Ctbl-Watch Africa Issue 13 | January 2015
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2.4 Mozambique Railway Assessment Railways Overview
2.4 Mozambique Railway Assessment Railways Overview Page 1 Page 2 The Mozambique Ports and Railways Administration (CFM) was created in 1931. The railway system was developed in order to be connected with the three main ports of Maputo, Beira and Nacala, mainly to provide a fast, safe and efficient transit transportation service for mineral and agriculture exports from South Africa, Zimbabwe and Malawi, and for some national traffic from landlocked provinces. The main railway network is about 2,500 km long, distributed in three systems in the South, Central and North, each with 1,067 mm (3’6”) gauge (cape gauge) that is compatible with neighbouring railways networks. The railway system was designed mainly for goods transportation, i.e. there are little passenger rail services in the country. On the other hand, there is no direct rail connection between the three systems inside Mozambique territory; connections are however available via neighbouring countries. The railways were severely targeted by acts of war after the independence of Mozambique in 1975, first by Rhodesian forces prior to Zimbabwe’s independence in 1980, and then during the civil war in Mozambique which lasted until the nineties. These acts of war inflicted major damages on railway lines and bridges, and on locomotives and wagons that consequently disrupted traffic. Recent extensive infrastructure rehabilitation and locomotive and rolling stock renewal programmes undertaken across all three networks, combined with some strategic management concessions, have brought railways back to adequate operational conditions and to be reliable transportation services. Plans exist to augment the capacity of the current railway system and to build new lines to serve the growing mineral market, which mainly consists of coal from the Tete province. -
Mozambique Zambia South Africa Zimbabwe Tanzania
UNITED NATIONS MOZAMBIQUE Geospatial 30°E 35°E 40°E L a k UNITED REPUBLIC OF 10°S e 10°S Chinsali M a l a w TANZANIA Palma i Mocimboa da Praia R ovuma Mueda ^! Lua Mecula pu la ZAMBIA L a Quissanga k e NIASSA N Metangula y CABO DELGADO a Chiconono DEM. REP. OF s a Ancuabe Pemba THE CONGO Lichinga Montepuez Marrupa Chipata MALAWI Maúa Lilongwe Namuno Namapa a ^! gw n Mandimba Memba a io u Vila úr L L Mecubúri Nacala Kabwe Gamito Cuamba Vila Ribáué MecontaMonapo Mossuril Fingoè FurancungoCoutinho ^! Nampula 15°S Vila ^! 15°S Lago de NAMPULA TETE Junqueiro ^! Lusaka ZumboCahora Bassa Murrupula Mogincual K Nametil o afu ezi Namarrói Erego e b Mágoè Tete GiléL am i Z Moatize Milange g Angoche Lugela o Z n l a h m a bez e i ZAMBEZIA Vila n azoe Changara da Moma n M a Lake Chemba Morrumbala Maganja Bindura Guro h Kariba Pebane C Namacurra e Chinhoyi Harare Vila Quelimane u ^! Fontes iq Marondera Mopeia Marromeu b am Inhaminga Velha oz P M úngu Chinde Be ni n è SOFALA t of ManicaChimoio o o o o o o o o o o o o o o o gh ZIMBABWE o Bi Mutare Sussundenga Dondo Gweru Masvingo Beira I NDI A N Bulawayo Chibabava 20°S 20°S Espungabera Nova OCE A N Mambone Gwanda MANICA e Sav Inhassôro Vilanculos Chicualacuala Mabote Mapai INHAMBANE Lim Massinga p o p GAZA o Morrumbene Homoíne Massingir Panda ^! National capital SOUTH Inhambane Administrative capital Polokwane Guijá Inharrime Town, village o Chibuto Major airport Magude MaciaManjacazeQuissico International boundary AFRICA Administrative boundary MAPUTO Xai-Xai 25°S Nelspruit Main road 25°S Moamba Manhiça Railway Pretoria MatolaMaputo ^! ^! 0 100 200km Mbabane^!Namaacha Boane 0 50 100mi !\ Bela Johannesburg Lobamba Vista ESWATINI Map No. -
Analisys of Incentives and Disincentives for Cotton In
