Lake Victoria Transport

Lake Victoria Transport
Due Diligence
Inception report
22th of December 2016
Maritime & Transport Business Solutions
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document title Lake Victoria Transport Due Diligence Inception report –

Inception report
document status Final
date 22th of December 2016
project name Consulting Services to undertake due diligence for Private sector
participation in the Lake Victoria Transport program
MTBS reference MTBS reference 825937
client World Bank
client reference Selection # 1218163
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This report is for the sole use of the Client and is not to be copied or distributed outside of the Client organisation. The report contains
confidential information that should not be made publicly available. Publication might harm the interests of individual parties.
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Business Solutions B.V. (MTBS) makes no representations or warranties about the accuracy or suitability of this document and its
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confidential Lake Victoria Transport Due Diligence Inception report | 22th of December 2016
Index
1 Introduction 1
1.1 Background 1
1.2 Objectives of the Services 1
1.3 Objectives of the Inception Report 2
1.4 Reading Guide 2
2 Project Context 3
2.1 Project Region 3
2.2 Lake Transport 4
2.3 Lake Ports 6
2.4 Lake Transport Issues 9
2.5 Lake Transport Systems 11
2.6 Private Involvement in the Ugandan Lake Victoria Transport System 15
2.7 Rail Transport Developments 18
3 Project Approach 21
3.1 Overall Approach 21
3.2 Task-Level Approach 22
3.3 Assignment Timeline 27
3.4 Counterpart Team, Data Request & Key Challenges 28
4 Specification of Project Focus Areas 30

4.1 Lake Victoria International Trade Lanes 31
4.2 Intra-Uganda Lake Transport Services 32
4.3 Development of Port Bell and Jinja Ports under PPP Arrangements 34
Description of Lake Ports 35
Planned and Proposed Lake Victoria Transport Developments 41
Port Bell Master Plan Design 45
Jinja Master Plan Design 46
Interviews and Surveys 47
MTBS Value-For-Money Approach 49
Workshop Course Materials 51
Long List of Landing Sites 52
Minutes of Meeting Kickoff Meeting 58
confidential Lake Victoria Transport Due Diligence Inception report | 22th of December 2016
1 Introduction
1.1 Background
In October of 2016, the World Bank Group (WBG) and Maritime & Transport Business Solutions (MTBS / the Consultant)
signed the Contract for the provision of Consultancy Services towards the development of a Due Diligence Study concerning
Private Sector Participation in the Lake Victoria Transport Program (selection # 1218163).
The Consultant, together with representatives from relevant authorities (MoWT, URC, municipalities), has made an initial
field investigation at the port sites of Port Bell and Jinja on Wednesday the 16th and Thursday the 17th of November,
respectively. Furthermore, a landing site near Port of Jinja pier was visited. Additionally, a kick-off meeting was held on
Tuesday the 15th of November, at the Ministry of Works & Transport in Kampala.
1.2 Objectives of the Services

The primary objective of the assignment, as articulated in the Terms of Reference (ToR), is to undertake the necessary due
diligence to confirm relevance of progressing to the transaction stage and, when confirmed, to recommend on the
alternatives and best option for a potential transaction for the involvement of the private sector in each one of the three
following areas (the “Three Areas”):
A. The operation of freight and passenger vessels on Lake Victoria on point to point services between ports across the
Lake.
B. The development and operation of stage passenger and ferry services, and required landing sites, on scheduled
services to connect the islands to the mainland within Uganda, on routes currently operated by MoWT or not
serviced.
C. The operation of the inland ports of Port Bell and Jinja in Uganda, under a ‘landlord’ arrangement.
The ToR defines the following key deliverables:

• Draft Inception Report that provides the work plan and details of the tasks to be carried out by the Consultant (the
draft report was issued on the 28th of November 2016).
• Final Inception Report (this report). Two weeks after receipt of comments on the Draft Inception Report (7 hard
copies and soft copy).
• Monthly Reports as scheduled (soft copy).
• Draft Economic & Social Cost Benefit Analysis (soft copy).
• Draft Technical Due Diligence Report (soft copy).
• Draft Financial Analysis Report (soft copy).
• Draft Legal Due Diligence Report (soft copy).
• Note and Project Interest Inquiry (soft copy).
• Final Due Diligence Report (as below), after consultation and comments from MoWT and World Bank.
• And all relevant interim documents for WBG review / no-objection before the Consultant moves to following tasks (as
indicated in the present ToR, such as: benchmark names for the tariff analysis, list of private sector entities to contact,
definition of the perimeter of the potential projects, risk matrix, etc.).
• Monthly progress reports.
confidential Lake Victoria Transport Due Diligence Inception report | 22th of December 2016 Page 1
1.3 Objectives of the Inception Report
The key objective of this Inception report is to develop a project management document, which outlines and elaborates on
the project objective, approach, timeline, organisation, communication protocols, and the approval process.
Additionally, this Inception Report aims to identify key issues that may arise during the assignment process, and presents
an initial assessment towards proposing geographical scopes for the three project focus areas ((i) The operation of freight
and passenger vessels on Lake Victoria on point to point services between ports across the Lake; (ii) The development and
operation of stage passenger and ferry services, and required landing sites, on scheduled services to connect the islands to
the mainland within Uganda, on routes currently operated by MoWT or not serviced; and (iii) The operation of the inland
ports of Port Bell and Jinja in Uganda, under a ‘landlord’ arrangement).
1.4 Reading Guide

The Inception Report is structured as follows:
• Section 1 elaborates on the objectives and background of the assignment.
• Section 2 provides a contextual background for the study, elaborating on the current situation and issues concerning
the Lake Victoria transport system, and discussing potential alternative lake transport systems.
• Section 3 presents MTBS’ envisioned phase-level and task-level approach for the assignment. Additionally, the counter-
part team, communication protocols, and identified challenges are discussed.
• Section 4 presents the assessment and identification of the project focus areas, which ringfence the scope of further
analyses throughout the assignment.
• Appendix I presents summarized description of the main Lake Victoria ports.
• Appendix II presents ongoing and proposed developments to counteract current Lake Victoria transport system issues.
• Appendix III presents the Master Plan design for Port Bell.
• Appendix IV presents the Master Plan design for Jinja
• Appendix V elaborates on MTBS’ methodology for the scheduled interviews and surveys.
• Appendix VI elaborates on MTBS’ methodology for the Value-for-Money Analysis.
• Appendix VII presents the envisioned workshop capacity building topics and content.
• Appendix VIII presents the long list of Ugandan Lake Victoria landing sites, as identified by the MoWT.
• Appendix IX presents summarized minutes of meeting from the kick-off meeting, as held on the 15th of November.
2 Project Context
2.1 Project Region

The project focuses on transport on and around Lake Victoria (the scope of the project is ringfenced by the three focus areas
identified in section 4). The catchment area of Lake Victoria, which encompasses parts of Kenya, Uganda, Tanzania, Rwanda
and Burundi, has a population of around 35 million and a GDP of some USD 30 billion, i.e. about 40% of the total EAC
economy.
However, the lake only borders to Kenya, Tanzania, and Uganda, the EAC’s three largest member countries. The table below
presents the allocation of lake area and estimated catchment area among the EAC countries.
Country Lake Surface Area Catchment Area Shoreline

Km2 % Km2 % Km %
Tanzania 33,756 49.0 79,570 44.0 1,150 33.0
Uganda 31,001 45.0 28,857 15.9 1,750 51.0
Kenya 4,113 6.0 38,913 21.5 550 16.0
Rwanda - - 20,550 11.4
Burundi - - 13,060 7.2
Total
Source: African Centre for Technology Studies (ACTS) and Lake Victoria Basin Commission (LVBC), 2011
2.2 Lake Transport
The Lake Victoria basin comprises 6 main ports: Port Bell and Jinja in Uganda; Mwanza, Bukoba, and Musoma in Tanzania;
and Kisumu in Kenya. Of these ports, Mwanza, Port Bell, and Kisumu are the largest in terms of throughput. Historically, the
shoreline’s complex topography has played a factor in the delayed development of the road network around the lake.
Hence, marine transport on the lake, together with the rail network, played a key part on the transportation of cargo and
passengers to and from the land-locked countries. Inland shipping on Lake Victoria formed an important component of an
intermodal supply chain along the Central and Northern Corridor linking to the Mombasa and Dar es Salaam ports. Kisumu
(Kenya) was established as a shipbuilding and assembly center on the Lake before the end of the First World War, with
ferries and cargo ships travelling to Uganda. By the mid- 20th Century, the East African Railways and Harbours Corporation
(EARHC) operated regular sailings from Kisumu to Port Bell in Uganda and Mwanza in Tanzania, using rail ferries that carried
rail wagons loaded directly from rail tracks in the three ports. Smaller ports are Jinja (Uganda), Musoma, Bukoba and
Kemondo Bay (Tanzania). Typical journey times were 13 hours between Port Bell (Uganda) and Kisumu (Kenya), and 19
hours between Port Bell and Mwanza (Tanzania).
However, the breakup of the EARHC in 1977 led to a diminution in investment in the railway infrastructure, and a
concomitant decline in transport services on the lake. The decline in the quality of service provided by the railways included
the breakup of the integrated services inherited by the three companies at the breakup of the EARHC. At the same time,
the road network around Lake Victoria has gradually developed, further undermining the competitive position of the
transport services on the Lake, on some routes. This has led to connected rail-lake services coming to a halt in 2006.
Until recently, the Tanzania Marine Service Company Limited (MSCL) - formally the marine division of Tanzania Railways
Corporation, and the Uganda and Kenya Railway Corporations, dominated all shipping services. Their rail-wagon ferries
(with a combined cargo deadweight tonnage of 4,400 tons) had a monopoly on the carriage of rail cargo between the three
East African States. However, given capacity constraints on the central railway, and following the lay-up of several Ugandan
and Kenyan rail-wagon ferries (after the sinking of the MV Kabalega, caused by a collision with her sister vessel MV Kaawa
on the 8th May 2005), traffic between Mwanza and Port Bell declined substantially. In terms of tonnage and fleet size, the
MSCL operates the largest fleet; excluding tugs and lighters, the MSCL owns 7 vessels with a combined deadweight carrying
capacity of 1,420 tonnes and a passenger capacity of 2,140 passengers. Five of the ferry vessels were built between 1964
and 1979, and are capable of carrying 19 rail wagons each (equivalent to 38 TEUs). MV Umoja (MSCL) and MV Uhuru (RVR)
are currently being rehabilitated, and are expected to be put back into operation shortly, providing RVR with the capacity
to transport 200,000 tons per annum. MV Pamba is waiting for rehabilitation works in Port Bell. There are also more than
20 privately operated vessels, mainly RoRo vessels, that are engaged in cargo and passenger transport on the lake (excluding
the banana boats that are used for passenger transport on the lake).
2.3 Lake Ports
Much of the physical infrastructure in the lake ports is currently in a dilapidated state. All the ports are based on traditional
general cargo traffic except for the ports of Bell, Jinja, Kisumu and Mwanza which were initially developed for railwagon
RoRo traffic and equipped with a linkspan. None of the ports on Lake Victoria has container handling equipment. The
sections below further elaborate on the identified main Lake Victoria ports (a more detailed overview of the largest lake
ports is provided in Appendix I). The following lake ports are here briefly discussed here:
• Port Bell, Uganda
• Jinja, Uganda
• Mwanza, Tanzania
• Bukoba, Tanzania
• Kemondo Bay, Tanzania
• Musoma, Tanzania
• Kisumu, Kenya
This projects covers the existing Lake cargo ports of Uganda being Port Bell and Port Jinja. During the inception visit, the
ports of Port Bell and Jinja were visited and, hence, observations have been added for those ports.
Port Bell, Uganda

