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Consumer Protection Framework for Surface Transport Services in TanzaniaBy: Dr. R.W. Tenga

[SUMATRA CCC Workshop, Morogoro, June 6, 2008]

SUMATRA CONSUMER

CONSULTATIVE COUNCIL

Consumer

Protection

Framework for Surface

and Marine

Transport

Services in

Tanzania

THE CASEOF SUMATRACONSUMERCONSULTATIVECOUNCIL

Dr. R. Willy Tenga. (Chairperson,

National Consumer Advocacy Council

[NCAC]).

Seminar for SUMATRA CCC MEMBER’S CAPACITY BUILDING ON

TANZANIA CONSUMER PROTECTION MODEL



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HELD AT HILUX HOTEL, MOROGORO

5th & 6th JUNE, 2008

Consumer Protection Framework for

Surface and Marine Transport Services

in Tanzania: The Case of SUMATRA-CCC.

By R.W. Tenga

Chairperson, National Consumer Advocacy Council

1. INTRODUCTION

The Terms of reference given to me by the Chairman of SUMATRA-CCC

(Surface and Marine Transport Authority – Consumer Consultative Council)

for this presentation gave a list of five (5) items that are to be covered

here. These were written in Kiswahili and my, not so precise, translation

into English gave me the following terms:

i.The rights and responsibilities of consumers of surface

transport services under the jurisdiction of SUMATRA.

ii.The Responsibility of the SUMATRA CCC in formulation of the

Council’s vision and policies.

iii. The Council’s responsibility in strengthening the

competition framework in the market

iv. The Relevancy of the Council to Consumers of surface

transport services.

v.

The Council’s task in facilitating, promoting and



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strengthening surface transport consumer networks in the

civil society

For ease of presentation I divide these terms into two main topics, first,

an overview the rights and duties of consumers of surface transport

services; and, secondly, the statutory mandates of SUMATRA’s Consumer

Consultative Council. Obviously items (ii) to (v) above will be sub-topics

of the second part of this paper.

It is important here to note that transport services play the role of

a ‘lubricant’ to the economic and social space. When we talk of access to

the market or commercial activity in general the underlying assumption

is that mobility of goods and services would be facilitated through a

system of transportation. The human agents themselves have to be

mobile in order to attain both social and economic objectives. The law

makes a distinction of the various modes of transport and the most basic

one is that between surface and air transport. We do have therefore in

Tanzania two separate regulatory frameworks one for surface and marine

transport and that is SUMATRA, and the other for air transportation, that

is TCAA. The National Transport Policy, 2003 gives an outline of the

Transport Sector and the government’s role in it. The core functions of

overseeing the sector are with the Ministry of Infrastructure Development.

For purposes of brevity the focus here is on surface transport.

2. The Rights and Duties of Consumers of Surface Transport Services

Rights and Duties.

To comprehend properly the rights and duties of the consumers of

transport services it is imperative that we undertake a rights based

analysis of the sector. The socio-economic activity in the area has

generated certain perceived rights of the consumer and the legal



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framework is a fertile source of generating a fair overview of such rights

and their protections. The papers presented by Prof. Nditi, ‘Consumer

Concept, Rights and Obligations.’, and Songoro’s ‘The Concept of

Regulatory Framework (Dhana ya Udhibiti’ have both outlined the general

consumer rights and duties and now we need to focus on thematic areas

that are relevant to consumers of transport services. These themes

characterise the modus operandi for advocacy and consultation in

representing consumers. We have, as noted by the two presenters, 8

general consumer rights and 5 duties:

A. Consumer Rights:1. The Right to Satisfy Basic Needs2. The Right to Safety3. The Right to be Informed4. The Right to Choice5. The Right to be Heard6. The Right to Redress7. The Right to a Healthy Environment8. The Right to Consumer Education

● Incipient Rights:i. The Right to Boycottii.

The Right to Opportunity

B. Consumer Responsibilities:1. Critical Awareness2. Action3. Social Concern4. Environmental Concern/Sustainable Consumption5. Working Together/Collective Action

At any level one can easily see that the Transport consumer is no different

from other consumers. Each right and duty has specific impacts on the

transport consumer and Nditi’s and Songoro’s papers have outlined these.

