Our Vision & Mission

Our Vision
To be the most preferred transport organization in the sub-region.

Our Mission
To satisfy customer needs through the provision of an efficient and quality transport
service.

Our History
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 liberatioFunctions ons 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.

Objectives of Tazara
1.To maintain the security of Tazara and Tazama oil pipeline

2. To prevent all unauthorised persons from entering upon property which is under
their control.

3. To conduct all necessary investigation for protection of property relating to

TAZARA and TAZAMA oil pipeline.
4. To prevent criminal acts over property which they guard.

Our Functions of tazara

1. Carry passengers and goods by rail
2. Manufacture parts and provide maintenance and repairs services at any
foundry, workshop or other factory owned or operated by the Authority;
3. Operate road-rail services;
4. Provide storage facilities in Tanzania and Zambia for goods to be carried by
the Authority;
5. Provide for the consignment of goods to and from any place in Tanzania or
Zambia or any other place;
6. Determine, impose or levy rates, fares and other charges for any service
performed by the Authority or for the use by any person of the facilities
provided by the Authority or for the grant to any person of any license, permit
or certificate.
7. Provide in Tanzania and Zambia such other amenities and facilities for
passengers and other persons making use of the services provided by the
Authority as the Board may consider necessary or desirable

Our Administrative Structure

The Bilateral Agreement relating to the Tanzania-Zambia Railway, made between the
two Governments on 29 th September 1993, forms the basis and foundation of the
existence of TAZARA. This Agreement is given effect by the TAZARA Act, which
provides for the governance of the Authority, the nature of business transactions and
other matters related to the provision of services by the railway.

The two Governments of the United Republic of Tanzania and the Republic of
Zambia hold the shares of TAZARA on a joint and equal basis. TAZARA operates as
a statutory body established by the National Legislatures of both Tanzania and
Zambia, through the TAZARA Act of1975, amended and replaced by the TAZARA
Act of 7th July 1995.

The governance structure, as provided for by the TAZARA Act, comprises a Council
of Ministers, Board of Directors and Management.

The Council of Ministers

The Council of Ministers is the supreme policy organ of TAZARA, comprising six (6)
Ministers, three from each country respectively, i.e. the Ministries in charge of
Transport, Finance and Trade/Commerce. The Ministers responsible for Transport are
the Chairpersons of the Council in rotation between Tanzania and Zambia at the turn
of each financial year, commencing on the 1 st July and ending on the 30th June the
following year. The Council of Ministers is required to meet at least once every year.

The Board of Directors

The Board of Directors consists of six (6) Members, comprising the Permanent
Secretaries responsible for Transport from each country, two members from each
country with experience either in transport, commerce, industry or finance. The
Directors of the Board are appointed by the Ministers of Transport from the respective
countries. Except for the Permanent Secretaries who are permanent members, the
Directors hold office for a period of three (3) years after which they may be eligible
for re-appointment. The two Permanent Secretaries rotate the Chairmanship annually,
at the beginning of each calendar year, i.e. 1 st January. The Board of Directors is
required to meet at least four times a year.

The Executive Management Committee (EXCOM)

TAZARA’s Executive Committee (EXCOM) is responsible for leading the
implementation of the Authority’s vision and for formulating strategies, subject to
the approval of the Board of Directors. EXCOM drives and directs the day-to-day
operations of all departments and ensures that the whole organisation works in
coherent unison.

The Managing Director is the Chief Executive Officer of the Authority and, subject to
the control of the Board, is directly responsible for the administration of the affairs of
the Authority. The Deputy Managing Director assists the Managing Director in the
day-to-day administration of the Authority. The TAZARA Act stipulates that the
Managing Director shall be appointed from Zambia while the Deputy Managing
Director shall be appointed from Tanzania. The railway is divided into two regions for
administrative convenience, i.e. the Tanzania Region and the Zambia Region, with the
national boundary forming the separation between the two regions as well. However,
this separation is only for administrative convenience as the railway is a unitary
organization with uniform standards.

Eng. Bruno Tandeo Ching’andu

Managing Director
A holder of a bachelor’s degree in Engineering, a Post-graduate Diploma in
Industrial Management and Masters degree in Business Administration, Eng.
Ching’andu has a wealth of experience in the railway sector, having worked for
Zambia Railways Limited (ZRL) for over 18 years, where he rose through the ranks
from Senior Engineer to the position of Director Technical Services.
Eng. Ching’andu then worked for 16 years with General Electric (GE)
Transportation of the USA, the manufacturers of TAZARA’s mainline Diesel
Electric locomotives. He served GE as Regional Manager for East Africa and later as
Regional Manager for Southern Africa. Eng. Ching’andu retired from GE to join
Bombardier as Business Development Manager for Southern Africa, a position he
held for one year before being appointed to head TAZARA. Eng. Ching’andu’s
appointment is with effect from 25 April 2016.