Rais Samia atengua uteuzi wa Eric Hamissi, Mkurugenzi Mkuu wa Usimamizi wa Mamlaka ya Bandari Tanzania (TPA)

Bandari haina ukipekee wa aina yake.

Duniani kote tunaona bandari zikifanya kazi kwa ufanisi mkubwa.

Tusizifanye hizi za Tanzania kuwa za kipekee, kwa vile tu tuano viongozi wabovu katika kila ngazi, serikalini na huko kwenye mashirika.
 
Rasterman said:
Kwani Mama kasema Eric ana tatizo au ameamua kumbadilisha tu na huenda anataka kumpangia kazi nyingine.
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Umechangia bila kujua kinachoendelea. Amesema bandari kuna tatizo kubwa na sasa hivi kumekua hovyo kwa watu kuzungushwa na kuchukua muda mrefu kazi kufanyika. Baada ya hapo utenguzi ukafatia. Sasa hapo unashindwa kujua kuwa ameondolewa sababu ya utendaji wake kuwa mbovu
 
Tatizo la Bandari sio Management wala Bodi

ni Mamlaka za Uteuzi na Washauri wa Mamlaka za Uteuzi

kubadilisha Management mara kwa mara hakuwezi kuleta matokeo chanya

huwezi kumaliza tatizo la Pipa linalovuja kwa kubadilisha Mfuniko mara kwa mara
 
MUSONI said:
Kagame aliwahi janya utani kuwa anaomba miezi mitatu tuu kuiendesha na uone maajabu....ulikuwa utani enzi za Mzee wetu Magufuli (rip) ila ulikuwa mi maono ambayo sasa Mteule awe na new vision na kujua mianya iko wapi na kukwamua sasa..
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MIRADI MIKUBWA YA SGR RELI MPYA, BANDARI ZA KIGOMA NA DSM ZIONDOKANE NA 'CHOYO'

Paul Kagame anaelewa alichoongea kwa undani hasa ukirejea makubaliano baina ya wakoloni wa ki-Belgiji na wale wa Kiingereza.


Wakoloni hawa wa Belge na shujaa wao gènèral Tombeur wa vita ya (Bataille de) Tabora, baada ya kushirikiana na Uingereza vita kuu 1914 -1918 kumshinda Mjerumani huku majeshi ya ki- Belgiji yakiwa yameweka makao yao makuu mjini Tabora hii ya sasa Tanzania wakati ule German East Afrika ilibidi mabwana wakubwa hawa wa ulaya wasaini mkataba.

Ubelgiji ilitaka kuendelea kukalia maeneo ya Tabora, Urambo, Kigoma, Biharamulo waBelge walifika na majeshi yao mpaka jimbo la Morogoro kilometa 200 toka bandari ya DSM lakini ikajiimarisha zaidi magharibi makao yakiwa Tabora na mtaji huu ukawa kama sehemu ya koloni lake ikimujuisha pamoja na nchi za Urundi-Ruanda, Free Congo ya mfalme Leopold. Belbases - Une page oubliée du colonialisme Belge en Afrique
Ubelgiji ikaamua kutumia maeneo hayo iliyoyakalia ndani ya Ujerumani ya Afrika Mashariki baadaye ikapewa jina Tanganyika baada ya kuwafurusha waJerumani katika vita ya kwanza ya dunia upande huu wa Afrika ya Mashariki 1914 -1918, kama sehemu ya mtaji wao ktk mazungumzo kufungulia njia ya kufikia pwani ya bahari ya Hindi kupitia reli ya kati hadi bandari ya Dar es Salaam.

Historia ya Sajenti Mbavu Moya katika Vita ya Kwanza ya Dunia (WWI)

Nyarugusu, Tanzania Source : Tanganyika TV VITA VYA DUNIA HISTORIA YA MBAVU MOYA April 14, 2020 SHUJAA TOKA TARAFANI FIZI Wakati huu wa kumbukumbu la Vita vya Kwanza vya Dunia (Première Guerre mondiale ) vya 1914-1918 ambavyo uitwa pia "Vita vikuu" (Grande guerre),tumkumbuke afisa...
www.jamiiforums.com
Hivyo wakakubaliana na Waingereza kuwa iwapo Ubelgiji itaondoa majeshi yake toka Tabora, Urambo, Uvinza n.k basi makoloni ya Ubelgiji ya Burundi, Rwanda na lile kubwa la Free Congo (DR Congo) upande wa mashariki watapewa hadhi maalum ya kutumia reli ya kati toka Kigoma mpaka Dar es Salaam bila usumbufu wowote. Ubelgiji itachangia uimarishaji wa gati ktk bandari za Kigoma na DSM ambazo hazitatozwa ushuru wowote na kurahishisha biashara baina ya makoloni ya Ubelgiji pande hii ya Maziwa Makuu na dunia kupitia bahari.

