amounts to around 11 hours of wait time and another 4 hours to undertake all the customs clearance processes. Crossing the border from Uganda into Rwanda takes a similar amount of time, while crossing the Ugandan–South Sudanese border takes considerably longer, with delays ranging from 18 hours to 1 week (Nathan 2010; Yoshino 2011).

_Uganda further suffers from congestion and lengthy delays at its two sea gateways of Mombasa and Dar es Salaam._ Long dwell times and port congestion problems at Mombasa, and more so in Dar es Salaam, adversely impact Uganda, which is landlocked and reliant on regional ports as gateways to the sea. Between the two options for Uganda, **Figure 7: Moving freight within Sudan takes longer than moving imports from Figure 7. Moving freight from Mombasa to Kampala takes longer than Figure 7. Moving freight from Mombasa to Kampala takes longer than** Mombasa is the preferred port due to shorter **Durban to Lusaka- across three countriesmoving imports from Durban to Lusaka, over a shorter distance, 2005** <!-- Start of picture text --> Figure 7: Moving freight within Sudan takes longer than moving imports from Figure 7. Moving freight from Mombasa to Kampala takes longer than Figure 7. Moving freight from Mombasa to Kampala takes longer than<br>Durban to Lusaka- across three countriesmoving imports from Durban to Lusaka, over a shorter distance, 2005<br>1000<br>800<br>600<br>400<br>200<br>0<br>Port Road transport Border Administrative<br>Source: AICD calculations based on Nathan (2010); World Bank (2008); and AICD ports<br>database.<br>freight (hours)<br>Time required to move<br><!-- End of picture text --> distances and shorter dwell times.

Considering both port and road related costs and delays, it is possible to estimate the overall cost and delay associated with Uganda’s two coastal gateways: Mombasa and Dar Es Salaam. These can be benchmarked against the North– South Corridor, which is southern Africa’s preeminent trading route. The route from Lusaka to Durban performs significantly better than either of Uganda’s sea corridors even though it is 1,000 km longer and involves two border crossings instead of the single one on each of Uganda’s two routes to the sea **.** The total cost of moving freight from Kampala to Mombasa along Uganda’s Northern Corridor costs twice as much per kilometer when compared to the cost of importing freight from Lusaka to Durban along the North–South Corridor, and the differential with respect to the <!-- Start of picture text --> Figure 8. Moving freight from Mombasa to Kampala takes longer than moving<br>imports from Durban to Lusaka, over a shorter distance, 2005<br>500<br>400<br>300<br>200<br>100<br>0<br>Mombasa-Kampala Durban-Lusaka Dar es Salaam- Kampala<br>Port Road transport Border Administrative<br>Source: AICD calculations based on Nathan 2010, World Bank 2008, and AICD ports<br>database.<br>freight (US $)<br>Costs per tonne to import<br><!-- End of picture text --> Kampala to Dar es Salaam along Uganda’s Central Corridor is even greater. The high costs can be attributed primarily to the high costs associated with the port as well as the relatively more expensive transport costs of moving along the Northern Corridor. Even with regards to costs, importing freight to Uganda via Dar es Salaam along the Central Corridor is far less competitive than the Nort-South Corridor (figure 8). Moreover, the journey from Kampala to Mombasa along the Northern Corridor takes 30 percent more time than the far longer journey from Lusaka to Durban, while the journey from Kampala to Dar Es Salaam along the Central 17