Port Bell is situated along the northern shores of Lake Victoria located at the head of the Murchison Bay, south-east of
Kampala. In the past, the port handled approximately 0.5 million tons of cargo per annum. Although facilities for the transfer
of goods have existed at Port Bell since 1901 (and between Port Bell and Kampala since the subsequent construction of a 9
km meter gauge railway line in 1931), Port Bell was constructed in the 1960’s as a rail-wagon terminal, although the port
also has one general cargo berth of about 85m. The port terrain is about 0.7 ha including buildings and the pier but excluding
the rail shunting yard located north west of the port. The rail-wagon terminal was constructed on reclaimed land, and has
a pier of about 85 meters long and 28 meters wide. This pier acts as a causeway to the RoRo rail wagon link-span and the
rail ferry berth with about 3.5m water depth. The link-span has two hoisting towers (designed to raise and lower the rail
link-span depending on the freeboard of the ferry and differences in water levels), guide walls, and berthing dolphins for
mooring the ferries for stern loading/offloading. The pier also has a sheet piled wall construction (length about 80m) with
a reinforced concrete deck, the eastern part of which can be used for loading/offloading ships using LoLo equipment.
Further the pier has two dolphin moorings (at distance of 38m from each other) on the west side of the pier and they are
connected by a gangway with a length of 20m each. The both dolphins are currently used to moor the laid-up vessel MV
Pamba. The head of the pier next to the rail ferry berth on the east side is currently in use to berth a floating dock
(dimensions about 95m x 26m).
Observations
Port Bell has a Roll on - Roll Off (RoRo) rail wagon link-span and a general cargo berth. Its rail infrastructure (meter gauge) is
in poor state but still functional; however, the port has no rail accessibility, as encroachment on the connecting rail line
prohibits trains from entering the port. Furthermore, the wharf pavement is poor but operational. Some drainage covers
are missing, leading to unsafe operations. There is an old crane on the eastern quay to facilitate ‘Lift on - Lift off’ (LoLo)
operations. The mooring facilities are poor with broken fenders and deformed gangways on the jetty. The port operates a
refurbished floating dock which is operational and in fair condition. The port buildings consist of a warehouse, toilets and
customshouse which are in dilapidated state. The warehouse is not used due to the poor state. The port has limited
operating space but the port is fenced and has a simple gate. Mooring spaces for roro vessels (except for the rail ferry) do
not exist and the mooring space of 80m for general cargo vessels is rather limited as the same berth is used for general
mooring for non-cargo related activities. The road access is very poor and rather congested when the port is
loading/discharging general cargoes due to the lack of proper truck waiting areas. A small local fishery village is located
near the entrance on the east side of the port. The hinterland connections consist of an approximately 7 km dual
carriageway (bitumen road) connecting to the main Jinja road and about 9 km of railway line (meter gauge) connecting to
the main railway (Jinja- Kampala).
Jinja, Uganda
The rail-wagon terminal at Jinja is located 80 km east of Kampala. The port is located outside the estuary of the Victoria
Nile. The rail-wagon terminal design is similar to that at Port Bell, with two mooring jetties on the east and west side.
However, the pier is only 15m in width and has a pile sheeted quay wall of only 60m on the east side. The port area is around
0.4 ha excluding the rail shunting yard located at the north east. The link-span itself has a length of around 30m and a width
of about 6.5m.
Observations
Jinja port is in very poor condition with most of the rail wagon link span planking deteriorated and fendering systems
completely decayed. The water depth was said to be 4m. The general cargo berth mooring facilities (quay wall and bolders)
are damaged and the quay pavement is very poor. The port’s rail infrastructure, consisting of tracks to the link-span and a
rail shunting yard, is not functional and is in very poor condition. The main winches for the link span require an overhaul.
The rail track connection with county’s rail network is missing due to vandalism. The rail jetty is missing proper fenders and
the jetty gangway requires refurbishments. The oil pipeline at the western jetty to bunker vessels is not functional. The road
pavement in the port is in very poor condition; the access roads to the port are either unpaved or also in very poor condition.
Fencing is not available and the gate is very poor, whilst navigational lights are present. The port showed no operational
activities and it has been explained that occasionally some vessels are handled when cargo stem is sufficient. The general
cargo berth is currently used for berthing of vessels most of the time. A fishery village is located to the west (about 120m
of the road) of the Jinja pier and a floating fish farm inside the lagoon is located towards the east.
Mwanza, Tanzania
Mwanza port consists of two parts: Mwanza South and Mwanza North. Mwanza South Port is the centre for all cargo
operations, whilst Mwanza North port is the passenger terminal. Mwanza South is situated within a natural shallow bay on
the eastern shore of Mwanza Gulf; Mwanza North is situated on the south-eastern shore of Massenga Bay. Port facilities
are dispersed over an 8.5 Ha area. The majority of this area is either unused or is occupied by railway lines that are used for
parking railcars, before they are shunted onto ferries via the rail linkspan (which was constructed in 1964). The main quay
(constructed in the late 1930’s) is 250 meters long and consists of a sheet piled wall with a reinforced concrete deck. A rail
line loops along the quay. The southern end of the quay (adjacent to the link-span) is currently used to load/discharge oil
products to tankers/ships. The quay apron is unusually constructed on a two-tier level with a difference of 0.7 meters in
height over a length of 190 meters. The upper level fronting the cargo and transit sheds is some 7 meters in width and this
reduces the effective working area on the quayside to some 5 meters in width, greatly hindering horizontal transfer
operations. Recent block work modifications at the northern end of the quay have raised the apron to similar levels over a
length of 60 meters. This area is currently used as a docking and maintenance wharf and provides hard-standing storage
and yard space.
Mwanza North port is the passenger terminus, located immediately adjacent to Mwanza city. Despite the port’s convenient
location, direct access roads have been closed off, forcing road traffic to deviate on an unpaved road close to the Kamanga
Ferry terminal. Port facilities have been constructed on a promontory of artificial land (developed in the late 1930’s) and
consist of two berths: a main berth of 82 meters in length, and a secondary berth of some 50 meters in length. Both berths
are again of a sheet piled wall design with a reinforced concrete deck. Part of the secondary berth and apron has been
raised 0.6 meters in height. The port has a central passenger/cargo shed and is served by a rail spur that terminates on the
main berth. A concrete ramp has been constructed at the head of the secondary berth to allow RoRo operations. The
proximity of the outlet of the River Kenge, Mwanza’s main river/stormwater/sewerage outfall, artificially extended into the
lake, has led to considerable siltation preventing use of the RoRo facility.
Bukoba, Tanzania
Bukoba port serves as the gateway to the region west of Lake Victoria and is the second largest port after Mwanza. Bukoba
is the capital of Kagera Region situated on the western shore of Lake Victoria. The port is located south of the city. It is served
by a regular connection via Kemondo Bay to Mwanza, on Mondays, Wednesdays, and Fridays. The service is provided by
MV Victoria, MSCL’s largest cargo-passenger ship, which is capable of carrying 200 tonnes of cargo and 1,200 passengers.
Bukoba Port has three berths built in 1945, which are still in use. The main one is Berth No. 1, where the MV Victoria is
accommodated. Berths No. 2 and No. 3 serve smaller ships. The port has three cargo sheds and one passenger shed. The
city is also served by ground transport to Kampala every day. Because of the well-developed road network on the western
shore of Lake Victoria, bus transport operated by the private sector is competitive between Bukoba and Mwanza.
Kemondo Bay, Tanzania

Kemondo Bay (originally Lubembe Harbour), which was developed in 1974, is located approximately 18 km south of
Bukoba. It is situated in a circular bay of moderate depth, protected from the open waters of the lake by a small headland
to the south. The port covers an area of approximately 2.2 ha. Although principally a rail ferry port, there is no rail hinterland,
which hinders the use of the port as a transit route for Rwanda/Burundi. Berthing facilities consist of a rail wagon terminal
(a link-span) with a passenger/cargo quay (the main quay). The berth comprises a sheet-piled wall construction with a
reinforced concrete deck, measuring 7m wide and 47m long. An offshore mooring dolphin, connected to the quay by a
suspended gangway, forms part of main berth. A 20m general berth has a similar construction. Reclaimed land on the
southern part of the port is fronted by a sheet piled wall, providing additional berthing space (originally used as a cattle
berth). An extension of reclaimed land, with rock armoring, on the northern side of the port has allowed the construction
(in 1993) of a RoRo facility for ramped vessels at the head of the main berth. A large passenger building is located to the
north, adjacent to the fenced yard area, in which the port offices are located.
Musoma, Tanzania
The port of Musoma is situated in Mara Bay, a large sheltered bay bound by hilly country that characterizes the eastern
shore of Lake Victoria. The original port pier was constructed on leeward side of Musoma Point, a narrow peninsula that
extends into the lake on the southern shore of the bay - now a hotel. The existing port, constructed between 1966 and
1968, is located south east of Musoma Point, on a small headland adjacent to the town. Port facilities, constructed on
artificial land consist of a rail wagon terminal with a fixed link-span bridge, shore abutment, long and short guide walls. The
opposite face of the long guide wall (SE) forms the passenger berth, which is 100 meters in length with an apron 4.5 meters
in width. The cope height is 3 meters. Perpendicular to the landward end of the passenger berth is a general cargo berth of
55 meters, a paved apron area of 9.5 meters width and a cope height of 2.1 meters. All wagon ferry guide walls, passenger
and general cargo berths are of steel sheet pile wall construction with a reinforced concrete deck. Port land (covering some
3 ha.) is dominated by railway track required to load/offload and shunt rail wagons within the yard area. Due north west of
the existing port site, adjacent to Musoma Point, there are two offshore mooring dolphins for berthing tank-ships for ship
to shore petroleum transfers. There are no cargo handling facilities of any kind and throughput has steadily declined due to
competition from road transport taking advantage of the paved road network linking Musoma to Kenya (via Tarime and
Sirari) in the North, and Mwanza (via Bunda) in the South.
Kisumu, Kenya
The port of Kisumu is situated in the north-eastern corner of Lake Victoria, on the southern shore of a small sheltered bay,
fronting Kenya’s third largest city. Port facilities are grouped in a wide area of land some 20 ha in size. Most of this area is
occupied by dockyard facilities and rail sidings, the latter which run to the main-quay or the rail-wagon terminal located its
western end. The main quay is some 260 meters in length with an apron about 12 meters wide. A single warehouse of 80
meters by 16 meters is provided on the main quay, behind which is a paved open storage are of approximately 3,000 m2.
The rail wagon terminal is constructed on artificial (reclaimed) land almost perpendicular to the main quay. It, like those
developed in Mwanza, Port Bell and Jinja consists of a link-span bridge, hoisting towers, guide walls and inner and outer
mooring dolphins (connected by a suspended walkway). However, the link-span is in a poor condition and is not being used.
Additionally, the rail line connecting Kisumu has not been used for over 10 years, as RVR deemed the Kisumu rail route
uneconomical.
2.4 Lake Transport Issues
This section elaborates on several key issues hampering development of the Lake Transport system, as identified from, inter
alia, the following studies:
• Kisumu Port PPP Feasibility Study (2016).
• Building a Reform Consensus for Integrated Corridor Development in the East African Community: Pillar 1 – A Strategy
and Action Plan for Intermodal Development (2014).
• Pre-Feasibility Study for Kisumu Port (2012).
The following key issues have been identified:

• Poor access to the lake ports - Port Bell and the port of Jinja are connected to the Mombasa – Kampala main railway
line (meter gauge). The port of Kisumu is also connected to this line, albeit through a branch line. On the southern side
of the lake, the port of Mwanza South is connected to the central rail corridor (meter gauge). Nevertheless, the existing
railway infrastructure to the ports is generally in poor condition (even disrupted at Jinja port) and the service to Kisumu
is currently not operational. Musoma port has no railway connection, but there is a railway track within the yard area
to load/offload and shunt rail wagons. The other ports are only accessible by road.
• Competition from improved accessibility of the towns around the lake is undermining the transport services on the
lake - For example, the new road connection between Mwanza and Musoma has had a strong impact on the lake traffic
through Musoma. Additionally, the new Standard Gauge Railway (SGR), which is currently being constructed between
Nairobi and Mombasa, is foreseen to reach Kampala in the foreseeable future. This may further limit the potential of
cargo transport across the lake, as transit cargo from Mombasa to Kampala would be more efficiently transported
directly to Kampala by SGR (section 2.6 provides an overview of the phasing and timeline of the SGR development).
• Regular services are required at all ports to ensure accessibility – Sedimentation in the lake elicit the need for regular
dredging at nearly all ports. Additionally, water-hyacinth and “floating islands” periodically clog up the ports, hampering
the movement of vessels in and out of the ports.
• Adequate infrastructure and equipment are not available or dilapidated - None of the ports on Lake Victoria has
container handling equipment. Generally, the existing port infrastructure is outdated and in poor condition. Port Bell
has a RoRo rail wagon link span and a rail ferry berth. Its rail and road infrastructure is in a fair to poor but functional
conditions, and there are LoLo facilities for cargo handling through an old mobile crane. There is limited operating space,
and road access is very congested. Jinja port is in very poor condition with most of the planking and fendering systems
completely decayed. Berthing space (ro-ro ramps) to moor RoRo cargo vessels is not available at the Uganda’s ports
except for the traditional rail ferry. Berthing space and quaywall pavements for general cargo vessels is not sufficient
and not adequate. Whilst Kisumu has equipped machine, carpentry and fabrication shops, the rail-wagon terminal in
the port is designed for RoRo operations and does not have any cargo handling equipment. All operations are carried
out with day labourers hired directly by the vessel owner.
• Lake navigability and maritime safety are not yet sufficiently addressed - While all registered ships on Lake Victoria
are provided with radio communication systems, none of the lake ports is provided with formally structured maritime
assistance services of any kind. This implies that no general weather synopsis, storm or other navigational warnings are
given to ships departing from any of the lake ports. The Lake Victoria Basin Commission Secretariat, in partnership with
the EAC Partner states, is planning a Maritime Rescue Coordination Centre in Mwanza North, funded by the African
Development Bank. The plots have been already acquired. Aids to navigation were installed and surveys have been
made at the ports of Mwanza, Kisumu and Port Bell, though navigational charts are not publicly available. Neither is the
lake provided with landfall lights, beacons, buoys, leading lines or other facilities that delineate headlands, ship routes,
known dangers (including wrecks) or the fairways and approaches to ports.
• Global best practice systems are not perfectly imitable on Lake Victoria – Similar areas include the coastal waters of
the Baltic, Adriatic, and Aegean seas. These areas all envelop a multitude of islands, thus resulting in the need for short
to medium range passenger and cargo ferry systems, similar to the Lake Victoria case. However, as Lake Victoria is not
directly accessible from the Sea, and the lake ports lack large shipbuilding facilities, the size of vessels that can be
deployed on the lake is limited (limited to the size of the available drydocks). Additionally, due to lacking shipbuilding
capabilities, advanced vessels need to be constructed abroad. Vessels are subsequently disassembled and transported
to Lake Victoria, where they can be reassembled; this elaborate process results in increased costs of introducing new
vessels, thus negatively impacting viability of projects. These challenges limit the imitability of implemented network
solutions of otherwise similar cases.
• Need for an integrated and harmonious lake transport development plan – It is imperative that development plans
are carried out at the lake level, as developments in one port will need to be implemented in parallel to similar
developments in the other lake ports in order to become successful. Additionally, there should be a focus on key
projects; introduction of new large-scale port projects, such as Bukasa port, may prohibit viability of the development
of, and private involvement in, current ports.
• Domestic passenger traffic
The island passenger and roro transport between the islands and the main land requires a proper solution. There are
many landing sites, in the order of nearly 200 sites. These sites require a safe and healthy set-up. Depending on the
utilization of the landing site a roro ramp or a jetty is required and several of these sites require a proper access road.
Lake Victoria Transport Developments