Gati hizi zilijulikana kama BelBases na kampuni maarufu ya Belgium ya AMI ilipewa haki miliki za kufanya jambo hilo la eneo huru la kusafirisha na kuingiza bidhaa toka ngambo au kuuza ngambo kupitia reli ya kati na bandari za Kigoma na DSM ktk gati exclusive kwa matumizi ya waBelgiji.


Hivyo mh. Rais Paul Kagame anashangaa kwanza Tanzania ilivyo na geopolitical power kibiashara kuto copy aina ya uendeshaji na uwekezaji wa walivyofanya waBelgiji /Waingereza kupitia BelBases AMI kwa kushirikisha nchi jirani wawekeze ktk reli ya SGR reli mpya DSM - Kigoma-Burundi-Rwanda na DR Congo. Kwa kuwashirikisha wawekeze basi nchi hizo zingetumia bandari ya Dar es Salaam na mifumo ya reli nchini kwani Rwanda, Burundi na DR Congo wangekuwa wadau wa maendeleo na wangeachana kupitisha mizigo Uganda, Kenya hadi bandari ya Mombasa kwa kuwa wangekuwa wajinga waache kutumia uwekezaji wao wawafaidishe wengine, huku kubwa ni kuwa mkataba wa ulioanzisha BelBases ulionesha mafanikio makubwa.

Mkataba ulioanzisha BelBases barani Afrika ulikuwa wa kuheshimika kama mikataba ya bahari nyeusi kule Turkey Bosphorus Strait (the Montreux convention) Implementation of the Montreux Convention / Rep. of Turkey Ministry of Foreign Affairs ambapo meli nyingi zinatumia kwa uhakika huku kuna kuaminika kimataifa.

Tanzania ingeweza kufufua makubaliano ya namna hiyo ya uwekezaji jumuishi baina ya mataifa ya eneo hili yangeigeuza bandari ya Dar es Salaam kuwa bandari mojawapo kubwa ki-operesheni kwa kupakua na kupakia mizigo, kuigeuza Dar es Salaam kuwa Dubai ya Afrika Mashariki kwa kuvutia wawekezaji na namna tunavyoheshimu mikataba ya kimataifa n.k kama zifanyavyo nchi za bandari za Singapore, Dubai n.k

Nini kifanyike?

Wazo la rais Paul Kagame linaweza kukabaliwa kwa kuwaingiza Rwanda katika ubia, nini kinashindikana ikiwa airport ya KIA Klilimanjaro Airports tumewakaribisha OmanAirports kuwa wabia ktk uendeshaji.

Oman waamua kutujengea VIP na maduka kwenye Uwanja wa ndege wa Kilimanjaro

Oman kupitia Shirika lake la Viwanja vya ndege vya Oman Jumatatu Juni 13 walisaini mkataba wa makubaliano (MoU) na Kampuni ya Maendeleo ya Viwanja vya Ndege ya Kilimanjaro (KADCO) ili kuendeleza jengo la abiria la VIP katika Uwanja wa Kimataifa wa Kilimanjaro. Makubaliano hayo yalitiwa saini...
www.jamiiforums.com
Nini sababu ya sisi majirani wa kihistoria na tamaduni kuogopana kuendesha miradi mikubwa ya reli na bandari mpaka twende alika kampuni ya India, China au South Afrika waje waendeshe wakati kuna mfano hai kuwa kulikuwepo ukaribu wa uendeshaji wa reli, gati na bandari baina ya nchi hizi jirani na zilisaini mikataba iliyona manufaa kwa eneo hili la Afrika hususan Ruanda-Urundi-Tanganyika na Free Congo? Tuache chonyo kwa kisingizio cha uzalendo uchwara wakati diplomasia ya kweli ya kiuchumi kupitia mikataba maarufu wa mwaka 1921 kama ya Belbases Agence belge de L'Est Africain. Belbase.

Le gènèral Tombeur et Bataille de Tabora

22. Exchange of notes accepting the protocol signed at Kigoma, on 5 august 1924, relative to the Tanganyika-Ruanda-Urundi frontier. Brussels, 17 May 192646,47​

(46League of Nations, Treaty Series, vol. 54, p. 239.)

