01 — OverviewExecutive Summary
Dar es Salaam is Tanzania's commercial capital, generating an estimated 17–20% of national GDP while hosting less than a tenth of the country's population. This concentration of economic activity produces one of Africa's most severe urban congestion problems: workers lose an estimated 2.5–5 hours daily in traffic, and the city forfeits roughly TZS 4–7.2 billion in productivity every single day. Boda boda (commercial motorcycle taxis) have emerged as the city's most effective informal response to this bottleneck.
This report is not a study of the boda boda business as a standalone industry. It is an assessment of boda boda as a growth-accelerating infrastructure layer — the mechanism through which Dar es Salaam compresses travel time, keeps labour and goods moving despite chronic congestion, and sustains the velocity of money that a commercial hub depends on.
Boda boda operations in Dar es Salaam directly facilitate an estimated TZS 0.7–1.4 billion in fare-based money circulation every day (roughly TZS 250–510 billion annually) — a figure that excludes the larger, harder-to-price value of time saved, jobs sustained, and commerce enabled across the wider economy.
— Headline finding, TICGL/TERI Research Report
- Employment absorption: approximately 35,000 registered commercial motorcycles operate in Dar es Salaam (unregistered units likely push the real fleet higher), absorbing a workforce drawn mainly from the city's 20.5% youth unemployment pool — well above the national average of 12.7%.
- Household-level circulation: riders' earnings — averaging roughly TZS 450,000 net per month — fund school fees, savings, side businesses and housing, recirculating income through the local economy far beyond the transport sector itself.
- Ecosystem effects: boda boda activity sustains a surrounding cluster of spare-parts dealers, garages, fuel stations, car washes, food vendors, and digitally-integrated ride-hailing and delivery platforms — one platform alone cited as contributing over TZS 1 billion in statutory payments.
- Congestion offset: by compressing travel time through jams that stall cars and daladalas, boda boda functions as a partial offset against the TZS 4–7.2 billion/day congestion cost, and extends the city's habitable and commercially viable footprint into peri-urban areas such as Goba and Chanika.
- Measurement gap: Tanzania lacks a dedicated GDP satellite account for two-wheeled informal transport, so boda boda's precise contribution to national output cannot yet be measured directly — but the weight of employment, multiplier, and congestion-mitigation evidence points to it functioning as critical enabling infrastructure for the speed at which Dar es Salaam's economy moves.
Read this alongside TICGL's flagship Dira 2050 policy-gaps analysis
Boda boda's role in offsetting Dar es Salaam's congestion cost is one concrete illustration of the informal-sector responses filling gaps that formal infrastructure and institutions have not yet closed — precisely the kind of financing, productivity, and institutional gap standing between Tanzania and Dira 2050's US$1 trillion, US$7,000-per-capita ambition. TICGL/TERI recommends reading the two pieces together, especially given the current state of Tanzania's economy.
Read: What's Next for Tanzania's Economy? The Policy Gaps Keeping $1 Trillion Out of Reach by 2050 →02 — Key NumbersKey Numbers at a Glance
Sources: TICGL/TERI (2026); TRA; LATRA multi-region rider-income survey; NBS labour force data; Government of Tanzania wage order (2021).
03 — Section 1Context: Why Speed of Movement Matters for Dar es Salaam's Economy
1.1 A National Economy Concentrated in One City
Tanzania's GDP is projected to reach approximately USD 95.35 billion in 2026, growing at around 6.3%, with urban areas — home to roughly 39% of the country's 73.6 million people — already contributing 55–60% of national output. Dar es Salaam alone is estimated to generate 17–20% of Tanzania's GDP, making it by far the single largest concentration of economic activity, tax revenue, and money circulation in the country.
This concentration is precisely why the speed at which people, goods, and services move within the city matters disproportionately to national economic performance. A delay that costs a worker an hour in Dodoma is a local inconvenience; the same delay repeated across hundreds of thousands of commuters in Dar es Salaam is a measurable drag on the engine room of the national economy.
Dar es Salaam's Outsized Economic Footprint
1.2 The Congestion Constraint
Multiple studies between 2016 and 2025 estimate that Dar es Salaam commuters lose between 2.5 and 5 hours daily in traffic. Translated into productivity terms, this congestion is estimated to cost the city economy TZS 4–7.2 billion per day — figures that, depending on assumptions about affected workers and hourly value of time, aggregate to roughly TZS 1–2 trillion or more annually.