The freedom of movement, for example, is guaranteed by Article 17

of the Constitution of the United Republic of Tanzania 1977. Loss of

liberty and freedom often means the inability to be freely mobile in both

motorized mode and non-motorized mode. In line with the consumers

right to basic needs it makes sense to identify mobility as a basic human

need that each consumer has the right to satisfy, and protection of



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which is guaranteed by the constitution. Without mobility many rights

and freedoms may be rendered useless, e.g. right of association, right to

education, health and work, etc. are all dependent on mobility.

Similarly, the Right to Safety is a core right here where consumers are

faced with unsafe means of transportation. Without safety guarantees

roads can easily turn into ‘killing fields’. Tanzania has in the past faced

serious fatalities on the roads due to night travel by passenger buses

and government had to ban long distance passenger night travel to save

transport users from the carnage. We can go through the list of consumer

rights and see that each is of relevance to this sector’s consumer.

On the question of duties it is the passenger, the transport consumer, who

is the recipient of unsafe service, abusive business conduct, overloading,

hiked fares, etc.; and activism and awareness on his part could be a key

to higher standards in the sector.

To have a complete perception of the overview for defence of consumer

rights in the transport sector it is important to understand the present

day consumer protection framework. This has largely been done by

the person responsible for designing and executing this framework, Mr.

Godfrey Mkocha, the Director General of the Fair Competition Commission

(FCC) in his paper this morning on the ‘FAIR COMPETITION MODEL (DHANA

YA USHINDANI KATIKA UCHUMI WA SOKO)’. What I want to have the

Members of the Council consider is the consumer protection perspective

in that framework. We may style the current model as a co – regulation

compliance framework. How does it work?

This compliance framework involves the creation of a statutory

framework on the basis of which all market players “Self-regulate”

themselves. The Consumers, Suppliers of the Means of Transport, and

Government are the key players in this framework. Regulators provide

the medium for setting transport service standards and codes with the

participation of Transporters and Consumer representatives. Once the

standards and codes are agreed upon suppliers and their organisations are



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expected to enforce them. The Regulators have the power to intervene,

but only in cases where enforcement is ineffective. The participatory

approach to this kind of compliance framework has the advantage of

allowing all parties to be involved in the design of standards and codes. It

allows self-regulation but has a safety net of regulator intervention.

Critical to this framework is consumer participation. And adequate

Consumer participation is ineffective where Consumers are not aware of

their rights and responsibilities. This brings to the fore the central issue

of consumer education and the role of the SUMATRA CCC to enhance this

knowledge for the growth of a confident and pro-active consumer. The

assumption of the framework is that the key players (Suppliers of the

means of transportation, Government and Consumers of transport

services) may actually co-regulate the industry. In the pre – 2001

scenario more often than not one would hardly find a Consumer

Consultation process in regulatory frameworks or legislative enforcement.

For example, the 1986 National Road Safety Council Regulation (GN. No.

392/1986) is set under Part VII of the Road Traffic Act, Cap 168 (SS. 96 –

99) but both in its functions and composition it does not refer specifically

to transport consumers’ participation. The Council members are

individual appointees of the responsible minister. A similar view may be

noted in the licensing function, under the Transport Licensing Act, 1973.

It is therefore an appropriate and laudable innovation that the SUMATRA

Act in 2001 makes provision for systematic consumer representation.

Yet having considered the basic rights and duties; and the existing

consumer protection framework there is need to identify, as stated

earlier, the guiding strategic themes that inform the representation,

consultation and advocacy function of the SUMATRA CCC.

What are the Central Concerns of Transport Consumers?