(47See also the Agreement between the United Kingdom and Belgiun regarding Water Rights on the Boundary between Tanganyika and Ruanda-Urundi, London, 22 November 1934, in Legislative Texts and Treaty Provisions concerning the Utilization of International Rivers for Other Purposes than Navigation (United Nations publication, Sales No. 63.V.4), p. 97.)

No. 1 - The British Ambassador at Brussels to the Belgian Minister for Foreign Affairs

Brussels, 17 May 1926

Monsieur le Ministre,

I have the honour, under instructions from His Majesty's Principal Secretary of State for Foreign Affairs, to convey to Your Excellency by the present note the formal acceptance by His Majesty's Government of the Protocol signed at Kigoma on 5 August 1924, with its accompanying maps, as defining the boundary between Tanganyika territory and the Belgian mandated territory of Ruanda-Urundi.

I am at the same time instructed to draw the attention of the Belgian Government to paragraph 51 of the Protocol in question and to invite them to agree that, notwithstanding the new boundary in Lake Tanganyika which is defined by the said paragraph, all customary rights of fishing and passage exercised by natives living on either side of it should be preserved, but that, at the same time, even with regard to the rights of fishing and passage, the respective Governments should preserve their common law rights and should not, for instance, be debarred from levying a fishing tax on all persons alike who use their territorial waters.

I should be grateful if Your Excellency would be good enough to confirm to me that the Belgian Government is in agreement with His Majesty's Government with regard to the arrangements indicated in the preceding paragraph.

I avail myself of this opportunity, etc.

No. 2 - The Belgian Minister for Foreign Affairs to the British Ambassador at Brussels

Brussels, 17 May 1926

Your Excellency,

I have the honour to acknowledge receipt of your letter of today's date, in which you are good enough to inform the Royal Government that His Britannic Majesty's Government accepts the Protocol signed at Kigoma on August 5, 1924, with its accompanying maps, as defining the boundary between Tanganyika Territory and the Belgian mandated territory of Ruanda-Urundi.

The Belgian Government also approves these documents.

At the same time you draw the attention of the Belgian Government to paragraph 51 of the Protocol in question and invite them to agree that, notwithstanding the new boundary in Lake Tanganyika which is defined by the said paragraph, all customary rights of fishing and passage exercised by natives living on either side of it should be preserved, but that at the same time, even with regard to the rights of fishing and passage, the respective Governments should preserve their common law rights and should not, for instance, be debarred from levying a fishing tax on all persons alike who use their territorial waters.

The Belgian Government has the honour to confirm to Your Excellency that they are in agreement with His Britannic Majesty's Government with regard to these arrangements.

................................................................
9 December 2020

Rais Magufuli aeleza sababu ya somo la Historia kuwa la lazima​

Magufuli : Historia ya kweli ifundishwe, vijana lazima waifahamu historia yetu tumetoka wapi. Haiwezekani watoto wetu wafahamu historia ya Mansa Mussa wa huko Afrika ya Magharibi lakini hata ya "kwetu" hawaifahamu. ( Kigoma iliyokuwa ndani ya Ruanda-Urundi mpaka 1924 chini ya utawala wa Ubeljii) hawaifahamu.....

100 YEARS BELBASES​

A FORGOTTEN PAGE OF BELGIAN COLONIALISM IN AFRICA​

Belgian bases in East Africa​



The Belgian colonial period ended with the independence of Burundi and Rwanda on July 1, 1962, but there is still a vestige of our colonial past: the Belbases in Tanzania.

In 1919, during the negotiation of the Treaty of Versailles, Great Britain was able to seize almost all the German colonies in East Africa. Rwanda and Burundi became Belgian mandate areas.

But Belgium, which had also participated in the war effort in East Africa, was not satisfied, protesting strongly. She received in 1921 from the British a commercial gesture as a consolation, the so-called Belbases (from "Belgian Bases"), sites in two ports of Tanganyika: Kigoma on Lake Tanganyika, and Dar es Salaam on the Indian Ocean , with free transit on the railway between these two ports.

This agreement was signed 100 years ago, on March 15, 1921.

Belgium leased the concession for a symbolic franc per year, where it could build docks and warehouses, initially in perpetuity, from 1956. for 99 years.
Goods to and from the Belgian colonies in Central Africa could pass tax-free via the railway. The Belgian government entrusted the operation to a private company, the Belgian East African Agency, which later became the International Maritime Agency (AMI).
In 1956, the Belbases were transferred to the colonial government, which now funded the infrastructure. After the independence of Congo, Burundi and Rwanda, the Belbases became the joint property of the former colonies.