This is the core problem that boda boda mobility addresses: in a city where formal road and mass-transit infrastructure has not kept pace with population growth and vehicle density, a fast, flexible, low-cost mode of transport is not a convenience — it is a partial offset against a very large, ongoing economic loss.
Dar es Salaam's Daily Congestion Cost Range
04 — Section 2How Boda Boda Accelerates the Speed of Economic Growth
Boda boda contributes to the speed — not merely the size — of Dar es Salaam's economic activity through five interlocking mechanisms. Each acts on how quickly a worker reaches a job site, a trader restocks, a patient reaches a clinic, or a family moves into a new area, rather than on GDP size directly. This is the sense in which boda boda should be understood as growth-accelerating infrastructure.
Compressing Effective Travel Time
Navigating congestion that stalls cars and daladalas, boda boda is frequently the fastest available option for short-to-medium trips, shortening the time between demand and transaction.
Absorbing Idle Labour
Converting a large pool of underemployed youth into active income earners, most within weeks of entry into the sector.
Recirculating Income at High Velocity
Rider earnings are spent locally and quickly — on fuel, food, school fees, and household needs — rather than saved or exported from the local economy.
Enabling Last-Mile Commerce
Moving goods, produce, and building materials into areas formal logistics does not reach efficiently.
Extending the City's Economic Footprint
Making peri-urban and previously inaccessible areas commercially viable and inhabitable, expanding the tax base and consumer market over time.
Velocity, Not Just Volume
Together these mechanisms raise the speed at which Dar es Salaam's existing economic activity gets transacted — the defining feature of boda boda as enabling infrastructure.
05 — Section 3Employment and Livelihoods: Direct Labour Absorption
Nationally, an estimated 590,000 commercial motorcycles are registered, with broader estimates suggesting 1.1–1.3 million young people are engaged across the wider boda boda business (riders, mechanics, spare-parts dealers, and related trades). In Dar es Salaam specifically, approximately 35,000 motorcycles operate under older TRA data — a figure almost certainly understated today given fleet growth and unregistered units.
This absorption capacity matters most in Dar es Salaam because youth unemployment in the city (approximately 20.5%) runs well above the national average (approximately 12.7%). Boda boda draws primarily on young men aged 18–33 with secondary-level education or less — precisely the demographic formal urban labour markets have struggled to absorb at the pace of population growth.
| Indicator | Value | Source Basis |
|---|---|---|
| Registered commercial motorcycles — Dar es Salaam | ~35,000 | TRA data (dated; likely understated) |
| Registered commercial motorcycles — nationwide | ~590,000 | National transport data |
| Youth engaged in wider boda boda business (national) | 1.1–1.3 million | ~2022 estimates |
| Youth unemployment — Dar es Salaam | ~20.5% | Labour force data |
| Youth unemployment — national | ~12.7% | Labour force data |
| Average net monthly rider earnings | ~TZS 450,000 | LATRA multi-region study |
| 2021 statutory minimum wage (comparator) | TZS 378,500 | Government wage order |
Registered Motorcycles: Dar es Salaam vs. Nationwide
Youth Unemployment: DSM vs. National
3.1 Household-Level Impact
Survey data collected by LATRA on how rider income is used shows the depth of household-level circulation this employment generates. Note: categories are independently reported (respondents could select more than one), so shares do not sum to 100%.
How Riders Use Their Earnings
Each of these outcomes represents money re-entering the local economy — through school fees paid to nearby institutions, deposits held in domestic banks, and small businesses that themselves generate further employment and spending.
06 — Section 4Multiplier and Ecosystem Effects
Boda boda activity generates measurable demand for a surrounding cluster of businesses: spare parts dealers, garages and workshops, fuel stations, car washes, and food vendors serving riders. In one Dar es Salaam-focused study, approximately 90% of respondents affirmed that the motorcycle sub-sector had driven the development of other businesses along its value chain.
Ride-hailing platforms that integrate boda boda have amplified this effect further, increasing turnover in fuel, spare parts, and maintenance while formalising a share of transactions into digital payments and statutory revenue — one platform alone has been cited as contributing over TZS 1 billion in statutory payments. These platforms also underpin the growth of delivery services (food, e-commerce, and general goods), a segment that expanded sharply during COVID-era disruptions and has continued growing as congestion persists.
One market overview places Tanzania's overall boda boda sector at approximately TZS 970 billion in annual revenue, growing at around 15% per year, with Dar es Salaam representing a large share of this given its urban concentration of riders and trip volume.
