Zimbabwe's transport sector critical to economic recovery

The Inclusive Government headed by President Robert Mugabe recognizes that transport infrastructure is a pivotal vehicle to economic growth. It plays a cardinal role in socio-economic development through the movement of goods and passengers. The transport sector facilitates economic activities, and access to local, regional and international markets. Zimbabwe is strategically positioned to provide a gateway to markets within the SADC region and beyond.

The country is determined to embark on a fast-track economic recovery after a decade of economic recession owing to illegal and callous sanctions imposed by USA, Britain and their like-minded imperialists. The country has adopted hyper-active administrative strategies which enable the country to attain self-sustenance in spite all of odds.

Zimbabwe is a haven to massive mineral deposits which enable it to suffice without any dependency from outsiders. Among these are diamond deposits which amount to 30% of the global diamond reserves, gold, iron, nuclear, tungsten, vermiculite, lithium, asbestos, and tin among others.

The transport network comprises roads, rail and air. The government is the public main provider of the infrastructure services, given the historical minimal participation of the

private sector in the provision of infrastructure.

The general condition of roads has deteriorated due to inadequate funding for regular maintenance. During the Mid Term Plan period (2011-2015), rural roads will be the primary responsibility of Government while other major roads will largely be developed through Public and Private Partnership (PPPs). The rehabilitation and maintenance of major trunk roads commenced in 2009 and is ongoing.

The Government introduced toll gates in August 2009 which are facilitating the mobilization of financial resources for rehabilitation and maintenance of the major national trunk road network.

Despite facing numerous challenges and constraints the transport which include, lack of repairs and maintenance for trunk, rural and urban road networks due to financial constraints; destruction of roads by overloaded heavy goods vehicles; skills flight as most of the skilled personnel left for greener pastures, inadequate funding for projects; high rates of accidents; and lack of an integrated approach in transport policy formulation, every effort is being exerted to over-run all the hurdles.

The policy objectives aim is to have a well developed trunk road network, and a well developed and maintained rural and urban road network.

The Government’s current policy targets include putting in place legislation framework for PPPs, dualisation of the Beitbridge to Chirundu road by 2015, pot holes repaired on urban roads by 2013, well maintained rural roads by 2012, and enhance maintenance performance of rural access roads by 2012.

Government policy measures will focus on how to finalize and adopt the draft National Transport Policy (NTS) to facilitate the development of an integrated transport system; long term planning and development of the transport service to optimize resource use, and to ensure various transport modes complement each other; harmonize management of roads to avoid overlaps and gaps amongst the responsible institutions, that is, Department of Roads, Rural District Council, Urban Council and District Development Fund (DDF).

According to the Mid Term Plan, it is also essential to establish an Independent Boarder Posts Authority (IBPA) through legislation for managing, administering and regulating all the land ports at the border ports country-wide.

Zimbabwe National Road Authority (ZINARA) will be obliged to execute its functions as defined by the Road Act, and to develop and adopt environmental best practice for road development and management.

The major national programmes and projects on transport include rehabilitation and maintenance of the existing road networks in both rural and urban areas. Community participation in road maintenance in rural areas through public works programmes which are properly planned, implemented and monitored, rehabilitation of rural roads by Government to ensure access to markets and other development needs, as well as to upgrading of Regional Trunk Road Network (RTRN) to develop Zimbabwe into a regional hub.

The first project will be the dualisation of the Beitbridge-Harare-Chirundu road (935 km) through PPPs commenced at the inception of 2011, rehabilitation of bridges; construction of tollgates infrastructure and introduction of a computerized accounting system for accountability and effective monitoring of the funds.

And also to commence the development of corridors, for instance, the Harare-Mutare-Beira and Harare-Nyamapanda-Changara.

The rail network is another critical element for economic recovery and development as it connects all major economic centres providing transport for bulk raw materials, finished goods and passengers. The rail track infrastructure, signaling and telecommunication system had deteriorated due to theft, and lack of regular repairs and maintenance resulting from financial constraints.

The rail network covers 3,077km of which 318km is concessioned to Bulawayo-Beitbridge Railway (Private) Limited. Of the 2,759km maintained by the public sector through the National Railways of Zimbabwe, only 313km (Dabuka to Harare) was originally electrified, but it has since been vandalized and will need to be restarted from scratch. This, coupled with reduced economic activity has negatively impacted capacity utilization.

NRZ’s designed capacity is to move a tonnage of 18 million annually. There has been a massive deterioration of traction and rolling stock assets in NRZ. This emanated from inadequate maintenance and non-replacement of obsolete assets resulting in low availability of rolling stock.

The Government’s Policy Objective is to have a functional and robust rail track infrastructure. This will be achieved through policy targets meant to remove cautions from the rail track by 2011; restore signaling system by 2012; introduce a multi-user system by 2011; establish an Independent Regulatory Authority by 2011; and expand the railway by construction of new links and new lines by 2015.

A focused policy measure available for Government is to review the regulatory framework governing railway transport and establish an Independent Regulatory Authority; pursue strategic partnerships; concessioning of sections of the track; establish a separate body to own/operate infrastructure while rail services are opened up to a number of sector players for a fee; and introduce a National Rail Safety Programme with transport safety and security regulations.

National Programme and Projects to increase the availability of locomotives, coaches and wagons; rehabilitation of NRZ through PPP programmes, and rail infrastructure expansion programme including construction of new links and new lines to provide shorter routes to/from the seaports to develop Zimbabwe into a viable and efficient regional hub.

The country has three international airports, Harare International Airport, Joshua Mqhabuko Nkomo International Airport in Bulawayo, and Victoria Falls Airport. There are also domestic airports and airstrips that could be further developed in areas such as Masvingo, Hwange, Mushumbi Pools, Bumi Hills, Buffalo Range, Kariba, Gweru and Mutare.

The country has more than 200 privately-owned airstrips/aerodromes countrywide. The Civil Aviation Authority of Zimbabwe (CAAZ) is the regulator, custodian and manager of the aviation infrastructure and provides air traffic control services.

The national state-owned airline, Air Zimbabwe, is the provider of cargo and passenger services. There is an urgent need for a strategic partner for the recapitalization, rehabilitation and efficient management of the national airline to achieve competitiveness. Most national airlines world over have either been privatized or have invited private sector strategic partners to improve efficiency and international competitiveness.

The airline sector is characterized by a number of challenges including: skills flight; lack of funds for maintenance, rehabilitation and replacement of aged fleet; lack of state of the art terminals and obsolete equipment and facilities; lack of an independent regulatory authority; and debt overhang resulting in limited lines of credit.

Meanwhile the prime policy objectives are to provide reliable air transport; and to develop a regional hub, with policy targets to create a viable and reliable national airline by 2012; and to increase number of airlines into Zimbabwe to 40 by 2015.

Policy measures to that effect, would involve engaging a strategic partner for Air Zimbabwe; upgrade and rehabilitate all airports; formulate and implement the Civil Aviation Policy Framework; and to restructure CAAZ into an independent Regulatory Authority.

It seems the best policy measure is to implement the Open Skies Policy (OSP) fully to ensure provision of an efficient and modern air transport system; make Harare International Airport a viable hub for African airports connections.

The following programmes will be implemented under the Airports Infrastructure Development and Equipment Modernization Programme; rehabilitation of Harare International Airport runway; completion of the JM Nkomo terminal building; modernization of air navigation equipment for all airports; and replacement of air terminal meteorological equipment.

The Inclusive government has adopted universal recovery approach which will take Zimbabwe to glory sooner in spite of the negative impact of sanctions. Zimbabwe’s economic hope is hinged on its ability to develop self-sustenance.

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