The transit zone gradually lost its economic importance and, certainly after the riots of 1991 (Congo) and 1994 (Rwanda), traffic from Central Africa stopped. Between 1994 and 1995 the AMI began discussions on an "honorable end" to the management agreement, in 1996 Tanzania took over the sites.

Even if they have not been used for 25 years, in theory these Belbases still exist, because the four countries (Tanzania, Burundi, Congo and Rwanda) have not yet been able to agree on compensation for the takeover of the installations.

READ MORE IN DE T A I L

March 15, 1921​

On March 15, 1921, the Belgian and British governments signed a convention concerning " the free passage of persons, mail, goods, ships, vehicles and wagons from or to the Belgian Congo ", including the protectorate of the Rwanda - Urundi.

The last Belgian manager​

From January 1992 to December 1995, Guido Fallentheyn was the last Belgian manager of the Belbases in East Africa.

Source : Belbases - Une page oubliée du colonialisme Belge en Afrique
 
JAYJAY said:
Wanajeshi ndio hawataki Kula au!?
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Tz ilipofikia sasa , kila wanayefikiria, kumteua atataka kula tu...ishakuwa ugonjwa kwa watz wengi, sasa kilichobaki ili angalau tuambulie kitu kwenye mashirika yetu, ni kuondoa siasa kwenye mambo haya ya msingi, na ku' outsource' shughuli hizo, kwa kutumia PPP .........hakuna jinsi.....
 
MUAROBAINI WA KUIKUZA BANDARI YA DAR ES SALAAM WAPATIKANA KTK SHARJARA ZA KIHISTORIA

Belbases - Une page oubliée du colonialisme Belge en Afrique

belbases.fallentheyn.be

MKATABA WA URUNDI-RUANDA-FREE CONGO, UBELGIJI, UINGEREZA NA UJERUMANI YA AFRIKA MASHARIKI UFUFULIWE, ili bandari ya Dar es Salaam irejee kuwa ya kimataifa. Ilianza kuwa ya kimataifa miaka ya 1921 hata kabla ya kuanzishwa iliyokuwa Jumuiya ya Afrika ya Mashariki ya Muingereza. Pia bandari za Tanzania zilikuwa za kimataifa enzi ya dola ya Seyyid Said sultani wa Dola Kubwa ya Zanzibar miaka ya 1875 iliyovumbua njia za kibiashara toka Mashariki ya DR Congo, Mwami wa Urundi-Ruanda, wazee Mirambo wa Tabora, wazee Chifu Mazengo wa Dodoma na Manyoni halafu mwaka 1921 waBelge na Waingereza wakajua umuhimu huo na kurasimisha mikataba inayovuka mipaka 1921.

Nini tunakwama 2022 wakati tuna uzoefu na kuweza kuiboresha zaidi ya kina Sultan Seyyid Said, King Leopold wa Ubelgiji na watawala wa Uingereza 1921.

Kazi kwako CEO wa TPA , Mkurugenzi Mkuu wa TRC na watendaji wakuu wa serikali ikiwemo mahusiano ya kigeni kupitia diplomasia ya uchumi nchi sasa inayofunguka ktk awamu ya sita muhimu kusoma historia hii itunufaishe sote wa maeneo haya ya sasa ya Burundi, DR Congo, Rwanda na Tanzania kwa kukusanya nguvu za kibiashara na mawasiliano ya reli na bandari.

Somo hili likieleweka kote hatutakuwa tunafukuza fukuza maana, wanaostahili kushika nafasi za kimaamuzi watafanyiwa interview ya upana wao wa kuelewa bandari na reli zinatakiwa ziwezeshwe vipi, mpango kazi wa uendeshaji Belbases - Une page oubliée du colonialisme Belge en Afrique zipate wateja wa kudumu toka Burundi, DR Congo, Rwanda na Tanzania na legal framework ya kuanda mazingira hayo iwepo na mikataba kutiwa huku wadau wakiona faida ya wao kuwekeza na pia kujiwekea tume pale baadhi ya sheria zinapotungwa baadaye zisiweze kutibua azma pana ya muunganiko huu wa kiuchumi na kibiasharac n.k n.k