Just last month the World Bank published a report which reviews its

work in the transport sector and details its strategy for years 2008 –



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2012. The Report is entitled “Safe, Clean, and Affordable – Transport for

Development” (WB. May, 2008). The virtue of this report is that it merges

its strategic objectives to the Millennium development goals (MDGs). It is

also a reflection of ongoing work in collaboration with stakeholders such

as TANROADS and SUMATRA that has produced a fair amount of research

on the transport sector in Tanzania. The three words ‘safe, clean,

affordable’ are not only a starting point for regulation of competition

and support of businesses, they also encapsulate the running themes that

inform the strategies and concerns of consumers in the transport sector.

A. Safe Transport!

First, the safety of transport users, transport workers and society at

large is Primary both to the Consumer and government. In terms of

health alone 40% to 60% of people living in developing countries live more

than 8 Kilometres from healthcare facilities. In terms of fatalities road

accidents kill worldwide almost 1.2 Million people annually and injure

50 million – more than hall are pedestrians and cyclists. Thus transport

mishaps affect the majority poor disproportionately. In Tanzania studies

from the College of Engineering and Technology [COET], University of

Dar es Salaam, from way back in 1999, to those sponsored by SUMATRA

on road safety indicate a similar pattern. The World Bank for the next

4 years, the report shows would give ‘special emphasis to road safety’.

The SUMATRA CCC better take heed as the present tenure of the Council

would run alongside this strategic period for the Bank, which, more often

than not, sets the ‘development vision’ for the donor community including

the all powerful G8.

B. Clean Transport!

The Second issue of concern is Clean Transport which would enhance

positive environmental protection in line with MDGs concerns on air

quality. The Report notes that 90% of Urban air pollution is generated by

Motor Vehicles and kills 800,000 people would wide yearly. The focus here



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is how to eliminate high pollution from vehicular traffic. Transport also

produces about 15% of global green-gas emission. The strategy would aim

at promoting “changes in travel behaviour, logistics decision, technology

choices, and transport modes’ Development funding would be made

available for projects that take account of such matters.

It is imperative that we as Consumer. Should say environment protection

is a banner we carry high and in our consultative advocacy support

environmentally “Clean” regulatory frameworks.

C. Affordable Transport!

The Third central objective is that of Affordable Transport. The World

bank declares efficient and affordable personal mobility is essential, in

both urban and rural areas, to make cities work better and to diversify

rural economies “ (P.2). It is noted that a majority of the world’s poor

live in low income countries and lack access to all weather roads. Now

where people lack mobility they become isolated and inclusion in national

social or economic life becomes a mere dream. It is imperative that

advocacy for consumer rights should rally to make transport affordable to

enhance mobility and inclusion. The World bank concentrate in assisting

the private Sector and businesses in this regard but the consumers, which

as they see this market initiative advantageous, they should be wary of

the excesses of private supply of transport services. The ‘dala –dala’

phenomenon has shown its dark sick of private enterprises. Reports are

replete of excessive Consumer abuse. SUMATRA CCC is to be commended

for its consultation initiative of Dala Dala operators and its published

report on the matter. It is imperative that as “affordability” is a term

used by the Bank to encourage transport business, the concern of the

consumer lobby should focus on to be to enhancement of participation

and access to processes that create affordable transportation.



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Traffic Safety: The Case of Tanzania

For purposes of reflection on the advocacy role of SUMATRA CCC let

us consider the issue of safe transport, particularly Road Traffic safetyin Tanzania, in more detail just to show certain complexities that are

peculiar to this sector. As stated earlier some two major studies have

been made recently in relation to traffic safety. What they show is a

complex of institutional relations that may diffuse focus on the safety

issue. And a World Bank study entitled ‘The Transport Sector in Tanzania

– A snapshot” by Cordula Thum, of May, 2004 notes the following:

“In common with other developing countries, road safety is a

serious problem in Tanzania. From 1998 to 2002, the number of

road motor vehicle accidents reported in Tanzania grew by 52

percent, according to official statistics. Accidents per 10,000

vehicles registered increased from 342 to 368 over a period

of 1998 to 2002 with a fatality rate increasing from 5 to 6 per

100,000 inhabitants. The results of a study in 1998 show that

most vulnerable road users such as pedestrians and non-motorized

vehicle riders (bicyclists) are involved in over half of all road

fatalities. In detail, pedestrians account for the largest fatalityclass (41 percent). Followed by passengers (37 percent) and

bicyclists (14 percent). A practical assumption in this context

is that whilst not all pedestrians are poor, the poor will be

pedestrians”

For the two years that is 1998 and 2002 recorded accidents totalled

12,234 and 18,550, respectively. This continuous escalation of the

accident rate has been increasing yearly and safety studies by both

TANROADS and SUMATRA show this.