A list of identified ongoing and proposed developments to counteract these challenges is presented in Appendix II; the most
relevant Ugandan developments related to the lake transport are summarized below.
• Port Bell (total costs estimated at USD 30 million; status: designs and tender documents are at an advanced stage
(Master Plan design has been attached in Appendix IV))
• Port area to be expanded to cover an area of 4.67 ha
• 1 RoRo berth for multi-purpose vessels
• 2 new berths (a total of 240m of berthing space)
• Storage area for 290 TEU
• Parking space for 135 trucks/trailers
• New bridge for catamaran ferries
• New cargo handling equipment
• A port laborer’s house (10m x 15m)
• A warehouse and customs offices (97m x 30m)
• Rehabilitation of the workshop (30m x 10m)
• Jinja (total costs estimated at USD 15 million; status: designs and tender documents are at an advanced stage (Master
Plan design has been attached in Appendix V))
• Port area to be expanded to cover an area of 3.32 ha
• 1 RoRo berth for multi-purpose vessels
• 2 new berths (a total of 240m of berthing space)
• Storage area for 290 TEU
• Parking space for 84 trucks/trailers
• New cargo handling equipment
• New office block for officials (10m x 12m), warehouse (48m x 30m), and port building (10m x 15m)
• Hinterland connections (total costs estimated at USD 21 million; status: MoWT is in the process of procuring a
Consultant to carry out feasibility studies)
• Port Bell
- Option 1: Road connecting Port Bell to Kampala Southern Bypass
- Option 2: Road connecting Port Bell to road towards Bukasa (along the shore of Lake Victoria)
- Option 3: Road connecting Port Bell to existing Port Bell – Jinja road (at Nakawa)
• Jinja
- Nile Crescent road (2.8 km)
- Eng. Zikosooka way, connecting to Jinja-Mbala-Tororo road (at the Madhivani roundabout)
It was noted that funding/financing will be made available by the World Bank Group and EU towards implementing these
projects.
• World Bank Group: total funding to be confirmed
• EU: USD 24.5 million will be made available towards developing access roads
2.5 Lake Transport Systems
One of the key questions for this assignment will be the question regarding which transport system should be implemented
on Lake Victoria. In this light, this section presents several lake transport solutions that could be (partially or fully)
implemented on Lake Victoria, resulting in increased efficiency and competitiveness of lake transport.
Cargo Transport
• Rehabilitation of the rail ferry facilities: This involves rehabilitating the existing facilities to load rail wagons onto ferries.
It does not involve significant new infrastructure projects. Alternatively, the wagon ferries can be used as RoRo vessels.
• Lift on – Lift off (LoLo) barges: This will necessitate the construction of an appropriately-sized quay with adequate draft
to allow vessels to berth alongside while being loaded by means of a crane. The cargo is usually not loaded directly from
the truck or rail wagon, but is first stored in a storage area until the arrival of the vessel. There are thus at least 4
movements by crane/reach stacker needed: 2 at the port of departure, 2 at the port of arrival.
• LoLo, using dedicated LoLo cargo vessels: similar to the LoLo barge system, this will necessitate the development of
adequate quays and the acquisition of LoLo equipment at each of the ports. Additionally, dedicated box shaped vessels
will need to be constructed.
• Roll on – Roll off (RoRo) barges using MAFI trailers: This involves having a storage area in the port from where the cargo
can be loaded onto a trailer by crane. This involves at least one movement: from the truck or rail wagon onto the trailer.
Additionally, there will be a need for a substantial number of trailers that will travel between the ports on the lake.
Naturally, there will also be a need for adequate equipment (reach stackers) to handle the cargo. This option does give
more flexibility, as both road and rail cargo can be loaded onto the vessels. A variant is the unaccompanied transport in
which the truck leaves the trailer on board for pick up at the other side of the lake by an affiliate company.
• RoRo, using dedicated RoRo vessels: This involves allowing and facilitating trucks to drive onto the ferry, often referred
to as accompanied roro transport. This option could be combined with the option for MAFI trailers (& unaccompanied
transport). Regarding infrastructure, RoRo facilities (a roro ramp and truck alignment spaces) need to be in place. The
existing rail link spans can also be used to accommodate RoRo vessels when the roro ramp is small enough (not more
than 6m wide) which is commonly not the case. An advantage of the RoRo vessels comprises their ability to carry
personal vehicles and passengers, besides transporting cargo.
An initial assessment of the identified options is presented in the table below.
Table 2.1 Lake Transport Options Assessment - Cargo Transport
Transport System Required Investments Operational Efficiency

Rail Ferry System Low (rehabilitation of current vessels and link spans) Low
LoLo Barge System High (cranes and adequate berths required at each of the ports; Very High
barges & tugs required)
LoLo Vessel System High (cranes and adequate berths required at each of the ports; LoLo Very High
vessels required)
RoRo Barge System Medium (barges, tugs, chassis, and terminal tractors required) High
RoRo Vessel System Medium (new RoRo vessels + rehabilitation of link spans / RoRo Medium
facilities)
Subsequently, the options are further elaborated in Table 2.2.
Table 2.2 Lake Transport Options - Cargo Transport
Transport System Description Vessel Types

LoLo Barge Tugs towing or pushing container barges are commonplace on the principal
rivers and lakes of North America, Europe, and Asia. However, this system
requires that each port on the vessel’s itinerary is equipped with LoLo capability.
As almost no LoLo equipment is currently available in the Lake Victoria ports,
implementation of such a system would currently entail excessive investments.
LoLo Cargo Vessel Similar to the LoLo barge system, the LoLo cargo vessel concept employs cranes
to lift (containerized) cargo on and off the vessel. When (containerized) cargo
streams grow sufficiently, a LoLo system provides a highly efficient and high
capacity way of cargo transport. 89m x 12.4m DWT 2800 draught
4.3m; 150,000 m3 grain cap.
RoRo Barge An alternative to the LoLo barge concept is the RoRo barge system. For the Lake
Victoria case, barges of approximately 100m in length could likely be deployed
(due to the dimensions of available drydocks). The barge can be moored
vertically to the quay with either a pull out, drop down ramp attached to the
vessel or a portable ramp supplied by the port to be used to connect it with the
yard. Tractors from the port would then be used to roll the containers on chassis
on and off the vessels. The barges are pulled/pushed by tug boats during
transport on open water; during berthing operations, the tugs will attach
alongside the barge to manoeuvre it into or from the quay.
For the RoRo barge system, barges of varying sizes can be employed.
Additionally, self-propelled barges can be deployed instead of barge and tug
combinations.
RoRo Ferry RoRo vessels can accommodate both unaccompanied and accompanied RoRo
transport. In order to load/offload cargo, the RoRo vessels are equipped with
either an aft ramp (first picture on the right) or a front ramp (second picture on
the right). Alternatively, some RoRo vessels have a ramp on both ends of the
vessel, in order to facilitate loading and offloading by enabling vehicles to enter
and exit the vessel in the same direction.
75.5m x 15m DWT 1650, GT 1588
Passenger Transport
Passenger transport across the lake may have several formats according to the sea distance to cover, exposure to rough
water conditions and the number of travellers, their luggage and or roro traffic. In this respect, we can distinguish:
• Mainland to island – short haul: direct point to point service for passengers and roro traffic.
• Mainland to island – long haul: direct services point to point for passengers only
• Inter islands traffic – short haul between islands through small boats
Table 2.3 Lake Transport Options - Passenger Transport
Landing Site Requirements Example Case Examples of Suitable Vessel Types

Mainland – Island and Island – Mainland (High Frequency / Short Distance)
Requirements: roro ramp River Crossings
Requirements: roro ramp Island ferry Sweden
Requirements: roro ramp Car ferry across large river - Krimpen ad Lek-Netherlands
Requirements: roro ramp and Gozo - Malta line (two ferries and 8 roundtrips per day)
berthing fenders These vessels have aft and front loading ramps.
Mainland - Island; Island - Mainland (Long Haul / Fast Ferries)

Requirements: jetty Croatia
Requirements: jetty Croatia
Requirements: jetty Fast passenger ferry by Damen, Netherlands

447 passengers
Slow RoPax Vessels
Landing Site Requirements Example Case Examples of Suitable Vessel Types
Requirements: roro ramp 93m x 17 m RoRo ferry in Greece
DWT 1650, draught 3.2m
Requirements: roro ramp RoRo vessel between Croatian mainland and islands
Island – Island (Small Vessels)

