BAK
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- Feb 11, 2007
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Tunakwama kwenye KUKURUPUKA. Angalia WANAVYOKURUPUKA kwenye covid na kudai ugonjwa umepungua bila kuwa ya kuwa na UTHIBITISHO huku corona ikiendea kuangusha Watanzania mmoja baada ya mwingine.
Pamoja na Tanzania kununua ndege kwa matrilioni, samaki kutoka Mwanza, Tanzania, wanasafirishwa na ndege kutoka Rwanda na Ethiopia
Pamoja na Tanzania kununua ndege kwa matrilioni, samaki kutoka Mwanza, Tanzania, wanasafirishwa na ndege kutoka Rwanda na Ethiopia
- Thread starter chiembe
- Start date
Pamoja na hayo Ethiopian na Rwandair wanazo ndege za mizigo sisi mpaka tufungue viti tutoe ndipo tupakie mzigo mkubwa hata hivyo mtindo huo unaharibu uimara wa viti dawa ni kununua cargo plane
wa kupuliza
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- Jun 15, 2012
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Khs kibali hilo nakubali,lkn kusema ATCL ina ndege nyingi kuliko Rwandair hio si kweli maana huwezi kuweka idadi ya ndege 5 nyingine ambazo ziko ordered huko kiwandani na ukazijumlisha kwny total fleets.
Maana kama ni hivyo hata hao Rwandair wana order ya ndege 3 huko kiwandani ,2(A330-200) na 1(A330-300).
Hivi so far serikali ina mpango gani wa kulinusuru shirika la ATCL kwny kipindi hiki cha Covid-19 maana mashirika mbalimbali kwa sasa yanatangaza namna ya ku rescue airlines zao.
Hao Rwandair wametangaza package ya $800mil kuokoa shirika hilo.
shungurui
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- Sep 1, 2008
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shungurui
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- Sep 1, 2008
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Ile ni biashara kama biashara nyingine, sasa nani atafanya biashara na wewe kama mtu mwenyewe hauamini na hueleweki? Hata kama hizo ndege za cargo ziwepo nchini nani atakuamini?
Mtu kila siku ni kuvunja mikataba na makampuni, tena una unavunja mikataba kienyeji kila kona ya dunia kuna kesi za namna hiyo, ni mpumbavu na mjinga tu ndiye anayeweza fanya biashara na wewe, risk ni kubwa mno kufanya biashara na jiwe.
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Ndiyo tatizo la kukurupuka bila mkakati, hata SGR reli itaishia hivyo hivyo sababu ni miradi ya kisiasa zaidi kuliko uchambuzi yakinifu kubalance miradi kuwa itegemee angalau 50 % itegemee soko la waTanzania ndani ya mipaka.
Mfano strategy ya FastJet ilikuwa kuteremsha gharama za uendeshaji chini ili nauli iwe nafuu waTanzania wengi watumie usafiri huo huku wakiifanya Tanzania kuwa kitovu cha usafiri kwa kubalance soko la ndani na kikanda 50/50 .
Tukija kwa SGR reli mtazamo ni kuishi Morogoro au Dodoma yaani abiria zaidi bila mkakati wowote wa SGR reli iwe mizigo zaidi ya ndani makaa ya mawe, mazao ya shambani kupeleka viwanda vya ndani kuchakatwa au kutengeneza nishati n.k
SGR reli tangu inaanza kujengwa ingekuwa ins lengo la asilimia 60 kutegemea shughuli za uchumi za ndani ya Tanzania bila kujitegemea Rwanda, Congo DR au Uganda kwa kiwango kikubwa maana wakiamua kufunga mpaka au kubadilisha route au kiongozi wa kisiasa kuamua mizigo yao isipite Tanzania, mradi wa SGR reli utakuwa gofu / white elephant.
SGR reli imejengwa kwa mtizamo waliokuwa nao Wajerumani na Waingereza kuwa watasafirisha Vitu au mali ghafi kwenye viwanda vyao ulaya.
Tujiulize SGR reli yetu itasafirisha kwenda ulaya na China au kusafirisha mazao, madini n.k kwenda sehemu mbalimbali za Tanzania kuongeza thamani ya mazao, madini, kutengeneza ajira nyingi sana za viwandani za kuondokana na umachinga ktk vibaraza vya mijini Tanzania na kukuza ujuzi wa kiufundi.
Au tutategemea soko la nje kwa mtizamo wa Tanganyika ilipokuwa koloni ambalo mabeberu wa Ulaya walitaka malighafi kutengeneza ajira kwao , soko jipya la kikoloni Asia au hata jirani zetu wanaweza kususia na mali hizo kutudodea !?
https://www.theigc.org › blog › wha...
3 policy lessons from Africa's colonial railways - IGC
Examining the impact of colonial-era railroads (the direct importance of which ... with striking similarities to the European colonial endeavours at the turn
Mfano strategy ya FastJet ilikuwa kuteremsha gharama za uendeshaji chini ili nauli iwe nafuu waTanzania wengi watumie usafiri huo huku wakiifanya Tanzania kuwa kitovu cha usafiri kwa kubalance soko la ndani na kikanda 50/50 .