100 YEARS BELBASES​

A FORGOTTEN PAGE OF BELGIAN COLONIALISM IN AFRICA​

​

Belbases Convention​


Extract from the Moniteur Belge n° 113 du 23.4.1921
MINISTRY OF FOREIGN AFFAIRS
-----
CONVENTION BETWEEN BELGIUM AND GREAT BRITAIN
TO FACILITATE BELGIAN TRAFFIC THROUGH THE
TERRITORIES OF EASTERN AFRICA
-----
The British Government and the Belgian Government wishing, on the one hand, to give effect to the agreements in principle concluded between them, on the occasion of the common effort accomplished in Africa, after the violation of the neutrality of the Belgian Congo; taking into account, on the other hand, the special needs, from the point of view of access to the sea, of part of the Belgian Congo and of the territories whose administration has been entrusted to Belgium,

Have agreed on the following provisions :

Item 1. In the present convention, the expression "Belgian Congo" refers not only to the territories of the Belgian Congo properly speaking, but also to the territories of the former German protectorate to be administered by Belgium.

The expression "East Africa" refers, in addition to the present protectorates of Great Britain, to the territories of the former German protectorate to be administered by her.

The expression "vessel" applies to any ship or boat.

Art. 2. Great Britain undertakes to grant freedom of transit through East Africa on such routes as are or shall be most suitable for transit, whether by rail, lake, navigable river or by canal, to all persons, post, all goods and all ships, cars and wagons coming from or heading towards the Belgian Congo and, for this purpose, the crossing of territorial waters will be permitted. Such persons, post, goods, ships, carriages and wagons shall not be subject to any right of transit or to unnecessary delays or restrictions and they shall be treated, as regards taxes, facilities and all matters, on the same footing as British people, post, goods, ships, cars and wagons. Goods in transit will be exempt from all customs duties or other similar charges. All charges, in respect of carriage in transit, shall be reasonable, having regard to the conditions of the traffic, and no charge, facility or restriction shall depend, directly or indirectly, on the quality of the owner or the nationality of any vessel or any other means of transport which has been, or will have to be, used during any part of the total journey.

It is expressly understood that the term "transit charge" does not refer to the tax of 25 cents per parcel currently levied on goods in transit from East Africa; however, this tax will not be levied on goods in transit from or to the Belgian Congo passing through the locations of Kigoma and Dar-es-Salaam referred to in Article 5.

Art 3. Belgian subjects and property, and ships flying the Belgian flag shall, in all respects, be treated on a footing of perfect equality in all ports and on the inland waterways of East Africa, in such a way so that no distinction is made to the detriment of Belgian subjects, property and flag between the latter and British subjects, property and flag.

No other impediments to the movement of persons and buildings shall be introduced other than those resulting from the provisions relating to the police, customs, health requirements, emigration or immigration, and the import or the export of prohibited goods. These reasonable and uniform provisions shall not unnecessarily impede traffic.

Art 4. Travelers, mail and goods from or to the Belgian Congo shall automatically benefit, on the railways and shipping lines of East Africa linking or able to link the Belgian Congo to the sea, from the point of view of taxes to be collected (taking into account all discounts and bonuses), facilities and, in all other respects, the most favorable system applied to travellers, to the post office, as well as to goods of the same nature or same class transported on the respective lines of East Africa, either in internal traffic, or on import, export or in transit, under similar conditions of transport, in particular from the point of view of the length of the journey.

It is understood that fares on the line from Dar-es-Salaam to Kigoma will never be unreasonably high to divert traffic between the Belgian Congo and the Indian Ocean from the port of Dar-es-Salaam.

At the request of the Belgian state, combined rates may be created between any point in the Belgian Congo on the one hand, the ports listed in article 5, as well as the places of destination and overseas origins , on the other hand. To this end, the Belgian and British Administrators will endeavor to conclude agreements with a view to combining the railway tariffs with the tariffs of the Belgian navigation services which may serve the said ports.

Any advantages which may be accorded by the railways to a British navigation service serving the said ports shall be extended, as of right, to the Belgian navigation services.

The Belgian state will be able to circulate on the Kigoma - Dar-es-Salaam route its own wagons for the transport of goods between the Belgian Congo and the sea. The conditions which these wagons must meet from the point of view of conditioning, weight, dimensions, brakes, etc., will be fixed by the British Authority, the Belgian Authority being consulted beforehand.

In the event that the general classification of goods adopted by a railway or a shipping line in East Africa does not mention certain products originating from or destined for the Belgian Congo, these products will, from the point of view of the application tariffs, treated by assimilation and placed as far as possible in the category of the most similar products.