Requirements: jetty Maldives, 30 passengers
Requirements: jetty Maldives, 20 passengers
Requirements: jetty Seychelles, high speed and large passenger capacity
2.6 Private Involvement in the Ugandan Lake Victoria Transport System
The study aims at assessing the potential for private involvement in the Ugandan Lake Victoria transport systems, as is stated
in the assignment objectives in the ToR. As such, an initial assessment of current private involvement has been carried out
during the Inception Visit. Preliminary observations from this assessment have been summarized below.
MV Kalangala
Introduction MV Kalangala, a subsidiary of National Oil Distributors, manages the MV Kalangala RoRo ferry service from Nakiwogo
(Entebbe) to Kalangala (Ssese islands). The company’s daily service targets both commuters and (eco)tourists, due to the
increasing tourism on the Ssese islands.
The vessel is owned by the Government of Uganda, but operated by MV Kalangala under a 1-year renewable management
contract. Tariffs for the 3.5-hour boat ride have been set at UGX 10,000 per passenger. However, this tariff is only viable
with the current subsidies from the government; a tariff of UGX 20,000 would have to be applied to enable financially viable
operations.
Opportunities • Tourism
• Mainland – islands: tourism related activities are on the rise on the Ssese islands; as such, the demand for high
quality transport to these islands is increasing.
• Short Range Commuters
• Mainland – islands: short ferry services to some islands are currently being provided by government pontoon
services for free (fully subsidized), leading to suboptimal services (private sector is not motivated to provide
optimal solutions)
• Mainland – mainland: short ferry services across certain parts of the lake where road transport needs to cover a
substantially larger distance.
• Long Haul
• Port Bell to Mwanza: many students, traders, and businessmen regularly travel between Port Bell and Mwanza.
Currently, there is no ferry option, forcing these passengers to take a 9-hour minibus ride (approximately UGX
30,000).
Challenges • PPPs take a lot of time and effort: simple PPP arrangements take 2 years through the Ministry of Finance or 1 year through
the Ministry of Works & Transport.
• Financing costs are very high.
• Lack of safety/rescue services on the lake: safety and rescue services on the lake should be provided by the governing
public entities. When MV Kabalega sunk, it took 2 weeks before South African rescue boats and personnel arrived.
Location
Eleqtra & Kalangala Infrastructure Services
Introduction Eleqtra/KIS manages 2 ferries:
• MV Ssese (2.5m draft RoRo vessel) – Bukakata to Luku
• MV Pearl (2.5m draft RoRo vessel) – service to be confirmed
As rail and lake were no longer connected, a new solution needed to be implemented. Thereto, Eleqtra was provided a
grant from the EU to study the market. The study concluded that 700 – 1,000 ton vessels resulted in the optimal balance
between CAPEX and per unit costs of transported cargo/passengers. Additionally, the study identified that “milk round”
services would not work well. As such, the preferred system was based on point-to-point services.
Similar to the MV Kalangala case, Eleqtra/KIS is subsidized by the Government of Uganda (on a per sailing basis).
Opportunities -
Challenges • Legal challenges: as Uganda is a landlocked country, no adequate shipping/maritime acts are in place; additionally,
there were difficulties with obtaining licenses / authorization to develop required landing sites.
• Finding the right personnel: Ugandan laborers’ had to be sent to Dar es Salaam to be schooled as sailors.
Location
Mango Tree Group
Introduction Mango Tree Group, a Chinese company, has developed a shipbuilding land on a patch of land along the Lake Victoria
shoreline. Prior to their venture in Uganda, they constructed vessels in various other African countries, including Sudan.
At their Uganda site, they have recently constructed a dredger that is to be used for the dredging of the Lake Victoria ports,
as well as their respective entrance channels.
Opportunities Due to the high costs of road transport in Kenya and Uganda, Mango Tree Group envisions leveraging the advantages of
lake transport (shorter distances, shorter travel times (no congestion), and lower costs per ton per km) to substantially
cost transport costs in the region. Specifically, Mango Tree Group envisions carrying out the following development
projects around the lake:
• Development of a Greenfield port at Lukaya (estimated CAPEX of USD 150 million; status: very high level volume and
cost estimations carried out)
• Near Makasa highway
• 40,000 ton oil depot
• Bulk terminal (coal imports; steel products, iron ore, and copper ore exports)
• Lukaya Industrial Zone
• Transform Port Bell into a passenger port to further reduce congestion in Kampala (USD 5 million for construction works
at Port Bell; USD 24 million for dredging works)
• Development of a Greenfield port at Kawuku (USD 150 million for the development of the container terminal and
bonded warehouse; USD 3 million for dredging works; USD 2 million for development of an access road; status: very
high level volume and cost estimations carried out)
• Between Kampala and Entebbe; 10 km from the airport express; connected to roads linking the area to South
Sudan, Rwanda, Burundi, and the DRC
• Oil depot (adjacent to the Mango Tree Group shipbuilding site; an Indian firm has acquired the land and has
already invested in levelling the land required to develop the oil depot)
• Container terminal with bonded warehouse (at the location of the Mango Tree Group shipbuilding site)
• Development of a Greenfield port at Majianji (no development cost estimates provided; status: very high volume
estimations carried out)
• 50 km away from Tororo, near a proposed cement plant (construction is ongoing; the plant will produce an
estimated output of 300,000 tons per annum)
• Coal imports (from Tanzania)
• Cement exports (to Kampala, Mwanza, and Kisumu)
• Steel products exports (to Kampala, Mwanza, and Kisumu)
Challenges Licensing is perceived to be an issue (the company is not yet a formally licensed shipbuilder, despite having completed the
first vessel.
2.7 Rail Transport Developments
Several key ports along the lake’s shores have rail connections; however, the majority of these rail connections are currently
not functional, due to encroachment issues and a lack of investments over the last decades. As the rail connections
substantially impact the competitiveness of the lake transport system, this section aims to provide an overview of the most
important rail developments.
Uganda – Meter Gauge

The current meter gauge rail connections to the ports of Port Bell and Jinja are currently dysfunctional, mainly due to
encroachment issues and deteriorated infrastructure. Market sources have stated the intention of the Uganda Railways
Corporation (URC; the public rail authority) and Rift Valley Railways (RVR; the private rail operator) to resolve the
encroachment issues and proceed with rehabilitating the rail connections. However, nothing has materialized as of yet, an
no clear timeline is available.
Uganda – Standard Gauge

A Standard Gauge rail line is to be constructed between Kampala and Tororo, to connect to the Kenyan SGR network, which
runs from Malaba to Kisumu, and on to Mombasa. The Ugandan SGR project will comprise the following main sections:
• Northern line: runs from Tororo to Mbale, Soroti, Lira, and Gulu; from Gulu, the SGR network will split up to connect to
South Sudan, at Nimule, and the Democratic Republic of Congo (DRC), at Goli.
• Eastern line: runs from Tororo to Jinja, and on to Kampala.
• Western line: runs from Kampala to Bihanga, and on to Mpondwe at the Uganda-DRC border.
• South-western line: runs from Bihanga to Mbarara, and on to Mirama Hill at the Uganda-Rwanda border.
The sections are also visualized in the figure below.
Figure 2.1 Uganda SGR Network
The first two sections, comprising the Northern line and Eastern line, will comprise 926.4 km of tracks, and will be
constructed by China Harbour Engineering Company (CHEC).
Kenya – Meter Gauge
Currently, the main railway line, which was built in 1891, comprises a meter gauge line from Mombasa to Malaba. There
used to be an additional passenger and cargo branch line from Nairobi to Nakuru, and on to Kisumu. However, the latter
part of this branch line is derelict, due to a lack of necessary maintenance and rehabilitation works. Moreover, the
functioning railway line is in a deplorable state, due to its age and the lack of investments. However, despite the condition
of infrastructure, the majority of rail sections is still operational.
Kenya – Standard Gauge

In order to substantially increase cargo and passenger rail transport capacity along the Northern Corridor, a Standard Gauge
Railway (1,435 mm) is currently being developed. The phasing of the Kenyan SGR development project is shown in the
figure below.
Figure 2.2 Kenya SGR Network
The first phase of the SGR development has almost been completed, with 85% of construction works being finished.
Operations of this first section, connecting Mombasa to Nairobi, are estimated to commence in June of 2017.
Subsequently, the SGR will be extended to Naivasha, Kisumu, and finally to the Kenyan-Ugandan border at Malaba; the
entire Kenyan SGR project is scheduled for completion by 2021.
Tanzania – Meter Gauge

The majority of the Tanzania meter gauge rail network is operational, despite large sections of the network being in a
deteriorated state. There are plans to rehabilitate the meter gauge network; however, no timeline is available.
Tanzania – Standard Gauge

There are plans to develop a standard gauge rail network in Tanzania. The network will comprise 2,560 km of tracks and will
connect Dar es Salaam to Tabora, Isaka, and Mwanza; Kaliua to Mpanda; Isaka to Lusumo; and Uvinza to Msongati. The
development is envisioned to be carried out by three contractors over the course of two phases. A tender procedure for
phase 1 construction works, which will comprise a 1,219 km stretch of the network, is envisioned to commence in
December of 2016.
Initial Impact Assessment

The envisioned SGR connections to the Lake Victoria ports may have a positive impact on Lake Victoria trade, as the
competitiveness of multimodal (SGR and lake transport) transit cargo transport from Dar es Salaam port and Mombasa
port to Kampala will increase substantially.
Finally, when the Kenyan SGR project reaches Malaba, and connects to the envisioned Ugandan SGR network, the port of
Mombasa will be directly connected to Kampala by rail. As such, it is expected that the positive impact of the SGR project
on Lake Victoria trade may largely be neutralized over the medium to long term, as the all rail route from Mombasa to
Kampala will likely be more competitive than the multimodal routes. This is mainly due to the costs concerned with the
additional handling required for the multimodal route (SGR and lake transport).
The envisioned short to medium term and medium to long term situation are visualized in the figure below. In the left
figure, the short to medium term situation is captured, showing SGR connections from Mombasa to Kisumu and Dar es
Salaam to Mwanza. As it is expected that the Ugandan sections of the SGR project will be completed at a later stage, the
multimodal (SGR and lake trade) routes will be the most competitive transport options. The right figure shows the medium
to long term situation, in which the completion of the Ugandan sections of the SGR project weaken the competitiveness of
the multimodal route.
Figure 2.3 SGR Development Impact
3 Project Approach
The following sections elaborate on the Consultant’s approach to the assignment. Section 3.1 presents a high-level overview
of the assignment process, after which section 3.2 presents the task-level approach.
3.1 Overall Approach

The figure below presents the Consultant’s general approach to the assignment. The following phases can be identified:
• Inception Phase – The main objectives of the Inception phase comprise (i) the refinement of project objectives; (ii) the
refinement of the project approach and timeline; (iii) the identification project risks and challenges at the outset of
activities; (iv) the facilitation of inception site visits to obtain a more fine-grained understanding of the current situation;
and (v) the facilitation of an Inception meeting to align views among Consultant and Client team members.
• Due Diligence Phase – The Due Diligence phase comprises the majority of the activities envisioned for the assignment.
Specifically, the Due Diligence phase will comprise the Technical Due Diligence (ToR Activity 1.1), the Financial Due
Diligence (ToR activity 1.2), the Legal Due Diligence (ToR Activity 1.3)), and the market sounding (ToR Activity 2). The
phase is concluded with the presentation of findings to the MoWT and other governmental stakeholders (ToR activity
3).
• Project Implementation Preparation Phase – Given key decisions of the WBG and MoWT following the Due Diligence
phase activities, the Consultant further elaborates on next steps to be taken to implement the selected development
projects.
3.2 Task-Level Approach
3.2.1 Phase 0 – Inception Phase
Activity 0 – Inception
Task 0
Objectives & The project inception task is aimed at enabling a swift and secure project process, through an early identification of
Approach assignment challenges, agreement on the detailed and refined approach and timeline, swift data gathering and site
visits, and identification of key assumptions. The activity is concluded by the Inception Report, which elaborates on the
refined project approach and posits initial key assumptions.
Deliverables Inception Report (this report) (1.5 Months)
3.2.2 Phase 1 – Due Diligence Phase
Task 1 – Due Diligence

Task 1
Objectives & The Due Diligence task comprises a Technical Due Diligence (ToR activity 1.1), a Financial Due Diligence (ToR activity 1.2),
and a Legal Due Diligence. These three sub-tasks will largely be carried out in parallel, and will together result in the
Approach
following overarching sequential assessments:
• Needs Assessment – In order to obtain a profound understanding of the current situation and future needs of the Lake
transport system, a Needs Assessment is carried out. The “as-is” component of the needs assessment comprises (i) an
assessment of infrastructure and equipment during site visits; (ii) a review of existing reports and policy/regulatory
documents; (iii) and an evaluation of past development projects with private involvement. Subsequently, a demand
forecast is developed in order to assess the future capacity that should be provided for each of the identified project
focus areas. Finally, a gap analysis is carried out to identify the constraints that should be counteracted to achieve the
estimated future capacity requirements.
• Development Options – Building on the identified constraints and needs regarding the Lake transport system, specific
development projects are identified and elaborated (inter alia, in terms of initial timelines and high level CAPEX/OPEX
estimates). The specified projects are proposed to the WBG for approval and selection of priority projects.
• Viability & Structuring – Following the initial selection of priority projects by the WBG and MoWT, the Consultant will
further elaborate the projects. The elaboration will include an assessment of financial and economic performance (CBA
and ESCBA), an assessment of the suitability for private sector involvement (identification of PPP Reference Model and
Value-for-Money Analysis (comparison between PPP Reference Model and Public Sector Comparator)), and value
engineering (optimization of project phasing and PPP structuring (structuring of responsibilities and risks) to maximize
project performance).
Deliverables • ESCBA (4.25 Months)

• Draft Technical Due Diligence (4.75 Months)
• Draft Financial Due Diligence (4.75 Months)
• Draft Legal Due Diligence (4.75 Months)
• Final Technical Due Diligence (5.75 Months)
• Final Financial Due Diligence (5.75 Months)
• Final Legal Due Diligence (5.75 Months)
Task 1.1 – Technical Due Diligence
Task 1.1
Components • As-is Analysis of Lake Victoria Transport System (through Site Visits, a Review of Existing Reports, and an initial market
sounding)
• Road-side Interviews & Surveys (a more detailed approach for the interviews and surveys is provided in 0; the
interviews & surveys will focus on a maximum of 20 landing sites)
• Demand Forecast
• Tariff Benchmarking & Tariff Structuring
• Development Options for Lake Infrastructure and the Vessel Fleet
• Cost Estimates (CAPEX / OPEX) for the Development Options
• Initial Environment, Social, and Climate Change Impact Assessment
• Monitoring Mechanism for Private Operators (KPIs)
• Initial Assessment of PPP Structures for Identified Development Options
• Initial Assessment of Timelines and Phasing of Identified Development Options
• (Technical) Risks
Deliverables • Draft Technical Due Diligence (4.75 Months)
• Final Technical Due Diligence (5.75 Months)
Task 1.2 – Financial Due Diligence

Task 1.2
Components • Elaboration on Cost Assumptions (CAPEX & OPEX)