Tukija kwa SGR reli mtazamo ni kuishi Morogoro au Dodoma yaani abiria zaidi bila mkakati wowote wa SGR reli iwe mizigo zaidi ya ndani makaa ya mawe, mazao ya shambani kupeleka viwanda vya ndani kuchakatwa au kutengeneza nishati n.k
SGR reli tangu inaanza kujengwa ingekuwa ins lengo la asilimia 60 kutegemea shughuli za uchumi za ndani ya Tanzania bila kujitegemea Rwanda, Congo DR au Uganda kwa kiwango kikubwa maana wakiamua kufunga mpaka au kubadilisha route au kiongozi wa kisiasa kuamua mizigo yao isipite Tanzania, mradi wa SGR reli utakuwa gofu / white elephant.
SGR reli imejengwa kwa mtizamo waliokuwa nao Wajerumani na Waingereza kuwa watasafirisha Vitu au mali ghafi kwenye viwanda vyao ulaya.
Tujiulize SGR reli yetu itasafirisha kwenda ulaya na China au kusafirisha mazao, madini n.k kwenda sehemu mbalimbali za Tanzania kuongeza thamani ya mazao, madini, kutengeneza ajira nyingi sana za viwandani za kuondokana na umachinga ktk vibaraza vya mijini Tanzania na kukuza ujuzi wa kiufundi.
Au tutategemea soko la nje kwa mtizamo wa Tanganyika ilipokuwa koloni ambalo mabeberu wa Ulaya walitaka malighafi kutengeneza ajira kwao , soko jipya la kikoloni Asia au hata jirani zetu wanaweza kususia na mali hizo kutudodea !?
https://www.theigc.org › blog › wha...
3 policy lessons from Africa's colonial railways - IGC
Examining the impact of colonial-era railroads (the direct importance of which ... with striking similarities to the European colonial endeavours at the turn
share
JF-Expert Member
- Nov 22, 2008
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Uliambiwa hizo ndege zetu ni cargo planes?
https://www.theigc.org › blog › wha...
3 policy lessons from Africa's colonial railways - IGC
Examining the impact of colonial-era railroads (the direct importance of which ... with striking similarities to the European colonial endeavours at the turn
Colonial railroads are especially interesting because the colonisers did not necessarily place the railroad by selecting locations of intrinsically high economic potential; but rather the cheapest or shortest route. For example, the purpose of the Kenya-Uganda railroad, built in 1901, was to connect Uganda to the coast at the lowest possible cost. Kenya was merely a transit territory; the railroad bypassed highly populated areas en route to Lake Victoria, unlocking East Africa. In Ghana, the purpose was to connect European owned mines and for military domination within West Africa.
Of course, the railroad itself provided an advantage to the locations it passed through. However, in the African context this advantage disappeared over time. Railroad systems collapsed after independence due to mismanagement, lack of maintenance and the adoption of new transportation technology – motor roads. Roads levelled the pure advantage of lower transportation costs and could have potentially re-configured the spatial equilibrium.
Ultimately, the long-term benefit of the railroads depends on whether there are strong local increasing returns. These may come from the co-location of factors and industries. In approaching this research there is a coordination problem as it is not necessarily obvious which locations should have accumulated these factors. Railroads could have solved the coordination problem and defined the economic geography in this way.
Alternatively, increasing returns may also have come from sunk cost of the investments. If transportation networks, schools, hospitals or buildings are expensive to construct, activities will not shift to the location with better underlying fundamentals. Overall, one would also expect increasing returns to be less important in poor and agrarian countries.
3 policy lessons from Africa's colonial railways - IGC
Examining the impact of colonial-era railroads (the direct importance of which ... with striking similarities to the European colonial endeavours at the turn
Colonial railroads are especially interesting because the colonisers did not necessarily place the railroad by selecting locations of intrinsically high economic potential; but rather the cheapest or shortest route. For example, the purpose of the Kenya-Uganda railroad, built in 1901, was to connect Uganda to the coast at the lowest possible cost. Kenya was merely a transit territory; the railroad bypassed highly populated areas en route to Lake Victoria, unlocking East Africa. In Ghana, the purpose was to connect European owned mines and for military domination within West Africa.
Of course, the railroad itself provided an advantage to the locations it passed through. However, in the African context this advantage disappeared over time. Railroad systems collapsed after independence due to mismanagement, lack of maintenance and the adoption of new transportation technology – motor roads. Roads levelled the pure advantage of lower transportation costs and could have potentially re-configured the spatial equilibrium.
Ultimately, the long-term benefit of the railroads depends on whether there are strong local increasing returns. These may come from the co-location of factors and industries. In approaching this research there is a coordination problem as it is not necessarily obvious which locations should have accumulated these factors. Railroads could have solved the coordination problem and defined the economic geography in this way.
Alternatively, increasing returns may also have come from sunk cost of the investments. If transportation networks, schools, hospitals or buildings are expensive to construct, activities will not shift to the location with better underlying fundamentals. Overall, one would also expect increasing returns to be less important in poor and agrarian countries.