07 — Section 5Facilitating Speed of Economic Activity via Congestion Mitigation
The clearest channel through which boda boda accelerates economic growth is time. By providing faster door-to-door service through jams that stall cars and daladalas, boda boda shortens the gap between economic intent and economic action — reaching a workplace, a market, a school, or a health facility without the multi-hour delays that define much of Dar es Salaam's road network.
Research on peri-urban areas such as Goba and Chanika illustrates this concretely: boda boda access has been critical in enabling settlement, daily commuting, and the transport of construction materials into previously remote or underserved zones. This does more than move individuals — it extends the city's habitable and commercially viable footprint, drawing new residential and economic activity into the metropolitan economy over time.
In effect, boda boda functions as a pressure release valve on a congestion cost that would otherwise fall more heavily on the productivity of Dar es Salaam's workforce and the reliability of its commerce.
08 — Section 6Estimated Daily Economic Throughput via Boda Boda
To give the qualitative case a concrete scale, this section estimates the direct daily money circulation generated by boda boda fare revenue in Dar es Salaam — the base layer of economic throughput on top of which the wider, harder-to-price time-saving and multiplier effects sit.
| Scenario | Riders | Avg. Daily Earnings/Revenue | Estimated Daily Throughput |
|---|---|---|---|
| Lower bound | 35,000 | TZS 20,000 | TZS 700 million |
| Mid/upper bound | 35,000 | TZS 30,000 – 40,000 | TZS 1.05 – 1.4 billion |
Estimated Daily Throughput by Scenario
An estimated range of TZS 0.7–1.4 billion is facilitated in direct daily fare-based money circulation by boda boda in Dar es Salaam — equivalent to an estimated TZS 250–510 billion per year — using a conservative anchor of 35,000 operating motorcycles. Because unregistered units are common and the anchor fleet size is dated, the real figure is plausibly higher. This direct throughput then feeds the multiplier chain described in Section 4 (fuel, spare parts, food vending, digital payments) and underwrites the household spending described in Section 3.1 — meaning the true daily economic facilitation of boda boda in Dar es Salaam is materially larger than the fare-revenue figure alone, even though it cannot yet be precisely measured.
09 — Section 7Outlook to 2030/31: Illustrative Growth Trajectory
Neither figure below is a measured forecast — both are TICGL/TERI extrapolations built transparently from the growth rates already documented in this report, offered because the alternative is describing a fast-moving informal sector using only a static, present-day snapshot.
- National sector revenue: starting from the ≈TZS 970 billion/year 2026 base (Section 4), compounded at the market overview's own cited growth rate of ≈15% per year through 2031.
- Dar es Salaam daily/annual throughput: starting from the ≈TZS 380 billion/year 2026 midpoint (Section 6, midpoint of the TZS 250–510 billion range), compounded at a more conservative ≈8% per year — reflecting fleet and fare growth rather than the full sector-wide formalisation captured in the national revenue figure — through 2031.
- Both trajectories assume no major regulatory shock (e.g. a fuel-cost spike, a licensing crackdown, or a large-scale mass-transit rollout that materially substitutes for boda boda trips) and should be read as order-of-magnitude direction, not point forecasts.
| Year | National Sector Revenue (≈15%/yr) | DSM Annualised Throughput (≈8%/yr) |
|---|---|---|
| 2026 (base) | 970 | 380 |
| 2027 | 1,116 | 410 |
| 2028 | 1,283 | 443 |
| 2029 | 1,475 | 479 |
| 2030 | 1,697 | 517 |
| 2030/31 | 1,951 | 558 |
Illustrative Growth Trajectory to 2030/31
The widening gap between the national and Dar es Salaam trend lines is itself informative: it implies that if Dar es Salaam's fare-based throughput grows more slowly than the national sector average, an increasing share of Tanzania's boda boda economic activity is shifting toward other urban centres — a pattern worth tracking directly rather than assuming, once dedicated measurement exists (see Section 9.1).
10 — Section 8Regional Comparison: Signals from Kenya
Tanzania does not yet maintain a dedicated GDP satellite account for boda boda, but comparable economies offer a useful benchmark. In Kenya, boda boda is estimated to contribute 3.4–4.4% or more of GDP, with substantial employment multipliers attached. While structural differences between the two markets mean this figure cannot be transposed directly onto Tanzania, it is directionally consistent with the scale of employment and multiplier effects documented for Dar es Salaam, and suggests the sector's true contribution to Tanzania's urban economy may be underestimated in the absence of dedicated measurement.
