoni ugumu wa ujenzi wa reli maana kazi kubwa ni kujaza tuta na kisha kutandaza reli.
Kwa hiyo kukata udongo na kujaza tuta sio kazi ya kuchukua miaka minne,japokuwa kuna ujenzi wa madaraja,vituo na miundo mbinu ya umeme. Bora hii tenda wangepewa wachina tangu awali hizo km 202 zingekamilika.
Kuambia watu kuwa tutamilisha ujenzi wa Sgr ndani ya miaka 5 iliyobaki ya utawala wa JPM ni ndoto za mchana. Maana kwa kasi hii ya kampuni ya Yapi merkez ni kujidanganya kuwa vipande vya Makutupora to Moro,Dom to Tabora na Tabora to Isaka vitakamilika kwa wakati.
Inashangaza kwa nini PM Majaliwa haoni aibu kila mara kutuambia kuwa tupo karibu kuanza kupanda treni ya umeme wakati kiuhalisia bado sana.
Ni kweli ndugu, Mchina alitakiwa ajenge Sgr isiyotumia umeme. Hii ya sasa inatumia umeme,obvious gharama zitakuwa juu.Ile kusema angejenga mchina kulikuwa na upigaji, ulikuwa ni uwongo wa hali ya juu. Dhamira ya uwongo ule ilikuwa ni kutafuta simple political popularity ili waleWatanzania wajinga na wasioelewa chochote wahadaike na kuona Rais wa sasa ni mzalendo zaidi ya waliotangulia.
Ukweli ni kuwa ujenzi wa sasa utakuwa na gharama karibia mara 1.8 ya gharama ambayo angetumia mchina kwa kadiri ya makubaliano kati ya Serikali ya China na Serikali ya Kikwete. Kwa aibu kubwa Magufuli amelazimika kurudi na kuwaangukia Wachina.
Mpaka kufika Singida, gharama yake ni karibia 80% ya gharama ambayo reli ingefika Mwanza, kama angejenga Mchina.
Uchambuzi wako hauna facts,na bahati umeeleza kuwa wewe sio mtaalamu,sasa kumbuka huo ni ujwnzi wa reli ya mwendo kasi,una yjenzi tofauti na reli ya kawaida,pia hiyo kampuni ni kampuni kubwa sana na imwjenga reli kuliko hiyo huki kwao uturuki,nenda kaone waluvyojenga instambul
Hiyo kampuni ya "Yapo Maelekezo" ni ya kutoka nchi gani?
Hiyo 70 % toka mwaka juzi.
Ng'wanantala na Reli TV yake Kila Siku yuko site kurecord SGR....!!
Ujumbe murua kwa mtu kama tindoFacts about TAZARA
Line length: 1,860 km (1,160 mi)
Operator(s): Tanzania–Zambia Railway Authority
Track gauge: 1,067 mm (3 ft 6 in)
Status: Minimally operational
How it all begun
The idea to connect Central and Southern African States with the eastern coast through a rail link started as far back as 1947. Both Tanganyika (now Tanzania) and Northern Rhodesia (now Zambia) had for a long time wished to agriculturally develop their vast areas in the South West (of Tanganyika) and North East (of Northern Rhodesia), respectively. On the Tanganyika side, plans for this had been discussed for many years while on the Northern Rhodesian side the suggestion was beginning to receive prominence and support by 1963 through the advocacy of Dr Kenneth Kaunda. Earlier, the colonial settlers had undertaken a number of surveys into the project and nearly all had declared that the proposed line was economically unjustifiable. This was at the time of liberation agitations and it was apparent that these conclusions were laced with political thinking. The settlers feared that such a rail link would affect their interests in the region.
How Ian Smith triggered action
On 11th November 1965, the administration of Ian Smith in Rhodesia (Zimbabwe) whose Rhodesian Front party opposed an immediate transfer of power to black majority rule in the self-governing British colony, unilaterally declared independence from the United Kingdom. The Unilateral Declaration of Independence (UDI), as it were, triggered various effects on the scene. First, UDI had the effect of intensifying the liberation struggle in which Zambia played an active role as a frontline state. Being landlocked, the Smith regime tried to intimidate Zambia out of her support for the liberation struggle by cutting her only outlet to the sea – the road and rail trunks from Zambia to the sea ports in South Africa, passing through Rhodesia. The leaders of Tanzania (the late Mwalimu Julius Nyerere) and Zambia (Dr. Kenneth Kaunda) who were aware of Zambia’s dependence on the southern route and its implications visualized that the North East Rail Link was the only other way for Zambia to maintain economic and political independence. In a significant way, therefore, Ian Smith’s UDI spurred the proponents and even quickened the pace at which the TAZARA project was implemented.