The Victoria Institute of Transport in Australia publishes an Online

Encyclopaedia on Transport and in it a general, and most useful, model

of traffic safety framework is presented. I have taken my que from that

model and applied it to the Tanzania situation. The result is a tentative

diagrammatic detail sketched with regard to the safety framework and its

appendixed hereby as Appendix A and Appendix B.

According to the model a Traffic Safety Framework may have two



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components: Engineering Factor and Behavioural Factor. The Engineering

factor has two components: Safer Vehicles; and, Safer Roads. The

Behaviour factor has 3 elements: Mobility Management; More Cautious

Driving; and, Occupant Safety. Each element has several sub- elements to

consider. But clearly the law regulates more the Behaviour factor since

here, as in most developing countries, the suppliers of transport services

are rarely original manufacturers, and infrastructure, i.e. roads, are

supplied by the Government.

Considering each element separately and the studies that presently show the

status of traffic safety several issues loom large.

i. A brief overview of legislative schemes dealing with mobility

management show not less than 8 pieces of legislation.

(i) Highways Act, Cap. 167,

(ii) Town & Country Planning Laws,

(iii) Environmental Protection Acts,

(iv) The Road Traffic Act,

a. Local Government Acts;

(vi) SUMATRA Act,

(vii) Transport licensing Act,

(viii) Motor Vehicle Insurance Act, etc)

Each statutory scheme has a Specific institutional role to play and

probably is under different ministerial jurisdiction. Here mention

must be made to other correlative regulatory frameworks such as

EWURA which regulates energy and fuel, which in turn has serious

impacts on affordability of transportation. The case of Dala Dala

owners strike in Morogoro given as an example by the Regional

Commissioner of Morogoro, who was the guest of honour at the

opening ceremony to this Seminar, is a telling example of this

challenge. The SUMATRA CCC must network through the Maze to

achieve certain general ends, and focus plus understanding of the



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different roles is important.

b. Similarly on the element of ‘More Cautious Driving’ we have about

6 statutory schemes (The Road Traffic Act; local Government Act,Institute of Transport Act; Cap. 163 Driving Schools Licensing Act;

SUMATRA Act; Transport licensing Act.). The institutions created

there must work in liason with consumer representatives, especially

this Council.

c. For the ‘Occupant Safety’ component we could repeat Traffic Act,

Licensing Act, etc. including the Ministry of Health. The World

Health Organisation (WHO) has taken transport to be a serious

challenge in the realisation of MDGs for most developing countries.

A safety section in the Ministry of Health deals directly with WHO

on this issues. Please visit WHO’s Website.

d. The networking of the SUMATRA CCC must therefore extent to

several institutions:

i. The National Road Safety Council.

ii. The Road Safety Section (TANROADS)

iii. The COET (College of Engineering and Technology of UDSM)

Transport Engineering Section.

iv. SUMATRA

v. Ministry of Lands (Planning) etc.

Learning from the Traffic safety component alone it is easy to see what

advocacy and consultative roles SUMATRA’s CCC must play. There are

many recommendations on what has to be done and reports have been

filed with respective authorities. But without the active push and

advocacy of consumers and their representatives these will just gather

dust in the drawers, maybe not intentionally but through lack of will. The

voters in the market are the consumers they must provide the will which

is lacking.

3. The Statutory mandates of SUMATRA’s CCC (herein the Council)



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The Council is established under Section 29 of the Surface and Marine

Transportation Regulatory Authority (SUMATRA) Cap. 413. The

Composition and function of the Council follows closely similar mandates

given to the National Consumer Advocacy Council (NCAC) established

under Section 92 of the Fair Competition Act, 2003, and those for EWRA

CCC, TCAA CCC, and TCRACC.