Art 5. In order to facilitate the access of the Belgian Congo to the sea, the British Government will lease, in perpetuity, to the Belgian Government, in return for an annual fee of fr. 1, locations in the ports of Dar-es-Salaam and Kigoma.

The extent of these locations will be determined taking into account the probable increase in traffic with the Belgian Congo.

Commissioners will be designated on both sides, with a view to the choice and delimitation of these sites.

The sites will be chosen in such a way:

1° To present a sufficient berthing front in deep water

2° To be able to be easily connected to the railway

3° To allow the construction under favorable conditions of the maritime installations envisaged in the following article .

If necessary, the British Government will extend to the main railway line the connections existing or to be established on these sites.

Art 6. The sites shall remain subject to the laws and general regulations enacted by the competent British Authority, and British officials and agents shall have free access thereto, with a view to maintaining order and applying these laws and regulations. regulations. The Belgian Authorities may carry out any work on the sites and carry out any installations that they deem useful for the development of traffic. However, the plans for works which may affect the regime of the navigable passes or the circulation of vessels shall be drawn up by mutual agreement between the two Governments.

Buildings erected on the sites, in particular for staff accommodation, must meet the requirements of British building and health regulations. Dwellings will be subject to ordinary municipal taxes.

The commercial operation of the pitches is entrusted to the Belgian Government. The tariffs for the use of these sites and their installations will not be lower than the tariffs of the surplus of the port. It is understood that in principle they will be reasonable, having regard to the expenses for the initial establishment, improvement, maintenance and administration of the sites.

In the application of these tariffs, no distinction shall be made between the nationals of the High Contracting Parties and those of other Powers admitted to the benefit of national treatment, either by reason of the nationality of the persons, or by reason of the origin or the destination of the goods.

The Belgian Government may entrust the operation to concessionaires to be designated by it. However, these concessionaires must be approved by the British government, and the duration of the concession may not exceed twenty-five years.

Art 7. On entering and leaving ports, ships calling at the above-mentioned locations must comply with the port police regulations and the orders of the British authorities.

Art 8. Subject to complying with the regulations governing the use of these installations, the ships, calling at the sites, will have access to slips, and dry docks of the surplus of the two ports; the same will apply to floating equipment assigned to the operation of the sites, such as lighters, tugs, tankers, etc.

Art 9. In the above locations, which can only be used for the traffic of goods in transit from or to the Belgian Congo, and not for the traffic of goods from or to East Africa, the British Customs Authorities will not be involved and the goods may not be subject to any duty or tax other than a statistical duty of one thousandth ad valorem at most, which will be collected by the Belgian authorities and assigned to cover the costs of the service responsible for establish the statistics of the trade and the movement of the Belgian location.

Art 10. On the railway between Kigoma and Dar-es-Salaam, wagons in transit between the sea and the Belgian Congo which will have been sealed by Belgian agents, in a manner to be agreed between the competent Administrations of the two countries , will be exempt from any British customs formalities.

The British Customs Authorities shall have the right to be represented at the sealing operations.

Art 11. The British Government will simplify, as far as possible, customs formalities with regard to goods in transit from or to the Belgian Congo via Kigoma and Dar-es-Salaam which do not pass through the locations referred to in the preceding articles.

Under the conditions to be determined between the competent British and Belgian Administrations, the transit of these goods will not be subject by British customs to consignments, sureties or other financial guarantees.

Art 12. In general, the British Government will ensure that Belgian traffic in East Africa is provided with the greatest possible facilities.

In witness whereof the undersigned have signed this Agreement and have affixed thereto their seals.

Done in duplicate at London, March 15, 1921

Baron Moncheur

Curzon of Kedleston


Certified by the Secretary General
of the Ministry of Foreign Affairs


H.Costermans

Source : Belbases -Convention 1921
​
The management of the former Belgian sites of Dar es Salaam and Kigoma is governed by:
  • The 1934 agreement between the East African Agency and the Belgian colonial government on the management of the sites, with instructions first from Congo, Burundi, Rwanda, then in 1971 from Tanzania to continue to manage their account "as in the past".
  • The 1981 agreement between AMI Tanzania Ltd. and THA (Tanzania Harbors Authority) for handling goods in transit to and from Congo, Rwanda and Burundi at the port of Dar es Salaam.

Below, I share some comments and recommendations that I expressed as Managing Director and which I shared at the time with the board of directors of the company AMI(T).