How China rescued the situation
Tanzania and Zambia clearly had the motive to construct TAZARA. But it was also very clear from the beginning that this mammoth project would require huge amounts of funds to take off. The Western countries were first approached for assistance to build the line but as expected they rebuffed the idea, insisting that “the project was economically not viable.” This view, which was equally supported by the World Bank, meant that assistance from that quarter was not possible. The Government of the People’s Republic of China, under the wise leadership of the late Chairman Mao Tse-Tung were approached and readily accepted to support the project. The Chinese leadership saw the wider necessity of the line and thus offered to finance it as a turnkey project. The Chinese offered to provide the finances for construction, expertise and equipment, including buildings, workshops, training school and related infrastructure.
Agreement is signed
On 5th September 1967, an Agreement for the construction of TAZARA was concluded in Beijing, China, between the three Governments of China, Tanzania and Zambia. The initial idea was for the railway line to start from Kidatu in Tanzania to Kampoyo in Zambia.
TAZARA is established
The Tanzania-Zambia Railway Authority was established in March 1968 and the survey and design work commenced in October 1968 and finished in May 1970. The surveys by the Chinese produced favourable recommendations, which completely disregarded all conclusions of earlier surveys. By now it had been decided that the line would start from Dar es Salaam and end at Kapiri Mposhi.
China offers an interest-free loan
In July 1970, China agreed to give Tanzania and Zambia an interest free loan repayable in thirty years totaling Yuan 988 million to cover costs of constructing the line and supporting infrastructure of Stations and the Training School as well as the supply of motive power and rolling stock.
Construction begins
Construction of the line started in October 1970. The then Presidents Dr. Kenneth Kaunda of Zambia and late Mwalimu Julius Nyerere of Tanzania officially inaugurated the commencement at Dar es Salaam in Tanzania and Kapiri Mposhi in Zambia, respectively. This was the beginning of the most awe-inspiring engineering feats ever performed by China in Africa.
Meandering through inhospitable terrain
Within a year track-laying reached Mlimba which is 502 kilometres from Dar es Salaam. Thereafter, for the next one year, construction entered through the most inhospitable terrain of the line. This is the 158-kilometre Mlimba/Makambako section, which is characterized by complicated topographical features. The works in this section alone included excavation of 20 million cubic metres of earth works (about a quarter accounted for the whole line), construction of 46 bridges with total linear length of 4,100 metres, 18 tunnels aggregating 8,253 metres and 362 culverts totaling 11,710 metres.
Construction crosses the border
The track crossed the Tanzanian border at Tunduma into Zambia at Nakonde in August 1973. After the experience of the Mlimba/Makambako section, construction in Zambia with fairly uncomplicated features was fast such that by June 1975, the line reached Kapiri-Mposhi, two years ahead of schedule. Trial operations continued for a year until 14 July 1976 when full operations commenced, after the Government of the Peoples’ Republic of China formerly handed over TAZARA to Tanzania and Zambia.
Engineering challenges
The engineering difficulties involved in building the 1,860 kilometre long railway were immense. It is not easy to fathom the extent of heroism and ingenuity displayed by both the Chinese people, represented by their great engineers and workers and the Tanzanian and Zambian people, who joined the Chinese for the construction of this unique railway. The hostile environment, through which the line often had to pass, did not deter them. When the line was finally completed, almost 89 million cubic metres of earth and rock had to be moved, 320 bridges, 22 tunnels and 2,225 culverts were built.
Heroic workforce
At the height of construction, the workforce rose to 38,000 Tanzanian and Zambian workers and 13,500 Chinese technical and engineering personnel. Over 160 workers, among them 64 Chinese, died during the construction of the railway.
MkUu ww umesema kweli tupu. Huo mradi kama ungebaki kwa makubaliano ya mwanzo ya mchina, tusingeumizana kama sasa na vijana wangepata ajira, kisha mradi ukianza kaxi urejeshe mkopo wenyewe.Ile kusema angejenga mchina kulikuwa na upigaji, ulikuwa ni uwongo wa hali ya juu. Dhamira ya uwongo ule ilikuwa ni kutafuta simple political popularity ili waleWatanzania wajinga na wasioelewa chochote wahadaike na kuona Rais wa sasa ni mzalendo zaidi ya waliotangulia.
Ukweli ni kuwa ujenzi wa sasa utakuwa na gharama karibia mara 1.8 ya gharama ambayo angetumia mchina kwa kadiri ya makubaliano kati ya Serikali ya China na Serikali ya Kikwete. Kwa aibu kubwa Magufuli amelazimika kurudi na kuwaangukia Wachina.
Mpaka kufika Singida, gharama yake ni karibia 80% ya gharama ambayo reli ingefika Mwanza, kama angejenga Mchina.