Boda Boda's Estimated GDP Contribution: Kenya vs. Tanzania
Tanzania's bar is intentionally shown as unmeasured rather than estimated, consistent with TICGL/TERI's position that no defensible national figure currently exists (see Section 9, Issues Requiring Policy Action).
11 — Section 9Issues Requiring Policy Action, Not Just Data Caveats
The gaps in what is currently measurable about boda boda should not be read as a list of research limitations to note in passing. Each one is a live policy-relevant issue with a direct fiscal, social-protection, or urban-planning consequence — and each points to a concrete lever government, regulators, and platform operators can act on now.
Low licensing and insurance compliance in Dar es Salaam mean fleet size and fare revenue are likely undercounted — which also means government is forgoing direct revenue that progressive formalisation could unlock. This is a revenue opportunity waiting to be captured, not merely a "data gap."
Motorcycles feature heavily in road traffic injuries and fatalities, and safety and regulatory costs offset some of the sector's economic gains. This points to the need for a compulsory, low-cost rider insurance scheme, rather than waiting for the sector to formalise on its own.
No dedicated GDP satellite account exists for boda boda in Tanzania, so NBS and the Ministry of Finance cannot accurately size the sector's contribution to GDP — which in turn affects how budget and development planning is allocated to informal transport. This is a direct case for establishing a GDP satellite account without further delay.
Some reports note social and crime-association risks connected to parts of the sector — an additional, non-quantified cost. A digital rider-registration system, built on existing ride-hailing platform infrastructure, could address this targeted risk without penalising the large majority of compliant riders.
Taken together, these issues point to one conclusion: the boda boda data gap is not a technical footnote — it is a policy gap that is currently costing government revenue, leaving riders without social protection, and limiting how well transport and land-use planning can account for the sector's real footprint.
12 — Section 10Policy Recommendations
10.1 Close the Measurement Gap
- Commission a dedicated economic contribution study (a GDP satellite account) for informal two- and three-wheeled transport, to replace order-of-magnitude estimates with measured national accounts data.
- Track Dar es Salaam's fare-based throughput separately from the national sector total, to test the divergence flagged in Section 7.1.
10.2 Formalise Without Restricting Access
- Support progressive formalisation — licensing, insurance, and safety training — structured to preserve the sector's low barriers to entry rather than restrict them.
- Introduce a compulsory, low-cost rider insurance scheme, delivered in partnership with digital ride-hailing platforms, to reduce the financial burden of accidents on riders and their families.
- Encourage continued growth of digitally-integrated ride-hailing platforms, which improve statutory revenue capture, support targeted rider registration to address crime-association risk, and formalise a growing share of transactions without eliminating flexibility.
10.3 Integrate into Urban Planning
- Integrate boda boda explicitly into urban transport and land-use planning, recognising its role in extending the city's habitable and commercial footprint into peri-urban areas.
10.4 Value Time Saved in Infrastructure Appraisal
- Pair any congestion-reduction infrastructure investment with an explicit accounting of the value of time saved, to better capture boda boda's contribution to productivity in future cost-benefit analysis.
13 — Section 11Conclusion
Dar es Salaam's economy runs on speed: the speed at which its 17–20% share of national GDP is generated depends on how quickly people, goods, and money can move through a city whose formal infrastructure has not kept pace with its growth. Boda boda has emerged as the informal system's answer to that constraint — absorbing youth labour that would otherwise sit idle, recirculating an estimated TZS 0.7–1.4 billion daily through the local economy, sustaining a wide ecosystem of related businesses, and physically extending the city's economic footprint into areas formal transport does not reach.
The precise macroeconomic weight of this contribution remains under-measured. But the direction of the evidence is unambiguous: in a commercial hub defined by congestion and rapid urban expansion, boda boda functions less as a transport option among many and more as core enabling infrastructure for the speed of Dar es Salaam's — and by extension Tanzania's — economic growth.
— Tanzania Economic Research Institute (TERI), a division of TICGL
14 — Section 12References and Data Sources
TICGL/TERI Primary Research & Modelling
- TICGL/TERI (2026). TZS 0.7–1.4 Billion a Day: How Boda Boda Mobility Powers the Speed of Economic Growth in Dar es Salaam. TICGL/TERI Research Report, August 2026.
- TICGL/TERI (2026). Illustrative Growth Trajectory to 2030/31 for Boda Boda Sector Revenue and Dar es Salaam Fare-Based Throughput — this report, Section 7.1.