January 1, 1966, the income from the sites remained with AMI (EA) in Dar es Salaam, pending the instructions of the different countries (Congo, Burundi, Rwanda and Tanzania) on the distribution of income.

These sums were not deposited in an interest-bearing account; they were "at the immediate disposal of the beneficiaries".
Due to the high inflation of the Tanzanian shilling between 1970 and 1994 (an average of almost 25% per year), large amounts simply "evaporated" over the years.


1981 Convention​

Article 8 states:
AMI(T) may request THA to carry out maintenance of the cranes on site
Throughout the period maintenance was reactive/curative, no proactive maintenance schedule was ever put in place. In October 1994, the THA announced that the cranes at the site in Dar es Salaam could no longer be repaired.

Worn equipment (from the Ministry of Transport but also AMI's own) was very difficult to maintain due to its advanced age, the unsuitable surface on which they operated and the carelessness of most drivers.

The absence of an investment plan since the nationalization in 1971 has left the sites with a totally amortized and obsolete fleet of equipment. The Ministry of Transport, as owner, has not renewed its operational equipment due to lack of financial means.

AMI(T) had to acquire its own handling equipment to make up for the shortage, but this had a major impact on operating results.


Article 15 states: THA provides AMI with all the pallets necessary for its handling, provided that AMI delivers 1250 pallets / quarter to THA
This is a minor point in all historical context, but with the traffic losses in the 1990s, having to deliver 5,000 pallets to THA represented a significant annual cost of USD 150,000 for the concession.

In 1994, the traffic of goods had dropped so much, with 30,000 T of imports and 20,000 T of freight exported by the Dar es Salaam site. These costs now amounted to a surcharge of USD 3/ton, which was enormous, diverting even more traffic via road transport (non-concession) or via the port of Mombasa.
This accelerated the end of the concession

​

1991 - Exit Strategy​

AMI Tanzania organizes a meeting with the Ministry of Transport and Communications to discuss the future of the old “Belbases”.
This should lead to draft agreements between:
  • AMI(T) and THA (Tanzanian Harbors Authority) for the takeover of the Dar es Salaam site and
  • AMI(T) and TRC (Tanzanian Railways Corporation) for the takeover of the Kigoma site

The agreements must contain the following points:
  • Current and future assets
  • Operational functions
  • Commercial aspects
  • Administrative aspects (accounting, etc.)
  • The duration of the new agreement
As a deadline for finalizing the agreement the parties propose January 1992. [14]


1993 - Delays​

Negotiations are going well, but progress is slow.

AMI Tanzania is not rushing the other parties, it is meanwhile looking for a location outside the port to continue its transit activities.

On May 12, 1993, the Ministry of Transport and Communication declares that the transfer of the "former Belgian sites" is postponed until August 1993; before that date, AMI(T) must split its activities into “port management” (Site Management) and “shipping” (Clearing & Forwarding). [15] But in August the transfer will be postponed again

1994 - AMI leaves port​

AMI Tanzania finally obtains a 99-year land lease outside the port area and begins the construction of a new modern warehouse with offices to relocate its shipping activities.

Due to ongoing unrest in the Congo and Rwanda, traffic to and from the former colonies has completely collapsed. Company shifts to food aid program logistics (to northern Tanzania) and shipping business to Malawi and Zambia


1995 - The End​

74 years after their creation, the East African transit sites to Congo, Rwanda and Burundi cease to exist. The Tanzanian port authorities take over the management of quays 1, 2 and 3 of the port of Dar es Salaam.
The Tanzanian railway company takes over the management of the port of Kigoma.

But in theory, these Belbases still exist, because the four countries Tanzania, Burundi, Congo and Rwanda have not yet been able to agree on a compensation agreement for the takeover of the installations.

Source : Belbases - Une page oubliée du colonialisme Belge en Afrique
 
peno hasegawa said:

Eric Hamissi,ndiye aliyeiuaTanzania Investment bank ( TIB) , mkaja kumpa Kuwa mkurugenzi Mkuu wa Usimamizi wa Mamlaka ya Bandari Tanzania (TPA) . What do you expect? Apelekwe kisutu mahskamani haraka.​

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Hivi wakipelekwaga huko wanafungwaga au

Maana huko sahv ni sawa na kwenda kucheza mziki tu

Ova
 
Memento said:
Ikibinafsishwa ndio inakufa kabisa. Rejea kilichowahi kutokea kwenye Reli, Shirika la ndege na viwanda
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Reli na atc zilishindwa sababu walipewa wasio na sifa na uzoefu.