ANALYSIS OF INCENTIVES AND DISINCENTIVES FOR COTTON IN MOZAMBIQUE OCTOBER 2012 This technical note is a product of the Monitoring African Food and Agricultural Policies project (MAFAP). It is a technical document intended primarily for internal use as background for the eventual MAFAP Country Report. This technical note may be updated as new data becomes available. MAFAP is implemented by the Food and Agriculture Organization of the United Nations (FAO) in collaboration with the Organisation for Economic Co-operation and Development (OECD) and national partners in participating countries. It is financially supported by the Bill and Melinda Gates Foundation, the United States Agency for International Development (USAID), and FAO. The analysis presented in this document is the result of the partnerships established in the context of the MAFAP project with governments of participating countries and a variety of national institutions. For more information: www.fao.org/mafap Suggested citation: Dias P., 2012. Analysis of incentives and disincentives for cotton in Mozambique. Technical notes series, MAFAP, FAO, Rome. © FAO 2013 FAO encourages the use, reproduction and dissemination of material in this information product. Except where otherwise indicated, material may be copied, downloaded and printed for private study, research and teaching purposes, or for use in non-commercial products or services, provided that appropriate acknowledgement of FAO as the source and copyright holder is given and that FAO’s endorsement of users’ views, products or services is not implied in any way. All requests for translation and adaptation rights, and for resale and other commercial use rights should be made via www.fao.org/contact-us/licence-request or addressed to [email protected]. -
Mozambique National Report Phase 1: Integrated Problem Analysis
Global Environment Facility GEF MSP Sub-Saharan Africa Project (GF/6010-0016): “Development and Protection of the Coastal and Marine Environment in Sub-Saharan Africa” MOZAMBIQUE NATIONAL REPORT PHASE 1: INTEGRATED PROBLEM ANALYSIS António Mubango Hoguane (National Coordinator), Helana Motta, Simeão Lopes and Zélia Menete March 2002 Disclaimer: The content of this document represents the position of the authors and does not necessarily reflect the views or official policies of the Government of Mozambique, ACOPS, IOC/UNESCO or UNEP. The components of the GEF MSP Sub-Saharan Africa Project (GF/6010-0016) "Development and Protection of the Coastal and Marine Environment in Sub-Saharan Africa" have been supported, in cash and kind, by GEF, UNEP, IOC-UNESCO, the GPA Coordination Office and ACOPS. Support has also been received from the Governments of Canada, The Netherlands, Norway, United Kingdom and the USA, as well as the Governments of Côte d'Ivoire, the Gambia, Ghana, Kenya, Mauritius, Mozambique, Nigeria, Senegal, Seychelles, South Africa and Tanzania. Table of Contents Page Eexecutive Summary................................................................................................................................ i Mozambique Country Profile................................................................................................................ vii Chapter 1 1. Background............................................................................................................................1 1.1 The National Report...............................................................................................................1 -
Malawi Meander LIL-PRY Info
MALAWI MEANDER SOUTHBOUND LILONGWE-PRETORIA Route Map & Itinerary Train Specifications General Information Terms & Conditions SOUTHBOUND LILONGWE-PRETORIA • 15 DAYS • 3600KM DAY 1: DEPART LILONGWE 12:00 Depart from Lilongwe, Malawi. Guests may freshen up in their cabins before joining fellow travellers in the lounge and observation cars. Please ensure the Train Manager or Administration Deputy is in possession of your passport. It will be returned to you before the end of the trip. Lectures will take place throughout the journey during the morning and/or afternoon in the lounge car. Please consult Lecture Sheets for details. 13:00 Lunch is served in the dining cars. Travel towards Lake Malawi. 16:30 Tea is served in the lounge and observation cars. 19:30 Dinner is served in the dining cars. Overnight on board. Dress: Smart Casual DAY 2: LIWONDE NATIONAL PARK & LAKE MALAWI Please pack a small overnight bag for the stay at Lake Malawi. Tog bags have been placed in your cabin for your convenience. 06:00 Breakfast is served in the dining cars until departure. 08:00 Depart for a game drive in Liwonde National Park with lunch overlooking the Shire River. Enjoy an afternoon boat cruise with game viewing on the river. Transfer to the Makokola Retreat on Lake Malawi for dinner and overnight. Dress: Casual Liwonde National Park is a delightful and peaceful experience of lagoons, swamps, grasslands and Mopane woodlands. Its claim to fame is that it has the largest elephant population in Malawi with herds of sable, kudu and many other gracious antelope and small numbers of predators, namely lion, leopard and jackal. -
