It is mid-morning on the intersection of Rwagasore Street and Pamba Road, mainly known as Soko Kuu Mwanza. A boda boda rider weaves impatiently through a narrowing lane, his horn cutting through the air. A street vendor calls out to passing customers.
A pedestrian, with no pavement left to claim, steps cautiously into traffic, calculating each move between cars, motorcycles, and parked vehicles. No one is entirely at fault here, yet everyone is at risk. This scene is not unique to Mwanza.
It repeats itself daily at Kariakoo street roads such as Congo Street, and even Sokoine Road in Arusha. Across Tanzania’s major cities, roads designed for movement are steadily being repurposed into spaces for trade, parking, and private business expansion.
What appears as a symptom of vibrant urban life is, in reality, a deeper structural problem: the gradual erosion of the intended use of public infrastructure.
Roads are not merely physical assets; they are public investments financed through taxes, international loans, and national budgets.
According to Tanzania’s Roads Act of 2007, a road includes the carriageway, pedestrian walkways, and the designated road reserve. These components are designed to function together to ensure safe mobility, efficient transport, and equitable access for all users.
Informality
The rise of informal trade is often cited as the main driver of this transformation, and rightly so, as Tanzania’s informal sector accounts for a significant portion of urban employment.
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According to data from the National Bureau of Statistics, the informal economy employs more than 70 per cent of the workforce in urban areas. Street vending, in particular, provides essential income for thousands of households whilst supplying affordable goods to city residents.
When vendors occupy pavements and road reserves, the consequences extend beyond inconvenience. Pedestrians are forced into traffic, significantly increasing their exposure to accidents.
The World Health Organisation (WHO) reports that pedestrians account for a substantial share of road traffic fatalities in low- and middle-income countries, including Tanzania.
When walkways are obstructed, this risk is amplified. At the same time, the conversion of road shoulders into parking spaces—whether informal or officially designated—represents a consequential erosion of public road capacity. This practice directly fuels congestion, especially during peak hours.
For example, in cities like Mwanza, particularly along Rwagasore and Nyerere roads, roadside spaces are routinely claimed through banner stands and signs reserving parking for specific banks, shops, or private companies.
Whilst presented as organised or even necessary, these arrangements effectively privatise what should remain public infrastructure. In practical terms, a road that is meant for movement is gradually transformed into fragmented, semi-private zones.
Congestion
To the ordinary road user, it still looks like a road, but significant portions of it are no longer usable. A 2023 report by the Dar es Salaam Urban Transport Improvement Project highlighted that traffic congestion in Dar es Salaam alone results in millions of lost productive hours annually, with economic costs running into billions of shillings.
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Layer onto this the practice of business owners extending their operations into public space, like displaying goods beyond shop boundaries.
The Roads Act prohibits obstruction of public roads and unauthorised use of road reserves, assigning responsibility to authorities to regulate and protect these spaces.
This is a shared failure, as city councils issue permits inconsistently or fail to monitor compliance. Drivers normalise illegal parking, often with little consequence.
Business owners expand into public space, prioritising short-term gain over collective order. Pedestrians, with limited alternatives, adapt to unsafe conditions rather than demanding change. Over time, these behaviours are normalised, and what begins as an exception evolves into the standard.
Increased congestion and unsafe pedestrian conditions inevitably lead to more road traffic accidents. Tanzania already records thousands of road traffic injuries and fatalities annually, with urban areas being hotspots.
Economic cost
There is also the economic cost, as congested and inefficient road systems slow down the movement of goods and people, reducing productivity.
Businesses face delays, transport costs rise, and the overall competitiveness of cities declines.
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Roads not used as intended deteriorate faster, as constant encroachment, improper parking, and overuse of shoulders accelerate wear and tear, increasing maintenance costs for already strained public budgets. Perhaps most critically, there is the institutional cost.
When laws governing public space are routinely ignored without consequence, it sends a broader message that rules are optional. This undermines trust in governance and weakens the rule of law. Past attempts to remove street vendors from city centres have often resulted in temporary compliance followed by eventual return.
This cycle reflects a deeper reality that informal trade persists because formal systems have not adequately accommodated it. A more sustainable approach requires a balance between enforcement and inclusion. Urban authorities must invest in designated vending zones that are accessible, visible, and economically viable.
These spaces should not be isolated or poorly planned, as this simply pushes vendors back onto the streets; instead, they must be integrated into broader urban planning frameworks.
At the same time, there must be clear demarcation and protection of pedestrian walkways and road reserves. This includes physical infrastructure such as barriers and signage, as well as consistent enforcement.
A shared resource
Equally important is public awareness, as road users, business owners, and traders must recognise that public space is a shared resource. Its misuse today compromises its availability tomorrow. Ultimately, the issue is not about vendors, drivers, or pedestrians in isolation.
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It is about how we, as a society, value and manage what we build together. If roads are allowed to become markets, parking lots, and extensions of private business without structure or regulation, they will inevitably fail to serve their primary purpose. And when that happens, everyone loses.
Reclaiming our roads does not mean excluding livelihoods; it means organising space in a way that preserves both economic opportunity and public safety. It means normalising the proper use of infrastructure as a daily practice. Roads are long-term investments meant to serve future generations.
If we fail to protect them now, we are not just misusing infrastructure; we are borrowing against the safety, efficiency, and dignity of the cities our children will inherit.
Mariam Gichan is an archaeologist and journalist based in Dar es Salaam. She can be reached at mariamgichan@gmail.com or on +255 754 215 690. The opinions expressed here are the writer’s own and do not necessarily reflect those of The Chanzo. If you are interested in publishing in this space, please contact our editors at editor@thechanzo.com.
