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populous Belgian districts of Ruanda and Urundi. It is reported that the Belgians have under consideration the construction of a railway from a point at the northern end of the Lake into this area. The Southern end of the Lake touches the British territory of Northern Rhodesia and it is rumoured that a mineral traffic is likely to develop from this region. In the main, however, it must be on the development of Tanganyika Territory itself that the surest prospects of the commercial success of the railway will rest. We are informed by the Colonial Office that, following on the reports of the East African Commission and of the East African Guaranteed Loan Committee, a comprehensive policy of feeder branches and roads has been adopted, although time will be needed to give effect to it.

9. North of the main line, between the Railway and Lake Victoria, there lies a large region containing a considerable native population. Through this region a branch railway will shortly be completed from Tabora to Mwanza on the Lake. A second branch is contemplated further eastward from Itigi on the main Line to Mkalama; and still a third branch from Dodoma to Kondoa Iringi. The whole of this region is a country of native cultivation where there are but few white planters. Nonetheless, it is steadily developing and the natives are migrating to settlements near the railways, a movement likely to lead to increased production for export. In the view of some of our witnesses, however, the natural flow of traffic on the TaboraMwanza line will certainly tend in part, not to Dar-es-Salaam, but to Lake Victoria and so on to the Kenya Railway and Mombasa. But the further growth of trade to and from this region by whatever route must mainly depend on the natural increase of the population, at present limited to two or three millions, and must therefore be of a gradual character.

10. South of the main line, in the south-western parts of the Tanganyika Territory, there are highlands suitable for European settlement. An important railway branch is projected from Dodoma on the Central Line through Iringa to Fife on the Northern Rhodesian border, and this should open up areas of upland. Certain districts in this region have lately been thrown open for European settlement and a road system is already in existence or in process of construction. It would appear, however, that a number of years must elapse before such a development as has already taken place in Kenya around Nairobi can be accomplished.

11. On the main line itself, not far from Dar-es-Salaam, we are informed that there is a productive district in which sisal is being planted.

12. It is, of course, possible that when the Kenya and Tanganyika systems of railways have been connected, as they must be sooner or later, and a through route has thus been provided from

* It is possible that a certain amount of traffic from Northern Rhodesia and Nyasaland will ultimately find its way to Dar-es-Salaam along this railway.

the interior of Tanganyika Territory to Mombasa, important traffic, notably of passengers and mails, may be diverted overland to Mombasa. So far as the transit of goods is concerned, it may, however, be taken as certain that on a railway, say from Dodoma to Voi, connecting the two main lines, there would be an economic watershed from which transport would be cheaper on the one hand to Mombasa and on the other hand to Dar-es-Salaam. In any case, the construction of such a railway is likely to be postponed for some time, since the country to be traversed is not fertile, and there are also, we understand, technical difficulties to be overcome. This is a matter which will no doubt be considered in regard to the development of transport in East Africa as a whole.

13. From the foregoing considerations, it would appear that there is likely to be a substantial growth in trade through Dares-Salaam from the Tanganyika Territory and Lake Tanganyika, but this growth will probably be of a gradual character and there may possibly be a temporary set back after the opening of the Lobito Bay Railway. It is not necessary at present to make any forecast regarding its ultimate development, but we note with interest the view of the Joint East African Board that "if Mombasa is to become the Bombay of East Africa, Dar-esSalaam will be more than its Karachi."

THE LOCAL CIRCUMSTANCES OF THE PORT OF

DAR-ES-SALAAM.

14. Along the coast of East Africa in this region there is a submerged coral shelf extending from the shore.* The approach to Dar-es-Salaam is by a natural channel about a mile long through this rocky shoal; the navigable width of the submerged entry to the channel, between the North and South Reefs, is at one point as little as 360 feet. Ocean-going vessels approach from the north, and turn west-south-west as they enter; a long ship may go very close to the South Reef as she swings round. There are shoal patches within, but these present no great difficulty since the fairway becomes broader. Where the channel cuts the actual coast line between East and West Ferry Points, it makes another bend and then spreads into the landlocked basin which constitutes the well-sheltered harbour. The effect of the two sharp bends, between the North and South Reefs and between East and West Ferry Points, has been to restrict the length of vessels using the port to 460 feet in the case of singlescrew vessels and 500 feet in the case of twin-screw vessels, and some owners may hesitate to allow vessels even of these lengths

to enter.

We learn that the Port Authorities have recently made some alterations in the marking of the channel and have also moved

See Map II, page 11.

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a wrecked floating dock into a more convenient position. The effect of these changes has been slightly to broaden the fairway at one or two critical points. The Port Authorities now consider the channel safe for vessels of somewhat over 500 feet.