• Elaboration on Revenue Assumptions (Tariffs)
• Elaboration on PPP Structuring Assumptions (Allocation of Risks / Responsibilities)
• CBA and ESCBA (for Public Sector Comparator and PPP Reference Model)
• Value-for-Money Analysis (VfM)*
• Optimization of PPP Structures for Identified Development Options (Value Engineering)
• Optimization of Timelines and Phasing of Identified Development Options (Value Engineering)
• (Financial) Risks
Deliverables • Draft ESCBA (4.25 Months)
• Draft Financial Due Diligence (4.75 Months)
• Final Financial Due Diligence (5.75 Months)
*VfM The Value-for-Money approach employed by the Consultant integrates several of the activities comprised by the
Financial Due Diligence. The primary objective of the approach is to assess the PPP rationale: does the project create
Value for Money for the Government of Uganda and does it make sense to implement the Project under a PPP structure
(in contrast to a fully Public Model)?
The second objective is to determine the risk mitigation matrix for the preferred PPP Model. This risk matrix lists all risks
(technical, financial, and legal risks) that apply to the project, and assesses the magnitude, likelihood, and parties affected
by each of the risks. Subsequently, the risk mitigation matrix aims to identify mitigation measures for the key risks (those
that are most likely or have the greatest negative impact).
As such, the Value-for-Money includes an assessment of alternative PPP models, a Risk Matrix, a comparison of the PPP
Reference Model and the Public Sector Comparator, and a Risk Mitigation Matrix. This 4-step approach is further
elaborated in 0.
Task 1.3 – Legal Due Diligence
Task 1.3
Components • As-is Analysis of Legal/Institutional Framework

• Benchmark of Uganda’s Relevant Regulations/Acts against International Best Practice
• Review of Recent PPP Procurement Processes in the Region to Identify Success Factors and Impediments
• Assessment of Land Ownership
• (Legal) Risks
Deliverables • Draft Legal Due Diligence (4.75 Months)
• Final Legal Due Diligence (5.75 Months)
Task 2 – Market Sounding

Task 2
Components The Market Sounding activity aims to (i) assess and increase investment appetite in the private sector; (ii) identify project
features that are preferred/required by the private sector. The market sounding will include the following detailed tasks:
• Prepare market sounding documents
• Conduct a market sounding with the market
• Prepare market sounding report
Deliverables • Draft Market Sounding Report (6.25 Months)
• Final Market Sounding Report (6.5 Months)
Task 3 – Presentation of Findings

Task 3
Components According to the ToR, the presentation of findings aims to share and discuss results of the Due Diligence activities. MTBS
proposes to add capacity building as a second key goal, as it is often observed that the presence of a relevant contextual
framework is essential for the successful implementation of project results (a more elaborate overview of the content
of MTBS’ Port Courses is presented in Appendix VII).
Deliverables • The Inception Workshop, including a presentation and discussion on the Consultant’s assignment approach, the scope
of the assignment (“focus areas”), key stakeholders that should be involved in the process, and key issues that may
arise during the course of the assignment. (15th of November)
• The Interim Workshop, including a presentation on the draft ESCBA and other preliminary Due Diligence results (3.0
Months)
• The Final Workshop, including a presentation and discussion on results from all analyses (6.0 Months)
3.2.3 Phase 2 – Project Implementation Preparation Phase
Task 4 – Implementation Plan

Task 4
Components The Implementation Plan is developed as a document that provides the WBG and the MoWT with guidance towards
the further implementation process of selected projects. As such, the Implementation Plan consists of the following
components:
• An overview of follow-up studies that are required to implement the projects, including technical studies,
environmental studies, social studies, and legal studies.
• An overview of required adjustments to regulatory/institutional frameworks to enable or facilitate implementation of
the projects
• An overview of project implementation timelines
• An overview of key stakeholders and the required capacity within stakeholders to successfully implement the projects
Deliverables • Draft Final Report (7.5 Months)
• Final Report (8.0 Months)
3.3 Assignment Timeline
The figure below presents MTBS’ envisioned timeline for the project, taking into account specific periods for client approvals and decisions & commitments. Additionally, it is envisioned that
no tasks will be carried out in the last week of December.
3.4 Counterpart Team, Data Request & Key Challenges
Counterpart Team
During the Inception Visit, the counterpart team and communication protocols were discussed and clarified. For the
purpose of day-to-day communication (including data requests), Mr. O’Kello will act as the primary contact from the side of
the counterpart team. Through this structure, the Consultant team will have access to all relevant stakeholders. Additionally,
the Consultant team was granted permission to directly contact stakeholders to enable swift communcation.
Data Request
In order to swiftly and accurately carry out required acitivites, MTBS requires timely access to required documents. Thereto,
the active involvement and assistance of the counterpart team was identified as a key factor. To enable swift progression of
activities, the following initial list of required documents was developed and shared with the counterpart team.
Category Description Obtained1

Freight Traffic
Freight Traffic Freight - Jinja - Overall Port Cargo Traffic No
Freight Traffic Freight - Jinja - 1990-2015 Throughput - Transit Cargo from/to Dar es Salaam - Split by Cargo Type No
Freight Traffic Freight - Jinja - 1990-2015 Throughput - Transit Cargo from/to Mombasa - Split by Cargo Type No
Freight Traffic Freight - Jinja - 1990-2015 Throughput - Local Cargo from/to Tanzania - Split by Cargo Type No
Freight Traffic Freight - Jinja - 1990-2015 Throughput - Local Cargo from/to Kenya - Split by Cargo Type No
Freight Traffic Freight - Jinja - 1990-2015 Throughput - Local Cargo from/to Uganda Islands - Split by Cargo Type No
Freight Traffic Freight - Port Bell - Overall Port Cargo Traffic Yes
Freight - Port Bell - 1990-2015 Throughput - Transit Cargo from/to Dar es Salaam - Split by Cargo
Freight Traffic Type No
Freight Traffic Freight - Port Bell - 1990-2015 Throughput - Transit Cargo from/to Mombasa - Split by Cargo Type No
Freight Traffic Freight - Port Bell - 1990-2015 Throughput - Local Cargo from/to Tanzania - Split by Cargo Type No
Freight Traffic Freight - Port Bell - 1990-2015 Throughput - Local Cargo from/to Kenya - Split by Cargo Type No
Freight - Port Bell - 1990-2015 Throughput - Local Cargo from/to Uganda Islands - Split by Cargo
Freight Traffic Type No
Freight Traffic Freight - Traffic Models / Forecasts No
Passenger Traffic
Passenger Traffic Passenger - Jinja - from/to Uganda Islands No
Passenger Traffic Passenger - Jinja - from/to Tanzania No
Passenger Traffic Passenger - Jinja - from/to Kenya No
Passenger Traffic Passenger - Port Bell - from/to Uganda Islands No
Passenger Traffic Passenger - Port Bell - from/to Tanzania No
Passenger Traffic Passenger - Port Bell - from/to Kenya No
Passenger Traffic Passenger - Traffic Models / Forecasts No
Tariffs
1 Obtained at the time of writing this report
Tariffs Passenger Tariffs No
Tariffs Freight Tariffs No
Tariffs Tariff Studies No
Port & Lake
Port & Lake Jinja Port Map & Technical Specs No
Port & Lake Port Bell Port Map & Technical Specs No
Port & Lake Jinja Master Plan / Development Plans (Besides WB Investment Plans > See ToR) No
Port & Lake Port Bell Master Plan / Development Plans (Besides WB Investment Plans > See ToR) No
Port & Lake Investment Plan for Lake Connectivity Yes
Port & Lake Assessment of Fish Landing Sites Yes
Port & Lake Nathan Associates Lake Transport Report Yes
Port & Lake Landing Sites Long List Yes
Port & Lake Port Bell Soil Assessment Yes
Port & Lake Port Bell 1990 Technical Assessment Yes
Port & Lake Port Bell 1990 Technical Drawings Yes
Port & Lake Port Bell Repair Photos Yes
Port & Lake Jinja Repair Photos Yes
Port & Lake Jinja 1965 Technical Drawings Yes
Port & Lake Port Bell Master Plan Design Yes
Port & Lake Jinja Master Plan Design Yes
Port & Lake Vessel & Ports MP Presentation Yes
Port & Lake Ports MP Timeline Yes
Port & Lake Bukasa Port Feasibility Study Yes
Port & Lake Landing Sites Assessment Template Yes
Port & Lake Landing Sites Data List Yes
Port & Lake Finalized & Structured Landing Sites Database (HIGH PRIORITY) No
Port & Lake Port Bell / Jinja Master Plan Drawings Yes
Legal
Legal PPP Act Yes
Various
Various Contact List Yes
Progress reports
Under the project, monthly progress reports will be filled in order to monitor the project progress. These reports included
the activities done/achievements, visits made, challenges faced, ongoing issues and next steps. The first progress report will
be of December 2016 which includes the inception mission and activities of November 2016.
Key Challenges
During the Inception Visit and broader Inception Phase, the selection of landing sites has been identified as a key challenge,
mainly due to the substantial number of identified landing sites. A swift selection of a sub-set of landing sites is key to
complete the project in a timely fashion, as the landing site selection is a prerequisite to commence the surveys and RSIs.
However, a finalized (complete) and structured database of the landing sites (in Excel format), based on the data gathered
by the Counterpart team (and including GPS data to enable identification of strategically located sites), is required to
accurately select the optimal sub-set of landing sites for further assessment and survey’s. Hence, the finalization of a landing
sites database by the Counterpart team is regarded as a key requirement for the timely progression of the next steps in the
overall study process.
In order to guide the process, an excel database template has been prepared and will accompany the submission of this
Final Inception Report. Once the provided database is completed by the Counterpart team, a preliminary selection of
landing sites will be made by the Consultant. Subsequently, the Consultant envisions organizing an on-site workshop to
interactively discuss and finalize the selection. Following approval of the landing site selection, the survey and interview
activities can commence.
4 Specification of Project Focus Areas
The objectives of the assignment comprise the following three project focus areas, with increasing levels of zoom:
• The operation of freight and passenger vessels on Lake Victoria on point to point services between ports across the
Lake.
• The development and operation of stage passenger and ferry services, and required landing sites, on scheduled services
to connect the islands to the mainland within Uganda, on routes currently operated by MoWT or not serviced.
• The operation of the inland ports of Port Bell and Jinja in Uganda, under a ‘landlord’ arrangement.
This section aims to further detail and ringfence the project focus areas for each of the three scopes.
4.1 Lake Victoria International Trade Lanes
The first scope has the lowest zoom level, focusing on the international trade lanes on Lake Victoria. The main focus will be
on the trade lanes between (i) Port Bell and Mwanza; (ii) Port Bell and Kisumu; (iii) Jinja and Mwanza; and (iv) Jinja and
Kisumu. For this focus area, the project activities aim to identify the optimal vessel fleet, and assess the feasibility for private
sector involvement in the operation of this vessel fleet.
Besides these identified focus ports and trade routes, the Due Diligence will assess the impact of other current ports (e.g.,
Bukoba) and proposed future developments (e.g., Bukasa and Lukaya) on the Lake Victoria transport system and on the
demand and development requirements of Jinja and Port Bell in specific. However, no investment plans are to be prepared
regarding these non-key trade ports.
Figure 4.1 Project Focus Area 1
4.2 Intra-Uganda Lake Transport Services
The second scope has a medium zoom, focusing on the transport between lakeside locations and islands in Uganda. It is
acknowledged that many landing sites, with varying sizes and importance, are currently operated (a long list of landing sites,
as identified by the MoWT, is attached in Appendix VIII). For the purpose of identifying key landing sites, the sites will be
allocated to the following 3 classifications (using the assessment template data obtained from the MoWT):
• Class I – Cultivated Beach Area
• Class II – Small Jetty / RoRo Facility
• Class III – Port
In order to enable a viable development and swift implementation of the envisioned lake transport system, the initial focus
should be on key landing sites and routes. Following these ‘pilot’ routes, the lake transport systems can be gradually
developed further. A high-level schematic approach of this lake transport implementation is presented below.
Landing Site Phase 1 Phase 2 Phase 3 Phase 4
Class I
Class II
Class III
*Blue cells refer to key focus areas of this assignment; grey cells refer to focus areas of later implementation phases.
In line with the focus areas for the phase 1 implementation (the focus of this assignment), the table below elaborates on
the level of project detail provided for each of the classes of landing sites within the scope of this assignment. Additionally,
an initial assessment of suitable vessels for each of the types of landing sites is provided.
Landing Site Class Description Level of Detail Vessel Types

I Cultivated Beach Area High level network solution Small transport boat / canoe
II Jetty / RoRo Facility Detailed approach for strategically positioned landing Short haul RoRo / long haul RoRo /
sites; high level network solution for sites with no Passengers
strategically important location.
III Port Detailed approach Long haul RoRo / other cargo vessel
Taking into account this focus, it is foreseen that surveys will be carried out at a selection of at most 20 key (Class II and Class
III) landing sites. The selected landing sites will act as strategic ‘hubs’ that optimize connectivity through (i) the quality of the
selected landing sites (class II or III) and (ii) an optimal geographic spread. Figure 4.2 presents a schematic indication of
potential landing sites and key transport routes that will be adopted as the project focus area 2. Within the scope of this
project, high-level solutions will also be provided concerning the connectivity of non-strategic landing sites (blue markers in
Figure 4.2). Connectivity of non-strategic landing sites comprises both transport between identified hubs and non-strategic
landing sites, and transport between non-strategic landing sites.
Figure 4.2 Project Focus Area 2 (sample)
4.3 Development of Port Bell and Jinja Ports under PPP Arrangements
The third project focus has the highest zoom level, focusing solely on the development and institutional setting of the Port
Bell and Jinja ports. Figure 4.3 visualizes the third project focus area.
Figure 4.3 Project Focus Area 3
Description of Lake Ports
Jinja, Uganda
Quay length 60m x 15m