- TICGL/TERI (2025). Time Lost in Traffic and Its Impact on Productive Economic Activity in Dar es Salaam (congestion-cost figures cited in Sections 1.2 and 3).
External Sources
- Land Transport Regulatory Authority (LATRA). Multi-region survey on boda boda rider income, usage, and household impact.
- Friedrich-Ebert-Stiftung (FES). Reporting on Tanzania's informal transport sector and youth employment.
- World Bank-linked analyses on urban congestion and informal-sector employment in Tanzania.
- NBS. Tanzania labour force data — national and Dar es Salaam youth unemployment estimates.
- Government of Tanzania (2021). Statutory minimum wage order.
- Academic research on peri-urban mobility in Goba and Chanika, Dar es Salaam.
- Regional market overviews on Tanzania's boda boda sector revenue and growth rate.
- Comparative research on boda boda's GDP contribution in Kenya.
This report combines TICGL/TERI analysis with the most credible published data available — LATRA studies, academic research, FES reports, World Bank-linked analyses, and congestion-cost studies. It is grounded in a mixed-methods approach: TICGL/TERI's own primary data collection — short-form structured interviews and fare/earnings intercept surveys with operating riders in selected Dar es Salaam wards, together with consultations with sector stakeholders — was used to sense-check and triangulate the secondary figures drawn from LATRA, FES, and academic sources, rather than relying on desk research alone. Where this report presents a TICGL/TERI-modelled estimate rather than a measured figure — the daily throughput scenarios in Section 6 and the 2030/31 growth trajectory in Section 7 — the underlying assumptions and method are stated explicitly, and a dedicated, nationally representative GDP satellite account survey is recommended as the definitive follow-up study (see Section 10.1).
This report was prepared by TICGL / Tanzania Economic Research Institute for research and advisory purposes. Figures marked as TICGL estimates, extrapolations, or projections are the firm's own modelling and should be distinguished from officially published government statistics or measured survey data. © 2026 Tanzania Investment and Consultant Group Ltd (TICGL).
Want the full research report?
This page summarises TICGL/TERI's full research report, "TZS 0.7–1.4 Billion a Day: How Boda Boda Mobility Powers the Speed of Economic Growth in Dar es Salaam" (August 2026), including the complete primary-data methodology, ward-level survey notes, and detailed calculations behind every estimate on this page. To request a copy of the full report, email amran@ticgl.com.
Email amran@ticgl.com to Request the Full Report →15 — Quick AnswersFrequently Asked Questions
How much money does boda boda circulate in Dar es Salaam every day?
TICGL/TERI estimates boda boda operations directly facilitate TZS 0.7–1.4 billion in fare-based money circulation every day in Dar es Salaam, equivalent to roughly TZS 250–510 billion per year, using a conservative anchor of 35,000 operating motorcycles. This excludes the larger, harder-to-price value of time saved, jobs sustained, and commerce enabled across the wider economy.
How many people work in the boda boda sector in Tanzania and Dar es Salaam?
Approximately 35,000 registered commercial motorcycles operate in Dar es Salaam under TRA data, likely understated given fleet growth and unregistered units. Nationally, about 590,000 commercial motorcycles are registered, with broader estimates suggesting 1.1–1.3 million young people engaged across the wider boda boda business.
Why does boda boda matter for Dar es Salaam's economy specifically?
Dar es Salaam generates 17–20% of Tanzania's GDP while hosting less than a tenth of the population, and commuters lose 2.5–5 hours daily in traffic, costing the city TZS 4–7.2 billion per day. Boda boda offers the fastest available option for many trips, acting as a partial offset against this congestion cost.
How much do boda boda riders earn in Tanzania?
LATRA multi-region survey data puts average net rider earnings at roughly TZS 450,000 per month, above the 2021 statutory minimum wage of TZS 378,500.
Does Tanzania measure boda boda's contribution to GDP?
No. Tanzania does not maintain a dedicated GDP satellite account for two-wheeled informal transport. In comparable Kenya, boda boda is estimated to contribute 3.4–4.4% or more of GDP, which is directionally consistent with the scale documented for Dar es Salaam but cannot be transposed directly.
What happens to boda boda's economic contribution by 2030/31 if current trends continue?
On TICGL/TERI's illustrative extrapolation, national sector revenue could rise from ≈TZS 970 billion (2026) toward ≈TZS 1.95 trillion by 2031, while Dar es Salaam's annualised fare-based throughput could rise from ≈TZS 380 billion toward ≈TZS 558 billion over the same period. These are extrapolations, not measured forecasts.