Bandari kukiwa na ubia na kampuni kubwa Duniani serikali ikashika 51% ,faida itaonekana.
Kuna Dubai port , Nagoya port , busan port , Rotterdam port na Hamburg port

Daressalaam Imekaa sehemu nzuri Katika Afrika , uwekezaji wowote utalipa.

Utendaji wa sasa bado uwezo wake ni mdogo , huyo mkurugenzi aliletwa afanye mabadiliko ameshindwa.
Au ikishindikana waingie ubia wa ushauri wa kitaalamu wa uendeshaji kama walivyofanya Trc wameingia ubia na korail wa uendeshaji na ushauri
 
Bagamoyo, Ahsante sana kwa hii historia, nadhani wengi wa umri wetu, tunajua au kufahamu tu kuwa Rwanda na Burundi zilikuwa ni sehemu ya Tanganyika, lakini hatukuwahi kuona ramani hasa ya hiyo Dutch ostafrica,

Lakini leo nimeiona kupitia kwako,

Bagamoyo, kama unaweza kuiweka hiyo ramani hapa ingependeza zaidi ili jamii iweze kuiona Tanganyika ya wakati huo ilikuwaje, na ndipo watakaamini kuwa Rwanda na Burundi ni mikoa yetu sawa tu na Tanga au Mara au Ruvuma, na hata kusema tu kwamba Hutu ni Mtusi au Mhutu kwa kufikiria tu kwamba hai ni warundi au Wanyarwanda ni kutokujua tu , hayo ni makabila yetu huku Tanganyika pia,.

Nadhani wakati Nyerere anatamani Zanzibar iwe Tanganyika ingependeza sana kama Rwanda na Burundi ndio zingepewa kipaumbele kuwa sehemu ya Tanzani,. Ni ndugu zetu hasa,

Hio ramani ipo hapo kwa (read more details), nimeshindwa kuiweka hapa,
 
Unasema reli na atc zilishindwa sababu waliopewa hawakuwa na uzoefu? Nadhani pengine umesahau walipewa akina nani

Ukweli ni kuwa kwenye kubinafsisha kwenye nchi yetu siku zote ndio huwa kichaka Cha watu kupiga pesa ndefu na kufilisi kabisa taasisi.

Itabinafsishwa na watashirikiana na hao waliobinafsishiwa kitachukuliwa kila kitu na hakuna kitu mtafanya
 
Mwitore said:
Rwanda na Burundi ni mikoa yetu sawa tu na Tanga au Mara au Ruvuma, na hata kusema tu kwamba Hutu ni Mtusi au Mhutu kwa kufikiria tu kwamba hai ni warundi au Wanyarwanda ni kutokujua tu , hayo ni makabila yetu huku Tanganyika pia,.
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Belbases Convention​

​
Extract from the Moniteur Belge n° 113 du 23.4.1921
MINISTRY OF FOREIGN AFFAIRS
-----
CONVENTION BETWEEN BELGIUM AND GREAT BRITAIN
TO FACILITATE BELGIAN TRAFFIC THROUGH THE
TERRITORIES OF EASTERN AFRICA
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Tatizo sisi tunatumia historia kukomoana kuanzia na kuchelewesha nafasi yetu ya kipekee huku historia inatuonesha kuwa kama ilivyo barabara ya hariri silk road China’s Massive Belt and Road Initiative wanayoiona wa China kiuchumi sisi tuna barabara ya reli & bandari ya BelBases inayotupa mtaji mkubwa bandari yetu ya Dar es Salaam iwe kubwa kama ya Dubai.

Ports and free zone operator DP World is driving Dubai's efforts to be a leader in global trade
 
Bila kurudi kwenye kitanzi tukanyonga kama wahujumu uchumi kama 1000 hv hatutoboi
 
Tunashindwa kuitumia history kama mwalimu wetu wa kutuonesha wapi nafasi yetu kama taifa pendelewa kijiografia,

Na wapi tunapotakiwa kwenda kwa kutumia historia yetu Ktk ukanda huu.

Ila ukweli ni kwamba tumechoka kiakili, sidhani hata kama hii historia uliyoiweka hapa kuna watu kizazi hiki wanaifahamu, mimi nikiwa mmojawapo,

Ni nani alikuwa anajua kuwa hata mbelgiji alishawahi kuwa mtawala Tanganyika!!!!

Mimi sijawahu kusoma popote.
 

Mbongo akili yake ni kupiga tu
 
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