Yard area Approximately 0.25 ha
Institutional structure Owned and operated by the Rift Valley Railways (RVR)
Port area -
Lake connectivity Water depth of -4m CD; the port can handle vessels up to 500 GRT
Land connectivity The port has a rail connection to the Northern corridor, but the rail link slope between the port of
Jinja and the local ICD (3 km away) is 3 percent and poorly maintained2. Additionally, the rail tracks
that connect the port to the city have been removed by local communities.
The dirt road running down to the port of Jinja is steeply graded and heavily crevassed3.
Equipment No equipment
Oil loading pipeline at jetty and pump facility is not functional
Superstructures Dolphin mooring system that requires an overhaul.
Roll-on Roll-off (RoRo) rail wagon loading dock (link-span)
State of infrastructure It is in very poor condition with most of the planking and fendering systems decayed beyond use4.
The rail connection with the main line is not functional due to missing tracks in the city area
IT and communication system -
Traffic -
Other comments Mainly used as a relief port for Port Bell when it was congested.
2 Corridor Diagnostic Study of the Northern and Central Corridors of East Africa, Nathan Associates, 2011
Port Bell, Uganda
Quay length 85m x 50m

Yard area The yard can hold up to 130 rail wagons
Institutional structure Owned and operated by the Rift Valley Railways (RVR)
Port area 1 ha + 0.25 ha rail marshalling yard
Lake connectivity The port is located at the end of a narrow inlet of Lake Victoria; depth alongside the pier is between -
3.5m CD and -6m CD (to be reconfirmed)
Land connectivity The port has a rail link branched from the Kampala-Jinja main line of the Northern Corridor. A marshalling
yard with 4 tracks is located along the access to the port.
Equipment • One operating mobile crane
• Load-on Load-off (LoLo) facilities for cargo handling
• Roll-on Roll-off (RoRo) rail wagon loading dock (link-span)
Superstructures • Warehouse (75 x 20m) in dilapidated state

• Rail ferry wharf (link-span)
State of infrastructure Rail and road infrastructures in poor but functional state. The port’s main problem is a lack of operating
space especially for trucks.
Traffic When it was operated by the Uganda Railways Corporation, the port handled 360,000–400,000 tonnes
annually. It is currently handling an average of 60,000 tonnes annually. Ginger accounts for 45% of this
total, with remaining items including wheat, cottonseed, cooking oil, rice, and break-bulk consumer
goods.
Other comments A shallow overgrown marsh area adjacent to the rail yard could be reclaimed to create a yard area of
about 1 ha.
Mwanza North, Tanzania
Quay length 55m x 22m x 58m; 2 berths

Yard area 1,700m2 (lake side of the old passenger terminal)
Institutional structure Operated and maintained by the TPA
Port area 2 Ha
Lake connectivity Water depth along the quay is approximately -3m CD
Land connectivity Road and rail connection available
Equipment There is no cargo handling equipment available, as the terminal mainly handles passengers and small
cargoes.
Superstructures • Regional KPA Office
• Passenger Terminal
• Bunkering Tanks
• RoRo Facilities
State of infrastructure Relatively good. Parts have been recently paved.
IT and communication system New inter ports communication system has been implemented. However, limited use of IT systems.
Traffic The North Port is utilized mainly for passengers, vehicles, and local cargo. Passenger-cargo ships load
international cargo at the South Port, and then call at the North Port for passengers.
Other comments Terminal is situated adjacent private operations.
Mwanza South, Tanzania
Quay length 220m quay length between Link span and floating dock
Floating dock II: approx. 100m x 15m (recently rehabilitated)
Floating dock I: approx. 50m x 12m
Jetty: 70 at South side next to Link span
Two tier quay level with a difference of 0.7m in height over a length of 190m hinders efficient operations
Yard area Apron area: 220m x 12m (2-levels)
Current vacant area 1.6 ha can be extended to over 2 hectares, which enables a throughput of approx.
60,000 TEUpa.
Institutional structure Owned and operated by TPA.
Port area Approximately 7 Ha; 450m x 150m
Lake connectivity Water depth alongside the berths is limited.
Land connectivity Connected to the central railway: trains are received and marshalled at Mwanza South station and
dispatched to Mwanza South Port or Mwanza stations.
The rail line inside the port is of a poor state, and looped along the main quay, with two spurs, one
(disused) running along the cope edge and the other fronting the goods sheds.
Wagons can be parked here in readiness for shunting onto ferries through a rail-wagon terminal and
located at the southern end of the quay facilities 5.
Equipment • Weighbridge (recently acquired)
• Only 1 jetty crane is operational at a max of 3 tons.
• Old crane is out of use
• 3 fork lifts have been acquired recently
• One farm tractor used for shunting the rail cars on and off the wagon ferry
Superstructures Various sheds and storage area. One storage shed along the quay has been rehabilitated recently. Other
structures require maintenance or upgrading.
5 Land-bridge concept study, RAHCO, 2012
State of infrastructure Generally poor. Yard area is not paved and very uneven, and is affected by floods and sand deposition.
Railway tracks are also in a dilapidated state. The rail link span is in a fairly good condition.
IT and communication system New inter-ports communication system has been installed, but use of IT systems is limited.
Traffic The South Port handles the transport of railway wagons to/from Uganda and Kenya, and local cargo.
While local traffic has been steadily increasing up to nearly 300,000 tonnes in 2010, international traffic
volumes decreased sharply since 2005, from 375,000 tonnes in 2005 to 50,000 tonnes in 20106. Imports
are slightly higher than exports.
Other comments Limited facilities and space for container handling, but potential areas for expansion:
• 200m could provide for approx. 100,000TEUpa capacity (500TEUpa/m) if appropriately
upgraded and supplied with equipment.
• Potential area for storage: 2 Hectares allows for approx. 60,000TEUpa. With some adjustments,
a larger container yard can be developed.
When cargo was handled by railway wagon ferries, it reportedly took about 2–3 hours to shunt 19
wagons 7 (2004).
6 Comprehensive Transport and Trade System Development Master Plan in the United Republic of Tanzania, JICA, 2012
7 Comprehensive Transport and Trade System Development Master Plan in the United Republic of Tanzania, JICA, 2012
Kisumu, Kenya
Quay length 260m

Yard area Paved open storage area of approximately 0.3 Ha
Institutional structure The Kenya Ports Authority (KPA) is mandated to take over the management of the port from the KRC, but
the official handover of assets has not yet been completed.
Port area 20 Ha, but KPA area is approximately 6 Ha
Lake connectivity Water depth along the quay is limited. Additionally, water hyacinth periodically clogs up the port,
hampering vessel movements into/out of the port.
Land connectivity The rail-wagon terminal in the port of Kisumu is connected by a branch rail line connecting to the
Northern railway corridor. This rail line also connects the port to the Kisumu ICD, which is situated
approximately 3 Km inland from the port. However, the RVR currently offers no rail services to/from
Kisumu.
Equipment There is no cargo handling equipment available; all cargo handling is done manually by local labourers.
Superstructures • warehouse of 80x16m
• paved open storage are of approximately 3,000m²
• Kisumu has the most fully equipped machine, carpentry, and fabrication shops of the Lake
Victoria ports. The port area also includes a working dry dock of 100 m × 30 m, and a working
draft of 6 m. The facility includes two slipways that are able to accommodate vessels of up to
800 tonnes.
State of infrastructure Pavement and storage sheds are in fair to good condition. The rail link span is currently dysfunctional.

Traffic Cargo throughput (year unspecified) is limited mainly to local lake trade, with 28,000 tonnes of exports,
consisting mainly of petroleum products to Mwanza, Tanzania, and break-bulk cargo including sweets,
soap, salt, cooking oil, and stationary and general merchandise, and 8,000 tonnes of imports, consisting
mainly of cottonseed cake from Tanzania used for animal feed. Kisumu no longer handles containers.
Other comments -
Planned and Proposed Lake Victoria Transport Developments
This Appendix presents identified, not yet confirmed, Lake Victoria lake port projects based on various stakeholders. It
contains the following sections.
• Firstly, developments aimed at improving the overall navigability of the Lake are discussed.
• Secondly, developments specifically aimed at improving the Ugandan Lake ports are discussed.
• Thirdly, developments specifically aimed at improving the Kenyan Lake port at Kisumu are discussed.
• Finally, developments specifically aimed at improving the Tanzanian Lake ports are discussed.
Lake Victoria Developments

The following (scheduled and proposed) developments have been identified for the Lake Victoria transport system:
• Rail infrastructure - a comprehensive Standard Gauge Railway network, which will connect Mombasa to Nairobi, and
on to Kampala, is under construction. This railway will reportedly connect to the Kisumu port site.
• The improvement of nautical accessibility of the ports in Kisumu, Port Bell and Mwanza South are considered as
priority projects. Dredging is proposed to restore design depths of around 6m on the approach to the ports, in the
anchorage and along the current berths. Also a watercourse management system is proposed to minimise soil erosion
and sedimentation at the ports. Such a program should include the removal of the water hyacinth in all three ports,
together with the relocation and improved management of the dumping of dredged materials. The executing agencies
concern KPA, Uganda Ministry of Transport and TPA for the three respective ports.
Based on discussions with market parties, it is understood that a private company Greenergia, which occupies a site near Kisumu Port, has
procured a water hyacinth harvester. It harvests hyacinths to be used as ingredients in the production of bricks. However, there is not yet
a link between this private initiative and a sustainable nautical access to the port.
• A project to improve navigational safety on Lake Victoria identifies the following interventions to improve navigation
safety and security. The requirements include: (i). Port safety is to be improved through the development of port
operating manuals, training on fire safety and the handling of dangerous goods, the refurbishment of cargo equipment
and capacity building in key institutions; (ii) the preparation of a navigation chart of the lake to improve navigational
safety; and (iii) the installation of tide boards, aids to navigation survey of lake, the installation of beach & jetty mooring,
and necessary capacity building. Improvements in security are proposed through the implementation of ISPS at ports
and ships and the acquisition of security assets. These are required together with the following measures and are
estimated to cost approximately US$ 10-15 million:
• Upgrading the Marine and Meteorological Observational Network for Lake Victoria;
• Development of a Navigation Early Warning System model;
• Production of an interactive weather/climate information Atlas for the Lake Victoria Basin to support optimal
exploitation of natural resources; and
• Establishment of a Centre for Meteorological Services (CMS) for the Lake Victoria Basin.
• The establishment of a well-functioning transport service on Lake Victoria can be developed after a shared Lake
Victoria transport policy has been developed. There are various options to introduce an integrated transport system:
The initial choice is between the development of a LoLo (Load on – load off) system or a RoRo (roll on – roll off) system.
The LoLo system concerns the introduction of dedicated container barges and or bulk barges on the lake and cranes
and container yards in the lake ports. When the LoLo system is equipped with grabs it can load and discharge bulk
commodities. The RoRo system entails the development of well-functioning RoRo ferry services for trucks or in case of
a rail ferry, both for rail wagons and for trucks or MAFI trailers using the existing, or rehabilitated, (rail-)infrastructure.
Since the current state of infrastructure is relatively poor in the lake ports and only a few transport services are currently
available at the lake, each of the transport systems requires substantial investments. In case of using new roro ferries,
the vessels need to be built and or transported and assembled near the lake.
• Improvement of passenger transport - The Kisumu county government has signed a provisional agreement with a
Canadian company to introduce a regular ferry service between Jinja, Mwanza, Musoma and Kisumu. A feasibility study
is planned.
Uganda Lake Port Developments
Port Bell
• The dredging of the port area and access channel
• The rehabilitation and strengthening of the quay, link span, fenders and jetty
• The establishment of discharge facilities from vessels
• Construction of additional berths and a new quay for RoRo and general cargo
• Additional new covered storage spaces
• Open storage space for heavy cargoes
• Cargo handling equipment – shore crane, 3-4 yard tractors, forklifts
• Aids to navigation
Jinja
• The dredging of the port area and access channel
• The rehabilitation and strengthening of the quay, link span, fenders and jetty
• Construction of additional berths and a new quay for RoRo and general cargo
• Additional new covered storage space
• Open storage space for heavy cargoes
• Cargo handling equipment – shore crane, 3-4 yard tractors, forklifts
Proposed Lake Ports