The composition of the Council is made up of 7 members all appointed by

the minister for Infrastructure Development.

The Functions and powers of the Council are enumerated under Section

304 of the SUMATRA Act and they include:

(a). To represent the interests of consumers by making

submissions to, providing views and information to

and consulting with the Authority, Minister and sector

Ministers;

(b). To receive and disseminate information and views on

matters of interest to consumers of regulated goods

and services;

(c). To establish regional and sector consumer committeesand consult with them;

(d). To consult with industry, government and other

consumer groups on matters of interests to consumers

of regulated goods and services;

(e). To establish local and sector consumer committees

and consult with them.

The council is supported by a Secretariat and it is allowed to regulate

its own procedure in the performance of its business. The Chairman, in

Consultation with the other Members, establishes the Meeting almanac

and places of meeting. The quorum for the Council to do business is 5

members.

Under Section 31 the Council’s Sources of funds are enumerated it has

reporting requirements that must be submitted to SUMATRA.

To recap the concerns enumerated in the terms of reference all I can

relate is my own experience in the National Consumer Advocacy Council,



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if this would be of any help to add to your deliberations:

The Case of NCAC

The NCAC is established under Section 92 of the Fair Competition Act. It

is styled as an Advocacy Council, but an analysis of the Functions of the

Council tends to be highly advisory rather than those of Advocacy.

The Minister is empowered under Section 92(2) to appoint between 5 and

10 persons who shall be Members of the Council. The Minister has already

done so in September/October 2005. Its Chairman is appointed by the

Minister, and the Deputy Chairman by the Members amongst themselves.

The current term of the Council shall expire in July 2008, i.e next month.

The Actual Composition of the present membership of the NCAC,

constituted by six members, is as follows:

Dr. R.W. Tenga

Mr. Method A. Kashonda

Ms. Rosemary H. Kitilya

Ms. Hawa Ng'humbi

Ms. Shainul Bhanji

Dr. Bernadette K. Ndabikunze

Functions and powers of the Council. [Section 93]

Represent the interests of consumers by making submissions

to, providing views and information to and consulting with the

Commission, regulatory authorities and government ministries;

Receive and disseminate information and views on matters of

interest to consumers;

Establish regional and sector consumer committees and consult

with them;

Consult with industry, government and other consumer groups

on matters of interest to consumers.

The Commission is mandated by statute to provide for Secretarial



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Functions to the Council in its first three years of existence and after that

the Council is required to maintain its own Secretariat. In pursuance of

this mandate the FCC's Directorate of Consumer Affairs has been assignedto provide secretarial and logistical support to the council. Yet due to

the late initiation of the organizational support, only made it possible

to start implementation of our mandate in April, 2007. It means we

have actually been active for a year only. But so far there has been a

fair and satisfactory progress towards fulfilling our mandate under the

custodianship of the FCC’s directorate for consumer affairs. During

the year the NCAC has managed to start Zonal Consumer Committees

initiatives through the Consumer Awareness Seminars hosted by FCC

in Mwanza, Dodoma, Arusha, and Mbeya next week. The point is to

invite the Civil Society in the Zonal Centre and relate them to Consumer

Advocacy. For NCAC, the rallying point of enthusiasm has been the work

of the Counterfeits Unit of FCC. This has proven to be a very useful

starting point for encouraging NGOs to think of organising themselves

into a Zonal Consumer Councils. Logistics of achieving this and the

funding support is still unclear but the spirit is there and the willingness is

astonishing.

The NCAC in following its mandate worked out an Annual Work Plan with

the Working Mandate “To be the Consumer Advocacy and Advisory Organ,

so as to safeguard their Interests”. The desired outcome of the Work Plan

is to create a ‘An informed and Pro-Active Consumer’. Truly, amongst our

priorities for this ending year is ‘Public Awareness and Education’ whose

major activity is to formulate public awareness/education strategy on

consumer rights and obligations. In this regard four sub-activities were

identified:

To develop terms of reference for consultancy work on strategy

formulation

To Publicise the mandate and functions, objectives and



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activities of NCAC to the public and institutional stakeholders.