Wewe utakuwa nunda hujui kwamba USA kununua bidhaa china sio suala la demand and supply bali ni choice ya USA, taking into account quality ya product ya china na price.
Na hakuna biashara ambayo ni ya hisani , hivyo kuonyesha kwamba USA hamfanyi china hisani vs ya Rwanda air kubeba samaki zote sio hisani.
Kuna key factor katika biashara navyo
Ni product, price, promotion and place.
As the map above demonstrates, most colonial rail networks operate on a linear route (southern Africa is an exception). Rather than creating an interconnected network of cities, as modern railways often do, colonial rails simply connected resource-rich hinterlands to the coastline. The final destination along the port is where goods (and people) were ultimately shipped off to Europe and beyond. Not surprisingly, this is where Africa's major urban centers grew.
"If you look at the movement of goods, people, information, etc., most of these [African countries] have basically one [rail] line that leads ultimately to the port," explains Sean Fox, an urban geographer at Bristol University in the U.K.
Unlike in the U.S., where major cities are found on both the east and west coasts and the midwest, African countries generally boast a single major city, which is almost exclusively located along the final destination of its colonial railway network: a port.
Sean Fox, of Bristol University, says colonial railways contributed to what's known as a "primate urban system." This is when single municipalities—port cities at the end of railways, in the case of Africa—come to dominate all forms of urban activity. "What you don’t see is a dense interconnected web of transport infrastructure that could facilitate the movement of goods, people, [and] ideas within the country," Fox adds.
So unlike the United States, where major cities are found on both the east and west coasts and the midwest, African countries generally boast a single major city, which is almost exclusively located along the final destination of its colonial railway network. Africa's mid-size cities away from the coast, meanwhile, essentially developed in isolation—from the rail infrastructure and the commercial benefits that came with it.
This is why the revitalization of Africa's colonial-era railways is a crucial opportunity for urban planning and development. A 2014 working paper from Oxford University found that cities in Kenya that developed near rail networks were not only denser but also wealthier. So by refurbishing and ultimately expanding aging rail networks, Africa's once closed-off secondary cities could finally become integrated into nationwide rail networks and reap the accompanying rewards
Source : How Overlooked Colonial Railways Could Revolutionize Transportation in Africa
Tanzania ingekarabati reli ya mkoloni na kuongeza network mpya ya reli badala ya kujenga SGR reli inayofuata mkondo ule ule kuelekea Dar es Salaam.
Reli mpya ingejengwa toka Mchuchuma Liganga kwenda Sumbawanga Mpanda kuelekea Tabora huku kipande kingine kikitoka mchuchuma kukatisha reli ya Tazara kwenda Songea Mtwara kuchochea uchumi na viwanda vya ndani vya Tanzania.
Reli mpya ingejengwa toka Mchuchuma Liganga kwenda Sumbawanga Mpanda kuelekea Tabora huku kipande kingine kikitoka mchuchuma kukatisha reli ya Tazara kwenda Songea Mtwara kuchochea uchumi na viwanda vya ndani vya Tanzania.
mlingoti west
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- Mar 16, 2020
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Ndege hizi za abria na abiria wapo.shida nini hapo Kama zinaendelea kubeba abiria
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Chakaza
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- Mar 10, 2007
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Chipukizi
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Tanzania tuna wadeni wengi nje na ndani ya nchi,so hizo ndege kwa Sasa kuzipeleka nje zitakamatwa tu na wadeni wetu..Mimi naona hi ndo sababu kubwa ya ndege zetu kubaki hapa hapa nchini.
Chakaza
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- Mar 10, 2007
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Ile ya Rwanda ni cargo plane? Hivi siku hivi kujivisha ujinga ni jambo la fahari?
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Chipukizi
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- Mar 12, 2009
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Tanzania tuna wadeni wengi nje na ndani ya nchi,so hizo ndege kwa Sasa kuzipeleka nje zitakamatwa tu na wadeni wetu..Mimi naona hi ndo sababu kubwa ya ndege zetu kubaki hapa hapa nchini.
Chipukizi
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- Mar 12, 2009
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Tanzania tuna wadeni wengi nje na ndani ya nchi,so hizo ndege kwa Sasa kuzipeleka nje zitakamatwa tu na wadeni wetu..Mimi naona hi ndo sababu kubwa ya ndege zetu kubaki hapa hapa nchini.
Chipukizi
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- Mar 12, 2009
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Tanzania tuna wadeni wengi nje na ndani ya nchi,so hizo ndege kwa Sasa kuzipeleka nje zitakamatwa tu na wadeni wetu..Mimi naona hi ndo sababu kubwa ya ndege zetu kubaki hapa hapa nchini.
Chipukizi
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- Mar 12, 2009
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Tanzania tuna wadeni wengi nje na ndani ya nchi,so hizo ndege kwa Sasa kuzipeleka nje zitakamatwa tu na wadeni wetu..Mimi naona hi ndo sababu kubwa ya ndege zetu kubaki hapa hapa nchini.
Upepo wa Pesa
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