Private developments noted in the market:
• Bukasa Port – A proposed green field cargo port near Bukasa (Wakiso district), approximately 16 km south east of
Kampala’s central district. The envisioned development project is to be implemented in three phases; total investments
will amount to EUR 350 million, while the first phase will comprise EUR 50 million of investments. Of the first phase
investments, EUR 42.5 million will be financed by a loan from the Commerzbank; the remained will be financed by the
Government of Uganda.
• Lukaya Port – a proposed port that will focus on handling petroleum, coal, steel, and minerals. The required investments
are estimated at USD 150 million, with an envisioned construction timeline of 2 years.
Uganda access infrastructure

• The rehabilitation of the access road to Jinja
• The rehabilitation of key feeder roads
• The rehabilitation of community/tourist jetties
• Rehabilitation of rail infrastructure
• The access roads to several landing sites
• The infrastructure support to landing sites
Uganda rail ferry rehabilitation

• The rehabilitation of the rail ferries MV (Motor Vessel) Pamba & MV Mwanga
Kenya identified lake port development projects
Kisumu Port
The Kenyan National Treasury’s Project Implementation Unit intends to rehabilitate and develop the dilapidated port and
dry docks in Kisumu through a PPP structure. Thereto, the Kisumu Port PPP Feasibility Study (2016) was carried out.
However, due to some current obstacles that entailed excessive Conditions Precedent for a potential PPP project, the
project was (temporarily) halted.
Currently, there are plans for a Sh14 billion port project, which is to be developed by China Roads and Bridges Company
(CRBC). The project will comprise a new port in Kisumu that will connect to the SGR, as part of phase 2 of the SGR
development.
Kenya access infrastructure

• Rehabilitation of the meter gauge rail line
• Development of a standard gauge rail network; construction of the section connecting Mombasa to Nairobi has
nearly been finished.
Tanzania identified lake port development projects
Mwanza North
• The establishment of reception facilities from vessels
• The dredging of the port area and access channel to 4.5/6m
• The rehabilitation/upgrade of fenders
• The rehabilitation of the passenger terminal
• The paving of access road and port area
• The rehabilitation of the Isaka – Mwanza rail line
Mwanza South
• The levelling of the quay to a width of 14m
• The repair/upgrade of the fenders
• The procurement of cargo handling equipment (2 mobile cranes with a 40t lifting capacity and forklifts)
• Paving of port area and access road
Bukoba
• The procurement of cargo handling equipment (small crane 3t lifting capacity and 20m reach, and forklifts)
Kemondo Bay
Musoma
Tanzania
• The rehabilitation of key feeder roads
• The rehabilitation of ferry berths
• Development of a 2,560 km SGR network, connecting Tanzania to neighbouring countries
Port Bell Master Plan Design
Jinja Master Plan Design
Interviews and Surveys
Survey Focus Areas

The focus area for the surveys will be limited to existing Ugandan ports and landing sites on Lake Victoria. For the first project
focus area (as defined in section 4.1), tallies and surveys will be conducted at Port Bell and Jinja (looking at international
lake cargo transport).
Additionally, more detailed surveys and interviews will be conducted for the second project focus area (as defined in section
4.2), focusing on passenger transport within the Ugandan section of Lake Victoria. Thereto, interviews and surveys will be
undertaken at key landing sites and road links connecting the landing sites. The figure below presents the focus areas of the
surveys and interviews (marked by the red rectangles).
The specific survey sites will be decided on in consultation with the Client.
Survey Duration & Planning

As data quality and quantity are essential for accurate transport network modelling, a total of three weeks will be devoted
to the surveys, during which multiple survey teams can be mobilized.
During the first week, an initial batch of data is collected. The initial
data includes results of a 24-hour period survey, aimed at
identifying daily peak and off-peak periods (see figures on the
right).
Subsequently, surveys and interviews carried out during the

second week will focus on the identified key journeys on peak
periods, in order to most accurately assess the required transport
capacity.
Finally, surveys and interviews conducted in the third week aim to

fill any data gaps, in order to ensure adequacy and reliability of
data. All trips purpose Day time
Mode 24-hour
Lake Trip
Week 1
RSI Trip
MCC Trip
Survey Content
The questionnaire for the Lake Victoria transport system will be divided in three main components: (i) travellers’
characteristics (goods/person); (ii) trip characteristics; and (iii) customers’/authorities’ preferences to improve the current
transport situation on Lake Victoria. The table below provides an overview of topics to be included in the surveys and
interviews.
Topic Sub-Topic
Travellers’ Characteristics
Goods Type of goods; demand growth potential of goods; and fluctuation in demand/supply of goods
Passengers Age and gender
Trip Characteristics
Lakeside Origin/Destination; purpose of the trip; time of trip; ferry company; ferry type; ferry capacity (goods and
passengers) and average ferry load; waiting time and travel time; travel costs; and ferry schedule/frequency
Roadside Origin/Destination; purpose of the trip; time of trip; waiting times and travel time; bottlenecks; travel costs; car
capacity and load; frequency of travel
Manual Classified Count Type of car/vessel; car/vessel load and capacity; directional count
Customers’ Preferences
Preferred Developments Routes and landing sites
Willingness-to-pay
Survey Output
The survey will assess, among others, current and forecast traffic flows, types of goods and passengers, travel times and
costs, waiting times, value of time per each area.
Survey Output
Origin – Destination Survey (ToR task 1.1 ii b i)
Identification/verification of Key Location for Ferry Services
Movements of Ferries between Identified Key Origin/Destination Points (i.e., identified origin-destination pairs that are likely feasible for the
envisioned ferry operations)
Tally of Bulk Cargo Flows (Vessels) Across the Lake
Tally of Container Cargo Flows (Vessels) Across the Lake
Journey-Time Survey (ToR task 1.1 ii b ii)
Identification of Peak Hours/Days on relevant transport routes
Journey Time on relevant transport routes during peak hours (for key transport modes, such as ship and truck/car)
Journey Time on relevant transport routes during off-peak hours (for key transport modes, such as ship and truck/car)
Monthly / Seasonal Cycles
Small-Sample Willingness to Pay Survey (ToR task 1.1 ii b iii)
Value of Time
Interchange Penalties
Mode Constants
Scaling Parameters
Reasons for Shifting from Road to
Tariffs of Various Routes + Tariff Breakdowns (tariffs for young/elderly people etc)
MTBS Value-For-Money Approach
Step 1: Identification of Alternative PPP Models

The first step of the Value for Money & Public Sector Comparator Approach is to identify the potential PPP Models for the
Project (already drafted for task 1.1 vi). On the basis of a qualitative assessment of PPP Models, a list of potentially attractive
PPP Models is drafted. For all identified PPP Models, an overview of the allocation of rights & responsibilities is further
detailed.
Step 2: Draft Risk Matrices for Alternative PPP Models;

The second step of the Value for Money & Public Sector Comparator Approach is to draft risk matrices for the identified
PPP Models. The objective of this step is to quantify risks that are not taken into account in the business case for the PPP
project: e.g. the implementation risks are quantified, while operational risks are not (these risks are quantified in the
business case).
The quantification of the risks is based on an assessment of the effect of the risk, the likelihood of occurrence of the risk
and the value of the relevant risk driver (see figure below).
Step 3: Conduct Value for Money and Public Sector Comparator for PPP Models;
The third step of the Value for Money & Public Sector Comparator Approach is to quantify the Value for Money and the
Public Sector Comparator for the Project. Both outputs are required under the PPP Act as part of the Feasibility Study.
The Value for Money is quantified by making use of business cases for the PPP Models. The business cases are drafted in
accordance with the drafted allocation of rights & responsibilities (step 1 of the Approach). In each business case, the total
value for the Public Authority is estimated on the basis of a Cash Flow analysis and Internal Rate of Return (IRR) assessment.
These results are considered as the non-risk adjusted outputs.
In order to correctly assess the Public Sector Comparator, risk-adjusted outputs need to be created for the PPP Models. This
is done by correcting the business case outputs with the quantified risks (under step 2 of the Approach). The retrieved
output provides a basis for selecting the preferred PPP Model.
In addition to the business cases for the PPP Models, a business case for the Public Model is drafted. The outputs of this
Public Model are compared to the outputs of the risk-adjusted PPP Models. In case the risk-adjusted PPP Models provide a
higher value than the Public Model, the PPP rational is proven.
Step 4: Draft Risk Mitigation Matrix for Optimal PPP Model.

The fourth step of the Value for Money & Public Sector Comparator Approach is to draft the risk mitigation matrix for the
Optimal PPP Model. The risk mitigation matrix uses the earlier drafted risk matrix as a basis. The risk mitigation additionally
lists the potential risk mitigation tools. The optimal risk mitigation tool is determined on the basis the effects for the public
and private parties.
Workshop Course Materials
The objective of the course is to provide participants with a thorough understanding of how port and terminal investments
are assessed from a PPP, financial, and financing point of view. In light of the project, the course material provides
participants with a contextual framework that facilitates the successful implementation of the identified PPP projects.
During the Port Finance Executive Training Programme relevant skills and techniques for analyses throughout the port
investment cycle are covered. The course provides participants with the knowledge required for using the most relevant
tools in in-depth port investment assessments. The course is structured along the modules strategy, valuation, transactions
and financing.
strategy Value & Business Strategy Value Creation & Protection valuation
Port Sector Reform Financial Modeling and Analysis
Port Policy Feasibility
Public Private Partnerships Project Structuring & Packaging
Institutional & Regulatory Change Business Case
Organizational Reform & Alignment Risk Valuation, Allocation, Mitigation
Financial Structuring Transaction Strategy