In this NCAC shall disseminate Brochures, Leaflets and issue a

Newsletter to the Public.

To construct a NCAC WebSite.

To participate in the forthcoming Saba-Saba International

Trade Fair (2008)

In tandem with the above activities NCAC intended to carry

out a Consumer affairs Stakeholders Survey in order to have a

working profile and in addition participate in the FCC’s process

of designing a clear complaints handling procedure. The

SUMATRA CCC is lucky in this regard as SUMATRA has already a

Complaints Procedure in Draft and may be viewed in SUMATRA’s

Website.

The Annual Plan has been our basis for proposing a Budget. As our

facilitator told us at our retreat last year ‘a budget is nothing else that

putting money into a Plan’. So the lesson is – Plan first and Budget later.

This way the Council has the basis of raising funds and defending its

Budget. We were told though that a Strategic Plan running over several

years is the best option as it gives guidance to the Council over several

years rather than the year to year planning.

This effort was complementary to the efforts already carried out by

the Sectoral Consumer Councils, especially TCRA-CCC, EWURA-CCC and

SUMATRA-CCC. On the basis of this the Consumer Councils have drafted

a Memorandum of Understanding for Inter Consumer Councils Networking

which was passed recently by the Joint Council’s Chairpersons to provide

a framework for working together. . One of the main joint activities

is ‘Consumer Education and Enlightening programmes’. We therefore

believe that a firm and workable framework is already in place on the

basis of which a proper strategy for consumer education can be pursued.



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The Challenge to SUMATRA CCC

Clealy there is no magic formula to the way that SUMATRA CCC may

work out its mandates. It seems that a Planning Cycle is important since

the Council would debate on what it must do and set out its priorities

based on its mission and vision. One would say that the themes of ‘Safe,

Affordable and Clean’ transport could be organising themes for tackling

consumer rights and duties. In doing so the Council should seriously

strategise on how to carry ought public education on its mandate and

prepare a basis for its advocacy. Certain laudable steps have been seen,

for example, consideration of the Dala Dala issue in Dar Es Salaam.

Participation in the formulation of Bus Fare maximum limits by SUMATRA,

and so on. The Council still has a Website within SUMATRA’s website,

a thought of migrating to an independent domain would augur well the

statutory autonomy of the Council.

As anyone can see the Council has competent people of learning

and experience, it is my view that it would be an effective organ for

mobilising and representing surface and marine transport consumers in

Tanzania.

Thank you for your Attention.

……………………………………XXXXX………………………………….



TRAFFIC SAFETY

1. ENGINEERING

1.1. SAFER VEHICLES

1.1.1. IMPROVED VEHICLE DESIGN

1.1.2.

PUBLIC CARRIER'SVEHICLE STANDARDS

[STANDARDS ACT -TBS - SUMATRATECHNICAL SAFETYREGULATIONS]

1.1.3.

FUELLING MOTORIZED

TRANSPORT

1.2.

SAFER ROADS[CAP.167 THEHIGHWAYS ACT ]

1.2.1.

IMPROVED ROADDESIGN

1.2.2. CLASSIFICATION OF ROADS

1.2.3.

TANZANIA NATIONALROADS AGENCY -TANROADS: TRUNK

ROADS

1.2.4.

2. BEHAVIOUR

2.1.

MOBILITYMANAGEMENT

2.1.1. LAND USE

2.1.2. REDUCE TRAFFIC SPEED

2.1.3. MODE SHIFT

2.1.4.

2.1.5. INSURANCE SCHEMES

2.1.6.

2.1.6.1.

2.1.6.1.1

2.1.6.1.2

2.1.6.1.3

2.1.6.1.4

2.1.6.1.5

2.1.6.2.

2.1.6.3.

2.2.

MORE CAUTIOUSDRIVING

2.2.1.