The Preparatory Survey on Nacala Port Development Project in the Republic of Mozambique
Ministry of Transport and Communications Portos e Caminhos de Ferro de Moçambique THE PREPARATORY SURVEY ON NACALA PORT DEVELOPMENT PROJECT IN THE REPUBLIC OF MOZAMBIQUE FINAL REPORT SUMMARY June 2011 JAPAN INTERNATIONAL COOPERATION AGENCY The Overseas Coastal Area Development Institute of Japan Oriental Consultants Co., Ltd. ECOH CORPORATION Ides Inc. EID CR(3) 11-079 Cost Estimation Base: the average rate in 2010 Exchange Rate: 1USD = 88.79JPY = 33.19MZN PREFACE Japan International Cooperation Agency (JICA) decided to conduct the preparatory survey on Nacala Port Development Project in the Republic of Mozambique, and organized a survey team headed by Dr. Kobune of Ides and consists of OCDI, Oriental Consultants, ECOH CORPORATION, and Ides between June, 2010 and April, 2011. The survey team held a series of discussions with the officials concerned of the Government of the Republic of Mozambique, and conducted field investigations. As a result of further studies in Japan, the present report was finalized. I hope that this report will contribute to the promotion of the project and to the enhancement of friendly relations between our two countries. Finally, I wish to express my sincere appreciation to the officials concerned of the Government of the Republic of Mozambique for their close cooperation extended to the survey team. June, 2011 Kiyofumi KONISHI Director General, Economic Infrastructure Department Japan International Cooperation Agency LETTER OF TRANSMITTAL June 2011 Mr. Kiyofumi KONISHI Director General Economic Infrastructure Department Japan International Cooperation Agency Dear Sir, It is my great pleasure to submit herewith the Final Report of “The Preparatory Survey on Nacala Port Development Project in the Republic of Mozambique”. -
Riversdale's Zambezi River Barging Project
Riversdale’sRiversdale’s Zambezi Zambezi River River BargingBarging Project, Project, Zambezi Zambezi River, River, MozambiqueMozambique FinalEnvironmental Environmental and andSocial Social Impact Impact AssessmentAssessment Report Report August 2011 Delivering sustainable solutions in a more competitive world NON-TECHNICAL SUMMARY INTRODUCTION An Environmental and Social Impact Assessment (ESIA) has been compiled for the proposed Zambezi River Coal Barging Project, on behalf of Riversdale Mozambique Limitada (hereafter referred to as RML). RML is a 65%-owned subsidiary of Riversdale Mining Limited, a mining company listed on the Australian Stock Exchange, with operations in South Africa and Mozambique. The other 35% of RML is owned by Tata Steel, a major Indian steel producer. An ESIA is a systematic process that predicts and evaluates the potential impacts a proposed project may have on aspects of the physical, biological, socio-economic and human environment as determined by specialist studies and analyses of the specific environment. Mitigation measures, as set out in the approved environmental management plan, are then developed and incorporated into the Project execution plan to eliminate, minimise or reduce adverse impacts and, where practicable, to enhance benefits. RML have appointed Environmental Resources Management Southern Africa Pty Ltd (ERM) in partnership with Impacto Associados Lda (Impacto) as the independent consultants to undertake the ESIA for the Zambezi River Coal Barging Project, the main results of which are presented in this non-technical summary. EIA Process The ESIA process followed was designed to comply with the relevant Mozambican environmental legislation. Accordingly, the ESIA process comprised of a number of key steps, namely: • Project Registration • EPDA Phase (also known as Scoping Phase, and culminating in an EPDA Report) • Specialist Studies • Impact Assessment Phase (culminating in an ESIA Report). -
Mozambique's Infrastructure
