Surging transit cargo tests TZ’s infrastructure beyond port gates

DAR ES SALAAM: DAR ES SALAAM is becoming an increasingly important gateway for goods moving from Tanzania’s Indian Ocean coast to landlocked markets across East and Central Africa. As businesses seek faster, more predictable supply chains, the growth of transit cargo through the port is highlighting Tanzania’s expanding role in regional trade.

Transit cargo through Dar es Salaam Port rose by 17 per cent to 14.61 million tonnes during the 2025/26 financial year. The Democratic Republic of Congo (DRC), Zambia and Rwanda accounted for much of the traffic, reflecting growing demand from neighbouring economies and improvements across Tanzania’s transport network.

More cargo creates business for transporters, clearing and forwarding companies, warehouses, railway operators, fuel suppliers and other logistics providers. The DRC recorded the largest share, with transit volumes rising 30 per cent to 7.77 million tonnes, more than half of Dar es Salaam’s transit traffic. Zambia handled 3.41 million tonnes, while cargo destined for Rwanda increased 24 per cent to 2.18 million tonnes.

These figures also show why corridor performance matters. Mining companies, manufacturers, traders and importers consider transport costs, clearance times, road and railway reliability and the predictability of deliveries when choosing routes. Tanzania’s competitiveness therefore depends not only on what happens inside the port, but on the entire journey to the final destination.

Dar es Salaam Port itself has recorded substantial growth. Total cargo handled during 2025/26 reached 33.71 million tonnes, a 21.5 per cent increase from the previous year. Government figures show that cargo handled rose from 16.27 million tonnes in 2020/21 to 27.76 million tonnes in 2024/25.

At the same time, the average time container vessels spent at berth fell from about 10 days to three days. Investment in port equipment, infrastructure, technology and operating systems, including by concessionaire DP World, has accompanied these changes.

By April 2026, DP World had invested 123 million US dollars, including in cranes, cargo-handling systems, yard infrastructure and gates linking the port with Nelson Mandela Road. Eight new diesel-electric Rubber Tyred Gantry Cranes were commissioned in June, adding container-handling capacity.

Container traffic has reflected the changes. The terminal recorded four consecutive monthly throughput records, handling 44,001 containers in May, 45,856 in June, 46,582 in July and 48,793 in August. Before 2024, monthly volumes were between 8,000 and 13,000 containers.

Every tonne or container moving through Dar es Salaam generates demand for shipping agents, transport companies, customs clearing agents, warehouses, truck drivers, railway operators, fuel stations, insurers and other service providers. The port’s expanding capacity is also allowing it to handle diverse cargo.

Dar es Salaam has received larger vehicle carriers, including the 240-metre M/V RAMHAN, which discharged nearly 7,900 heavy-duty vehicles in just over 27 hours. The port is also handling increasing volumes of dry bulk, general cargo and roll-on/ roll-off traffic.

Additional dry-bulk equipment is expected to raise handling capacity for wheat, sulphur and fertiliser by 65 per cent. Faster movement can benefit producers and consumers by reducing the time goods spend waiting before reaching markets.

Once cargo leaves Dar es Salaam, its efficiency depends on railways, roads, dry ports and border facilities connecting Tanzania with inland markets.

Commercial freight operations on the Standard Gauge Railway between Dar es Salaam and Dodoma began in July 2025, while construction continues on sections intended to extend the network westwards. A planned freight terminal at Morogoro is also designed to connect rail cargo with road transport serving domestic and regional markets.

Kwala Dry Port is another important link. It already receives trains from Dar es Salaam and is designed to handle about 300,000 containers annually. Space has been allocated to neighbouring markets, including the DRC, Zambia and Rwanda.

For Zambia, the rehabilitation of the Tanzania-Zambia Railway Authority (TAZARA) is intended to restore the railway’s role in connecting Tanzania’s coast with Zambia and wider Southern African markets.

Road improvements are equally important. At Tunduma, the border approach is being expanded from one lane to four after recurring congestion involving trucks travelling between Tanzania, Zambia, the DRC and other Southern African markets.

Reducing border delays can directly lower business costs. A truck waiting for days represents money tied up in fuel, wages, maintenance and delayed cargo. Manufacturers may face production disruptions when raw materials arrive late, while higher transport costs can eventually affect consumer prices.

Administrative reforms are another part of the corridor equation. The planned Maritime Transport e-Regulatory System by the Tanzania Shipping Agencies Corporation (TASAC) is expected to enable maritime service providers to process licences, registrations and supporting documents electronically rather than relying mainly on paper procedures.

Digitalisation can reduce paperwork, improve access to information and shorten the time businesses spend completing regulatory requirements. When combined with better infrastructure, such systems can make the movement of cargo more predictable.

A recent movement of 5,000 tonnes of rice through Dar es Salaam for distribution to Burundi, the DRC and Rwanda by the United Nations World Food Programme illustrates the port’s regional reach.

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For Tanzania, the challenge is converting growing cargo volumes into sustained economic activity. More transit traffic can support logistics companies, create employment and increase demand for warehouses, vehicle services, fuel and financial services. It can also encourage manufacturing and distribution investment as businesses seek proximity to reliable regional supply routes.

However, rising transit volumes should not obscure the continuing competition among regional corridors. Although DRC- and Rwandabound cargo through Dar es Salaam increased, Zambiabound volumes did not follow the same pattern. This demonstrates that additional port capacity alone does not guarantee greater market share.

For importers and exporters, that reliability can influence inventory planning, delivery commitments and operating costs, making corridor efficiency an increasingly important part of regional trade decisions across East and Central Africa over the long term.

Cargo owners assess the entire corridor, including port efficiency, customs procedures, railway and road availability, border clearance, transport costs and delivery reliability. Every link must therefore function effectively if Tanzania is to maintain and expand its regional role.

The 14.61 million tonnes of transit cargo represent both economic activity and an ongoing infrastructure test. If port improvements are matched by efficient railways, roads, border posts and digital systems, Dar es Salaam can handle greater regional trade while connecting Tanzanian businesses with expanding markets across East and Central Africa.

Stronger logistics can support employment, investment, revenue and business growth while improving the movement of essential goods and industrial inputs.

Ultimately, Tanzania’s emerging role as a regional trade gateway will depend on how efficiently it connects sea transport with inland markets. The latest transit figures show that demand is already significant. The next challenge is ensuring that every stage of the corridor keeps pace with that demand, turning cargo growth into broader and sustained economic opportunity.

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