OBSERVE TRAFFIC RULES

[THE ROAD TRAFFICACT CAP. 168 ]

2.2.2. BETTER TRAINING

2.2.3. NOT DISTRACTED

2.3. OCCUPANT SAFETY

2.3.1.

USE SEAT BELTS &

HELMETS

2.3.2.

AFFIC SAFETY.mmap - 6/4/2008 - Dr. R.W. Tenga

APPENDIX "A"



TRAFFIC SAFETY

1. ENGINEERING

1.1. SAFER VEHICLES

1.1.1. IMPROVED VEHICLE DESIGN

1.1.1.1.

IMPROVED VEHICLECONTROL

1.1.1.1.1

IMPROVED

MAINTENANCE

1.1.1.1.2 ANTI-LOCK BRAKES

1.1.1.1.3 REFLECTIVE TAGS

1.1.2.

PUBLIC CARRIER'S

VEHICLE STANDARDS[STANDARDS ACT -TBS - SUMATRATECHNICAL SAFETY

REGULATIONS]

1.1.3.

FUELLING MOTORIZEDTRANSPORT

1.1.3.1. HYDROCARBONS FUEL

1.1.3.2. ALTERNATIVE ENERGY

1.1.3.3. EWURA

1.2.

SAFER ROADS

[CAP.167 THEHIGHWAYS ACT ]

1.2.1.

IMPROVED ROADDESIGN

1.2.1.1. CRASH PROTECTION

1.2.2. CLASSIFICATION OF ROADS

1.2.2.1. TRUNK ROADS

1.2.2.2. REGIONAL ROADS

1.2.2.3. DISTRICT ROADS

1.2.2.4. FEEDER ROADS

1.2.2.5. URBAN ROADS

1.2.3.

TANZANIA NATIONALROADS AGENCY -TANROADS: TRUNK ROADS

1.2.3.1. ROADS FUND

1.2.4.

2. BEHAVIOUR

2.1.

MOBILITY

MANAGEMENT

2.1.1. LAND USE

2.1.1.1.

2.1.1.2.

2.1.1.3.

2.1.2. REDUCE TRAFFIC SPEED

2.1.2.1.

2.1.2.2.

2.1.3. MODE SHIFT

2.1.3.1. PUBLIC TRANSPORT

2.1.3.2. PRIVATE CARS

2.1.3.3.

NON MOTORISED

TRANSPORT

2.1.4.

2.1.4.1.

2.1.4.2.

2.1.4.2.1

2.1.4.3.

2.1.4.4.

2.1.4.4.1

2.1.4.4.2

2.1.5. INSURANCE SCHEMES

2.1.5.1.

CAP. 169 MOTOR VEHICLES INSURANCEACT

2.1.5.1.1

THIRD PARTY INSURANCECOVERAGE [SS. 4, 5, &16 CAP 169]

2.1.6.

2.1.6.1.

2.1.6.1.1

2.1.6.1.2

2.1.6.1.3

2.1.6.1.4

2.1.6.1.5

2.1.6.2.

2.1.6.3.

2.2.

MORE CAUTIOUS

DRIVING

2.2.1.

OBSERVE TRAFFIC RULES

[THE ROAD TRAFFICACT CAP. 168 ]

2.2.1.1.

2.2.1.1.1

2.2.1.1.2 DRIVER/CREW LICENSING

2.2.1.1.3 VEHICLE INSPECTIONS

2.2.1.2. SOBRIETY

2.2.1.3.

IMPROVED TRAFFIC LAWENFORCEMENT

2.2.1.4.

2.2.2. BETTER TRAINING

2.2.2.1.

2.2.2.2.

2.2.2.3.

2.2.3. NOT DISTRACTED

2.2.3.1.

DRIVERS AVOIDING USEOF MOBILE PHONES OR OTHER ELECTRONICEQUIPMENTS

2.3. OCCUPANT SAFETY

2.3.1.

USE SEAT BELTS &HELMETS

2.3.2.

2.3.2.1.

APPENDIX "B"

Tenga, R.W. 'Consumer Protection Framework for Surface & Marine Transport in Tanzania - SUMATRA'...

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