COUNTRY REPORT Mozambique’s Infrastructure: A Continental Perspective Carolina Dominguez-Torres and Cecilia Briceño-Garmendia JUNE 2011 © 2011 The International Bank for Reconstruction and Development / The World Bank 1818 H Street, NW Washington, DC 20433 USA Telephone: 202-473-1000 Internet: www.worldbank.org E-mail: [email protected] All rights reserved A publication of the World Bank. The World Bank 1818 H Street, NW Washington, DC 20433 USA The findings, interpretations, and conclusions expressed herein are those of the author(s) and do not necessarily reflect the views of the Executive Directors of the International Bank for Reconstruction and Development / The World Bank or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of The World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. Rights and permissions The material in this publication is copyrighted. Copying and/or transmitting portions or all of this work without permission may be a violation of applicable law. The International Bank for Reconstruction and Development / The World Bank encourages dissemination of its work and will normally grant permission to reproduce portions of the work promptly. For permission to photocopy or reprint any part of this work, please send a request with complete information to the Copyright Clearance Center Inc., 222 Rosewood Drive, Danvers, MA 01923 USA; telephone: 978-750-8400; fax: 978-750-4470; Internet: www.copyright.com. -
The Political Sublime. Reading Kok Nam, Mozambican Photographer (1939-2012)
The Political Sublime. Reading Kok Nam, Mozambican photographer (1939-2012) RUI ASSUBUJI History Department, University of the Western Cape PATRICIA HAYES History Department, University of the Western Cape Kok Nam began his photographic career at Studio Focus in Lourenço Marques in the 1950s, graduated to the newspaper Notícias and joined Tempo magazine in the early 1970s. Most recently he worked at the journal Savana as a photojournalist and later director. This article opens with an account of the relationship that developed between Kok Nam and the late President Samora Machel, starting with the photo- grapher’s portrait of Machel in Nachingwea in November 1974 before Independence. It traces an arc through the Popular Republic (1976-1990) from political revelation at its inception to the difficult years of civil war and Machel’s death in the plane crash at Mbuzini in 1986. The article then engages in a series of photo-commentaries across a selection of Kok Nam’s photographs, several published in their time but others selected retrospectively by Kok Nam for later exhibition and circulation. The approach taken is that of ‘association’, exploring the connections between the photographs, their histories both then and in the intervening years and other artifacts and mediums of cultural expression that deal with similar issues or signifiers picked up in the images. Among the signifiers picked up in the article are soldiers, pigs, feet, empty villages, washing, doves and bridges. The central argument is that Kok Nam participated with many others in a kind of collective hallucination during the Popular Republic, caught up in the ‘political sublime’. -
Road Safety Review: Mozambique Know Before You Go Road Culture Driving Is on the Left
Association for Safe International Road Travel Road Safety Review: Mozambique Know Before You Go road Culture Driving is on the left. • Driving standards are poor. Drivers are required to carry passport, vehicle • Reckless driving is widespread. registration, proof of third-party insurance and a valid • Drivers typically overtake on blind curves and hills; be national license from their home country, good for alert to drivers operating vehicles without headlights. up to 90 days. An International Driving Permit (IDP) is • Drink driving is a leading cause of crashes despite blood recommended. Laws require that original documents alcohol limit laws. be available at all times for inspection. • Pedestrians typically walk along highway verges, even in Road travel outside of the capital city is regarded as the dark. dangerous, especially at night. Pedestrians are at high risk; crashes involving • Drivers generally ignore pedestrians. pedestrians and vehicles are common. Avoid walking • Many vehicles are in poor condition and lack standard at night, particularly