Project Finance Transaction Management
Due Diligence Documentation & Contracts
Procurement of Finance Tendering & negotiated Solutions
Investment / Divestment Financial Solutions
www.mtbs.nl
05 July 2011
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transactions
Participants are provided with a step-by-step approach to prepare the most suitable Public Private Partnership structure,
a Business Case, Concession Contract and a Financing Scheme.
The course will provide participants with an overview of a full-cycle port investment assessment. Steps in this assessment
are connected to the relevant stages of port investments: Strategy Formulation, Project Valuation, Transaction
Documents/Procedures and Investment Financing. The positions of the relevant stakeholders in port- and terminal
development are covered thoroughly, including Governments, Port Authorities, Terminal Operators, Shipping Lines, Equity
Investors and Banks.
See: http://portfinanceinternational.com/pppcourse2014#introduction
Long List of Landing Sites
The table below presents the long list of Ugandan Lake Victoria landing sites, as identified by the MoWT.
S/No Name of the District/Landing Population Fishing Boats Transport Boats District
Sites Served
A Bugiri (Eng. Ikaaba Fred: +256 772 45 10 41, ikaaba@yahoo.com)
1 Wakawaka 100,000 50 10 Bugiri
2 Maziriga 100,000 50 10 Bugiri
B Buikwe ()
3 Kiyindi Buikwe
4 Ssenyi
C Busia (Eng. Mangeni Evans +256 773 823092/703939969 ogolapajapian@gmail.com
4 Majanji Busia
5 Sigulu Island (4 LS)
6 Dolwe Island (2 LS)
7
D Buvuma (Eng. Mayega Jasper, +256 772 617326, mayega.jasper@yahoo.com
8 Lubya 3,000 400 09 Buvuma
9 Kirewe 2,100 320 07 Buvuma
10 Ziiru 1,900 210 06 Buvuma
11 Lyabaana 2,700 800 09 Buvuma
12 Kiwololo 1,000 70 04 Buvuma
13 Namiti 1,700 170 05 Buvuma
14 Nkata 500 170 05 Buvuma
E Jinja (Eng. Hinghondo Titus, +256 782 177058, htituswere@gmail.com
15 Masese Jinja
16 Wairaka Jinja
F Kalangala
17 Kisaba 400 120 08 Kalangala
18 Nakibanga 200 50 04 Kalangala
19 Lwanabatya 200 70 05 Kalangala
20 Lwabaswa 100 40 04 Kalangala
21 Damba 100 40 03 Kalangala
22 Ntuwa 400 70 05 Kalangala
23 Lujabwa 300 40 04 Kalangala
24 Nkose 300 40 04 Kalangala
25 Lugala 150 40 04 Kalangala
26 Kachungwa 300 50 04 Kalangala
27 Busindi 150 40 04 Kalangala
Sites Served
28 Mirindi 200 40 04 Kalangala
29 Gunga 200 40 04 Kalangala
30 Mawaala 200 30 03 Kalangala
31 Butulume 100 20 04 Kalangala
32 Kikwiiri 100 30 04 Kalangala
33 Kyeserwa 200 40 04 Kalangala
34 Buyange 200 30 04 Kalangala
35 Kiku-Nalukandudde 140 30 04 Kalangala
36 Nkese 200 30 04 Kalangala
37 Lwazi/Jaana 100 20 04 Kalangala
38 Namisoke 400 30 04 Kalangala
39 Lwazi/Bubeke 160 30 04 Kalangala
40 Kasenyi 100 20 02 Kalangala
41 Njoga 50 20 02 Kalangala
42 Kagolomolo/Bbanga 200 20 02 Kalangala
43 Mutambala 150 20 02 Kalangala
44 Senero 250 20 02 Kalangala
45 Luku/Nabisukiro 150 02 02 Kalangala
46 Kibanga 100 20 02 Kalangala
47 Buziga 100 20 02 Kalangala
48 Bungo 100 20 02 Kalangala
49 Kasekulo/Tubi 300 50 04 Kalangala
50 Kananansi 300 50 02 Kalangala
51 Kyagalanyi 400 50 05 Kalangala
52 Lwabaleega 300 50 01 Kalangala
53 Mabigo 100 20 01 Kalangala
54 Mabigo 100 10 01 Kalangala
55 Nakatiba 300 50 01 Kalangala
56 Kasamba 100 20 01 Kalangala
57 Kaazi 300 30 04 Kalangala
58 Buyiri 300 20 01 Kalangala
59 Mukalanga 100 30 04 Kalangala
60 Dajje 150 30 04 Kalangala
61 Kaagonya 200 50 05 Kalangala
62 Kisujju 200 50 05 Kalangala
63 Kivunza 200 50 05 Kalangala
64 Buyigi 200 50 05 Kalangala
65 Lwabaswa 200 50 05 Kalangala
66 Bwamba 200 50 05 Kalangala
67 Kitobo 600 50 05 Kalangala
Sites Served
68 Banda 60 10 01 Kalangala
69 Bossa 50 30 02 Kalangala
70 Kaagonya 70 10 01 Kalangala
71 Misonzi 240 30 03 Kalangala
72 Kaaya 80 20 03 Kalangala
73 Kachanga 400 30 05 Kalangala
74 Semawundo 100 10 02 Kalangala
75 Kammese 60 30 01 Kalangala
76 Luwungulu 60 20 01 Kalangala
77 Kaazi 100 10 01 Kalangala
78 Lulindi 60 10 01 Kalangala
79 Mukaka 60 10 01 Kalangala
80 Kusu 60 20 01 Kalangala
81 Lutoboka 300 10 05 Kalangala
82 Mwena 300 30 05 Kalangala
G Kampala
83 Ggaba Kampala
H Masaka
84 Kalokoso 3,500 20 02 Masaka
85 Kalokoso 3,500 20 02 Masaka
86 Malembo 1,500 30 Masaka
87 Bbaale 7,000 30 Masaka
88 Kisuku 1,200 90 10 Masaka
89 Kachanga 1,300 100 20 Masaka
90 Kaziru 750 60 08 Masaka
91 Kisuku 1,200 90 10 Masaka
92 Lambu 9,180 309 100 Masaka
93 Makonzi 600 25 05 Masaka
94 Mitemante 500 10 02 Masaka
95 Mitondo 570 48 02 Masaka
96 Namirembe 35,140 80 05 Masaka
I Mayuge
97 Bugoto Mayuge
98 Bwondha Mayuge
J Mpigi
99 Zzinga Mpigi
100 Kyanvubu Mpigi
K Mukono
101 Bule (Banga Bukule) Non residential 48 00 Mukono
102 Zingoola 1,200 100 03 Mukono
Sites Served
103 Kakyanga Mukono
104 Nsonga Mukono
105 Kachanga 530 60 02 Mukono
106 Kibanga 500 130 03 Mukono
107 Kijjuko 600 70 00 Mukono
108 Katosi 7,000 120 03 Mukono
109 Kikoko 250 50 00 Mukono
110 Bugula 500 63 00 Mukono
111 Bubanzi 300 160 00 Mukono
112 Kisitu 350 80 00 Mukono
113 Mugangu 400 90 03 Mukono
114 Nsonga 600 40 01 Mukono
115 Mbeya 300 60 02 Mukono
116 Ssumbwe 400 100 00 Mukono
117 Nangoma 500 150 02 Mukono
118 Kamwanyi 300 40 00 Mukono
119 Kiziru 800 180 03 Mukono
120 Buleebi 600 120 05 Mukono
121 Nkone 120 45 01 Mukono
122 Buwunga 400 60 02 Mukono
123 Mpenja 300 65 04 Mukono
124 Gobero -- 60 00 Mukono
125 Buzindere 900 240 07 Mukono
126 Para Sowe 400 80 04 Mukono
127 Mawotto Non residential 30 00 Mukono
128 Natwalantya-Mitti Non residential 45 03 Mukono
129 Kaazi-Batwala 400 45 01 Mukono
130 Kissu 600 60 02 Mukono
131 Kalyambuzi 1,200 150 02 Mukono
132 Maala 400 60 00 Mukono
133 Nyanama 400 60 01 Mukono
134 Nnambu 450 76 01 Mukono
135 Muwoma 400 60 02 Mukono
136 Kakeeka 300 50 00 Mukono
137 Kitosi 1,800 160 03 Mukono
138 Kawafu 300 40 0 Mukono
139 Namugambe 1,600 160 01 Mukono
140 Kimagaaba 600 50 01 Mukono
141 Lugumba 500 110 02 Mukono
142 Kakunyu 600 100 02 Mukono
Sites Served
143 Misenyi 800 92 01 Mukono
144 Lubembe 700 80 01 Mukono
145 Kisigaala 800 80 00 Mukono
146 Busiiro 800 80 01 Mukono
147 Kiimi 5,000 370 05 Mukono
148 Nsaazi 1,900 210 03 Mukono
149 Nkmbi mpya 400 56 00 Mukono
150 Mugga 500 62 01 Mukono
151 Bule Mukono
152 Zingoola Mukono
153 Kakyanga Mukono
L Namyingo
154 Lugala 35,000 120 28 Namayingo
155 Busiro 38,000 150 34 Namayingo
156 Lufudu 12,800 70 15 Namayingo
157 Bumeru 40,000 140 24 Namayingo
158 Maruba 37,000 140 33 Namayingo
159 Mpanga 12,800 70 25 Namayingo
160 Matiko 18,000 40 14 Namayingo
161 Misoli 12,500 40 14 Namayingo
162 Mayanja 26,000 40 14 Namayingo
163 Buyondo 30,000 50 14 Namayingo
164 Buraba 38,000 140 34 Namayingo
165 Bugoma 35,000 140 44 Namayingo
166 Maniga 48,000 140 44 Namayingo
167 Radanga 12,800 30 23 Namayingo
168 Bumalenge 40,000 20 24 Namayingo
169 Singila 37,000 30 14 Namayingo
170 Golofa 42,800 190 24 Namayingo
171 Kadenge 18,000 130 24 Namayingo
172 Mwango 12,500 80 14 Namayingo
173 Butanira 26,000 80 16 Namayingo
174 Biisa 30,000 70 18 Namayingo
175 Buduma 38,000 80 29 Namayingo
M Rakai
176 Kasensero Rakai
177 Kabanyaga Rakai
178 Kyabasimba Rakai
N Wakiso
179 Nakiwogo Over 1000 40 50 Wakiso
Sites Served
180 Kigungu Over 5000 400 30 Wakiso
181 Bussi 18,000 800 10 Wakiso
182 Entebbe(Bugonga) 1500 40 5 Wakiso
183 DEWE 8000 30 2 Wakiso
184 Gerenge 20,000 200 20 Wakiso
185 Bwerenga(Mukuuba) 15,000 80 5 Wakiso
186 Mabamba 4000 150 50 Wakiso
187 Bugiri(Kiwurwe) 3000 200 10 Wakiso
188 Busabala Over 20,000 80 30 Wakiso
189 Kasenyi 15,000 50 100 Wakiso
Minutes of Meeting Kickoff Meeting
to MTBS; WBG; MoWT
From Adriaan de Gruijter
concerning Minutes of Meeting – Kick-Off Meeting
project Uganda Lake Victoria Transport PPP Due Diligence Ref. 825937
date 15th of November 2016
World Bank Involvement

• World Bank team will visit Uganda from the 29th of November until the 4th of December
• World Bank is preparing an SEIA for the entire Lake + project-specific EIAs
• World Bank has a fund available for undertaking Lake Victoria projects in Uganda. With the current list of identified
projects, the World Bank has made 150m USD available; this may increase further if additional projects justify such an
increase.
Landing Sites
• A list of landing sites has been developed, through assessments of engineers from each of the mainland/island districts
• The list comprises nearly 200 landing sites of varying sizes and functions
• The list should be looked at critically to distill the key landing sites that should be included in further research
• MoWT will provide the Consultant with a finalized and structured list of the sites
Current Infra/Vessel Fleet

• MV Pamba and MV Kawaa used to serve the trade lanes between Port Bell, Kisumu, and Mwanza
• MV Pamba has been rehabilitated and travels from Port Bell to Mwanza and vice versa; MV Kawaa needs rehabilitation
Requirements (Within and Not Within Project Scope) discussed during Q&A
• New nautical charts (not within project scope > we can recommend undertaking such a survey)
• Key landing sites and routes should be addressed in the report (also island to island if relevant)
• Risk structuring should be addressed in the report > the project will not be viable if all risks are allocated to the
government > Inception report: overview of PPP structures
• Consultant should take into account that people with small boats may lose their jobs if a more organized system is put
into place.
• Climate change is an important factor (output: climate change from increased emissions; input: climate leads to
changing water levels, thus impacting potential landing sites/design vessels)
• To what extent will the surveys show how we can divert passenger transport from road/rail to lake transport ->
surveys/interviews will not only be carried out at the ports, but also at major road links, in order to assess what needs
to be put into place for people to switch from road to lake transport
• Even though water levels fluctuate, it is expected that water levels will not decrease excessively over the coming 50
years (large vessels such as MV Uhuru can still sail to Port Bell currently)
• A Lake Victoria Climate Change study is being carried out (World Bank) > is this the Strategic SEIA study or another
study?
• Are there examples of failed PPP projects due to inadequate contracts or regulatory frameworks? > Mombasa CT2
(Merchant Shipping Act), Dar es Salaam CT (contract), and RVR (contract)
• Uganda does not have many market players with the capacity to carry out the envisioned projects > MTBS will also
look at international parties
The Pearl in the Shell:
Unlocking Value in the
Maritime & Transport Industry
Maritime & Transport Business Solutions
address Wijnhaven 3-E

P.O. BOX 601
3000 AP Rotterdam
The Netherlands
telephone +31 (0)10 286 59 40
e-mail info@mtbs.nl
internet www.mtbs.nl
Copyright © 2016

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4 Specification of Project Focus Areas 30

Description of Lake Ports 35

Planned and Proposed Lake Victoria Transport Developments 41

Port Bell Master Plan Design 45

Jinja Master Plan Design 46

Interviews and Surveys 47

MTBS Value-For-Money Approach 49

Workshop Course Materials 51

Long List of Landing Sites 52

Minutes of Meeting Kickoff Meeting 58

1.2 Objectives of the Services

The ToR defines the following key deliverables:

1.4 Reading Guide

2.1 Project Region

Country Lake Surface Area Catchment Area Shoreline

Port Bell, Uganda

Kemondo Bay, Tanzania

The following key issues have been identified:

Lake Victoria Transport Developments

An initial assessment of the identified options is presented in the table below.

Table 2.1 Lake Transport Options Assessment - Cargo Transport

Transport System Required Investments Operational Efficiency

Subsequently, the options are further elaborated in Table 2.2.

Transport System Description Vessel Types

75.5m x 15m DWT 1650, GT 1588

Table 2.3 Lake Transport Options - Passenger Transport

Landing Site Requirements Example Case Examples of Suitable Vessel Types

Requirements: roro ramp Island ferry Sweden

Mainland - Island; Island - Mainland (Long Haul / Fast Ferries)

Requirements: jetty Croatia

Requirements: jetty Fast passenger ferry by Damen, Netherlands

Slow RoPax Vessels

Island – Island (Small Vessels)

Requirements: jetty Maldives, 20 passengers

Requirements: jetty Seychelles, high speed and large passenger capacity

Uganda – Meter Gauge

Uganda – Standard Gauge

The sections are also visualized in the figure below.

Figure 2.1 Uganda SGR Network

Kenya – Standard Gauge

Figure 2.2 Kenya SGR Network

Tanzania – Meter Gauge

Tanzania – Standard Gauge

Initial Impact Assessment

Figure 2.3 SGR Development Impact

3.1 Overall Approach

Task 1 – Due Diligence

Deliverables • ESCBA (4.25 Months)

Task 1.2 – Financial Due Diligence

Components • Elaboration on Cost Assumptions (CAPEX & OPEX)

Components • As-is Analysis of Legal/Institutional Framework

Task 2 – Market Sounding

Task 3 – Presentation of Findings

Task 4 – Implementation Plan

Category Description Obtained1

1 Obtained at the time of writing this report

Figure 4.1 Project Focus Area 1

Landing Site Phase 1 Phase 2 Phase 3 Phase 4

Landing Site Class Description Level of Detail Vessel Types

Figure 4.3 Project Focus Area 3