15. At neap tides there is a rise and fall of 9 feet, and at present there is a depth of 21 feet in the channel at low water ordinary neap tides. A vessel entering must maintain a reasonable speed to give it steerage way round the North Reef at the entrance and also round West Ferry Point, but after rounding the latter point the way on the vessel must be abruptly checked since there is only half a mile of water in which to pull up. In order that vessels may maintain good steerage way while not passing too rapidly over the ground, the Port Authorities do not allow them to enter except while the tide is ebbing, and it is not, therefore, permissible to take advantage of the full rise of the tide. In practice the draft of vessels using the port is restricted to about 23 feet. But vessels rarely enter or leave Dar-es-Salaam loaded down to their marks; often they discharge part of their cargo at Mombasa and proceed to Dar-es-Salaam, and conversely they may frequently load part of their cargo at Beira and Dar-es-Salaam and finish loading at Mombasa.

16. The harbour basin is completely landlocked and sheltered from all winds. It has two patches of shoal in the centre and there are at present only three or four berths, the chief anchorage being between Ras Makabe and the Custom House. Ships moor with two bow anchors and swing with the tide. The evidence which we have received is to the effect that the ships must be well placed to allow of all the berths being used simultaneously. The holding ground is said to be good. Two creeks enter the harbour respectively from the south and west. The Western or Kurasini creek is insignificant, but there is deep water in the southern creek for some distance and this constitutes a valuable extension of harbour although at present rarely used. In what follows we shall distinguish between the "Harbour Basin " and the Southern Creek."

17. The town is on the north side of the Harbour Basin and curves round by the west as far as Kurasini Creek. It stands on a bluff some 40 to 60 feet high. The space between the foot of the bluff and the edge of the lighterage wharf is narrow and a very restricted area is therefore available on shore for the work of loading and unloading the lighters which convey cargo between ship and shore.

18. There are no deep-water wharves for the berthing of ships. The lighters belong to two British Lighterage Companies-the East African Lighterage Company and the African Wharfage Company-and these Companies also undertake the handling of goods ashore. We understand, however, that a Dutch Lighterage Company have recently started operations and that a German Company is in contemplation.

PORT IMPROVEMENTS AND THEIR COST.

19. It is clear that under present conditions Dar-es-Salaam is not a very convenient harbour for the larger type of vessel frequenting Mombasa. Obviously the entrance might be im-. proved by the removal of a portion of the North Reef and of the West Ferry Point respectively at the two sharp bends in the entrance channel. The harbour basin might be improved by the removal of the two shoals by dredging.

20. It has, however, been brought to our notice that Dar-esSalaam Harbour has never been completely surveyed from an engineering point of view, and that little is known as to the nature of the bottom or the structure of the ground which delimits the channel. In the absence of such a survey, it is not possible for the Consulting Engineers to give any but tentative estimates of the cost of improvement. We have already drawn the attention of the Secretary of State for the Colonies to the necessity for this survey, and we understand that arrangements are being made to carry it out forthwith.

21. In the opinion of the Consulting Engineers, the depth in the channel at low water of ordinary neap tides, which is at present 21 feet can be increased to 24 feet without very great expenditure. Pending the information to be derived from the survey, any estimate of cost must, however, be merely tentative; the Consulting Engineers think that the deepening of the channel, the reduction of the curves at the North Reef and West Ferry Points, and the dredging of the Harbour Basin might not cost more than between two or three hundred thousand pounds. If a greater depth than 24 feet at low water of ordinary neap tides were required, it seems likely that a much larger expenditure of money would have to be faced.

22. We are of opinion, however, that apart from such permanent works, the facilities offered by the port might be immediately increased by the provision of sufficiently powerful tugs, which could assist vessels round the bends of the Entrance Channel, and help them in bringing-to quickly and in anchoring or mooring. Thus vessels of greater length than at present might enter, and also vessels of greater draft, since the rise of the tide could be availed of more fully. There is no repairing slip at Dar-es-Salaam, and it would be necessary to send the tugs elsewhere, presumably to Mombasa, for periodical overhaul. For these reasons we think that even from the outset it would be advisable to provide two; there would no doubt be occasions. on which both acting together would be of great assistance. We are informed that tugs of suitable size would cost about £20,000 each, delivered at Dar-es-Salaam, and it would, in addition, be necessary to allow for an expenditure of, say, £3,000 to £4,000 a year for maintenance, depreciation and insurance for each tug. 23. It would also be possible at a very small cost to make available several more berths in the Southern Creek, probably with little or no dredging, but it would be necessary to moor the

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