on isolated roads or in well-known safety features including seat belts, working brakes, tourist areas. brake lights, windshield wipers, taillights, headlights Blood alcohol limit is below 0.06 g/dl for all drivers. and adequate tires. There are 30.1 road deaths per 100,000 people in • Broken-down vehicles frequently block roadways. Mozambique, compared to 2.8 in Sweden and 3.1 in • Police may demand bribes. If given a ticket, ask for a the UK. written copy that can be paid at a local police station. Road Conditions • There are 31,083 km (19,314 miles) of roads in Mozambique; 7,365 km (4,576 miles) are paved and 23,718 km (14,737 miles) are unpaved. -
Post-War Socio-Economic and Political Challenges S I TU a T I O N R E P O R T • 2 4 a P R I L 2 0 1 2 the Political, Economic and Social Set-Up of the Country
S i TU a T i O n R e P O R T • 2 4 a P R i l 2 0 1 2 institute for Security Studies Situation RepoRt rom the mid-1980s the Marxist-oriented Frelimo government decided to replace its communist F political, social and economic system with a Western-oriented system. On 30 November 1990 Mozambique adopted a new constitution that provided for MozaMbique a multiparty political system and exchanged its centrally controlled political economy for a market-oriented one.2 Post-war socio-economic These changes occurred amid pressure from international donors at a time when war-ravaged Mozambique was and political challenges the poorest country in the world and heavily dependent on donors. The Frelimo regime was forced to make the The current political context of Mozambique is changes due to the collapse of the country’s economy against the backdrop of an intractable civil war. The informed by many factors, including changes in strategic shift was also aimed at undermining internal and the ruling Front for the Liberation of Mozambique’s external support for the Mozambique National Resistance Movement (Renamo), which was Frelimo’s opponent in the (Frelimo) political manifesto since 1983 and the civil civil war. Although the General Peace Agreement (Acordo General de Paz) of October 1992 ended Mozambique’s war of 1977–1992. These two factors have resulted 16-year civil war, the ensuing political environment could in a strategic shift in the country’s foreign and be best described as one of ‘armed peace’, where Frelimo and Renamo traded accusations that the other was domestic policies. -
A Political Economy Analysis of the Nacala and Beira Corridors
ecdpm’s Making policies work DISCUSSION PAPER No. 277 A political economy analysis of the Nacala and Beira corridors By Bruce Byiers, Poorva Karkare and Luckystar Miyandazi July 2020 While trade and transport costs in Africa are high, those faced in Malawi are higher than in the wider region. International partners are keen to invest in improving trade and transportation, with a view to promoting socio-economic development in the region, but trade and transport are highly political in both Malawi and Mozambique. This study maps out the different factors and actors that shape current use of the Nacala and Beira corridors connecting Malawi to the Mozambican coast. High-level political relations have fluctuated through time, and though cordial, do not provide a solid basis for improving efficiency along the Nacala rail corridor, with domestic priorities on both sides dominating cross-border cooperation. Thus far, Beira has emerged in Mozambique as the more efficient port serving Malawi and the wider region where state-business relations have aligned with political objectives. Nacala has been made efficient for coal exports but coordination for other trade is lacking, with political interests more geared towards a competition for control of rents. Mozambican road transporters have also the upper hand over Malawian transport, though the market is highly segmented for imports and exports and different goods. External support to improve efficiency will need to take account of the vested state-business interests round the ports and corridors, particularly in Mozambique, and rekindle multi-actor cross-border coordination mechanisms, ideally including different government bodies, private service providers as well as businesses engaged in exports/imports, and learning from past failures to coordinate better.