[emoji23][emoji23][emoji23] dah mkuu, ndio sababu wanazotoa za kumuongezea muda kana kwamba huyu mtu akifa leo hii nchi nayo ndio inakufa.Aongezewe muda ili akamilishe SGR kwani yeye ndo mkandarasi
Huo uzoefu wa kuweka SGR kautolea wapi? Nje ya nchi au ndan? SGR sio kama hzi rail za kawaida..hakuna SGR bongo..hyo ni ya kwanza..nazan ungewauliza wataalamu halisi na sio wenye uzoefu tu bila utalaam..Kilichokupa utata kuelewa ni nini? Maana sio mtalaamu sana wa civil works. Lakini ana uzoefu wa kazi za za kikandarasi. Hapo umeshindwa kuelewa nini? gt au...
Mantiki ni kuwa walidanganya ili wapate justification ya kuanzisha miradi isiyo na tija kwa wakati husika.Sielewi mantiki ya mada hii, kwani miradi mikubwa ya kimkakati huwa ni lazima imalizwe na Rais aliyeko madarakani. Mbona kila aliyeingia alikuta miradi ya awamu iliyotangulia inachofanya ni kuiendeleza, cha ajabu nii?
Kwa jibu hili ulilopost ni dhahiri kuwe wewe uelewa wako ni duni. Sgr au narrow gauge zote zinatengenezwa kwa kujenga tuta kisha kutandaza reli. Kaa kimya maana unajiabisha.Huo uzoefu wa kuweka SGR kautolea wapi? Nje ya nchi au ndan? SGR sio kama hzi rail za kawaida..hakuna SGR bongo..hyo ni ya kwanza..nazan ungewauliza wataalamu halisi na sio wenye uzoefu tu bila utalaam..
Tatizo sio kampuni iliyopewa hiyo tenda ya kutengeneza SGR, tatizo ni pesa. Serikali haitoi pesa za kutosha na kwa wakati. Hali ni tete mnoo.Bandugu sehemu pekee ya kuambiana ukweli hapa Tanzania imebaki Jf maana sioni gazeti, radio au Tv ambayo inaweza kujilipua na kusema ukweli au kutoa wazo lenye mantiki ya ukweli ili kuiambia ukweli serikali yetu.
Mfano ni dhahiri kuwa ujenzi wa Sgr toka Dar to Morogoro ulipangwa kukamilika 2019 na kipande hiki kina umbali wa km 202. Lakini leo hii tupo mwaka 2021 lakini nimezungumza na wadau ambao wapo site wanasema huu mwaka hawawezi kukamilisha.
Mmmoja wa wadau alie site japo kuwa sio mtaalamu sana wa civil works ila kwa uzoefu wake ameniambia kuwa kampuni ya Yapi merkez wapo slow katika kuchapa kazi. Maana anasema amefanya kazi za ujenzi kwa muda mrefu na haoni ugumu wa ujenzi wa reli maana kazi kubwa ni kujaza tuta na kisha kutandaza reli.
Kwa hiyo kukata udongo na kujaza tuta sio kazi ya kuchukua miaka minne,japokuwa kuna ujenzi wa madaraja,vituo na miundo mbinu ya umeme. Bora hii tenda wangepewa wachina tangu awali hizo km 202 zingekamilika.
Kuambia watu kuwa tutamilisha ujenzi wa Sgr ndani ya miaka 5 iliyobaki ya utawala wa JPM ni ndoto za mchana. Maana kwa kasi hii ya kampuni ya Yapi merkez ni kujidanganya kuwa vipande vya Makutupora to Moro,Dom to Tabora na Tabora to Isaka vitakamilika kwa wakati.
Inashangaza kwa nini PM Majaliwa haoni aibu kila mara kutuambia kuwa tupo karibu kuanza kupanda treni ya umeme wakati kiuhalisia bado sana.
Pole sana Mkuu. Hauko peke yako kwani wako wengi wakiwemo Kampuni za Ulinzi wameporwa malindo na kupewa SUMA JKT. Cha kusikitisha ni kwamba bado wanasakamwa na Serikali hii hii kwa KODI wakati walishawapora Wateja.Nimeacha Mkuu, baada ya kuona Tender nyingi wanafanya TBA na wenzao SumaJKT.
Saivi tunagombania kazi za kujenga vyumba vya madarasa ambazo wanatumia Force accounts hivyo naambulia kuwa Fundi tu[emoji56][emoji56]
Yaani Mimi wa Lusahunga mkiniambia hayo maSGR wakati maji nachota kilomita moja hata siwaelewi.Kwa kampuni kama Yapi merkezi hata akiongezewa muda haitakamilika.
Tupe ushahidi kuwa mradi upo 90% na kwa nini Dar to Moro miaka minne bado mradi haujakamilika?Wakuu jipeni muda msiwe wavivu someni comments kutoka mwanzo hadi hapa. Nadhani mtakubaliana na mimi kuwa watu wala hawafuatilii huu mradi na kupata taarifa za uhakika ama kujionea Ila badala yake wanatoa tu maoni kwa hisia na mitazamo binafsi bila kuwa na ushahidi wa kile kinachoendelea site.