Muhtasari kwa Kiswahili
TZS Bilioni 0.7–1.4 kwa Siku: Jinsi Bodaboda Inavyochochea Kasi ya Ukuaji wa Uchumi Jijini Dar es Salaam — Dar es Salaam inazalisha takribani asilimia 17–20 ya Pato la Taifa la Tanzania huku ikiwa na chini ya asilimia kumi ya watu wote nchini. Msongamano wa magari unaigharimu jiji hili TZS bilioni 4–7.2 kwa siku katika upotevu wa uzalishaji. Bodaboda imeibuka kama suluhisho bora zaidi la kawaida (informal) kwa tatizo hili.
Matokeo makuu: Shughuli za bodaboda zinawezesha moja kwa moja mzunguko wa fedha wa takribani TZS bilioni 0.7–1.4 kila siku (sawa na TZS bilioni 250–510 kwa mwaka) kupitia nauli pekee — bila kujumuisha thamani kubwa zaidi ya muda unaookolewa, ajira zinazodumishwa, na biashara zinazowezeshwa katika uchumi mpana zaidi.
Takribani pikipiki 35,000 zilizosajiliwa zinafanya kazi Dar es Salaam (idadi halisi ikiwa kubwa zaidi kutokana na pikipiki zisizosajiliwa), zikiajiri hasa vijana kutoka kwenye kundi la ukosefu wa ajira la asilimia 20.5 jijini — juu zaidi ya wastani wa kitaifa wa asilimia 12.7. Wastani wa mapato ya dereva ni TZS 450,000 kwa mwezi, yakisaidia ada za shule, akiba, biashara ndogo ndogo na ujenzi wa nyumba. Utafiti wa LATRA unaonyesha asilimia 68 ya madereva wanalipia ada za shule, asilimia 42 wanaripoti mapato thabiti zaidi ya kaya, asilimia 33 wamefungua akaunti za benki, asilimia 33 wamemiliki pikipiki zao wenyewe, asilimia 30 wameanzisha biashara ndogo, na asilimia 22 wamewekeza kwenye ujenzi wa nyumba.
Sekta nzima ya bodaboda nchini inakadiriwa kuwa na mapato ya takribani TZS bilioni 970 kwa mwaka, ikikua kwa asilimia 15 kwa mwaka. Kwa mujibu wa makadirio ya TICGL/TERI, kama mwenendo huu utaendelea, mapato ya sekta ya kitaifa yanaweza kufikia takribani TZS trilioni 1.95 ifikapo 2031, huku mzunguko wa fedha wa nauli jijini Dar es Salaam ukiweza kufikia takribani TZS bilioni 558 kwa mwaka kwa kipindi hicho hicho — makadirio haya si utabiri rasmi bali ni ukadiriaji wa TICGL/TERI. Nchini Kenya, bodaboda inachangia takribani asilimia 3.4–4.4 au zaidi ya Pato la Taifa, ikitoa dalili kwamba mchango wa kweli wa sekta hii Tanzania unaweza kuwa haujapimwa ipasavyo kwa sababu hakuna hesabu maalum ya Pato la Taifa (GDP satellite account) kwa usafiri wa pikipiki usio rasmi.
- Mzunguko wa fedha kwa siku: TZS bilioni 0.7–1.4 (≈TZS bilioni 250–510 kwa mwaka)
- Pikipiki Dar es Salaam: ~35,000; Kitaifa: ~590,000
- Ukosefu wa ajira kwa vijana: Dar es Salaam ~20.5%, Kitaifa ~12.7%
- Wastani wa mapato ya dereva: ~TZS 450,000/mwezi
- Mapato ya sekta kitaifa: ~TZS bilioni 970/mwaka, yakikua ~15%/mwaka
- Ulinganisho wa kikanda: Kenya ~3.4–4.4% ya Pato la Taifa; Tanzania — bado haijapimwa
Kwa nakala kamili ya ripoti hii, tafadhali tuma barua pepe: amran@ticgl.com.
Vyanzo: TICGL/TERI (2026), LATRA, Friedrich-Ebert-Stiftung (FES), Benki ya Dunia, NBS, na tafiti za kitaaluma juu ya msongamano wa magari na uchumi usio rasmi. Uchambuzi umeandaliwa na Idara ya Utafiti ya TICGL / Tanzania Economic Research Institute (TERI), Agosti 2026.