Review of the Effectiveness of Rail Concessions in the SADC Region

Total Page:16

File Type:pdf, Size:1020Kb

Review of the Effectiveness of Rail Concessions in the SADC Region Technical Report: Review of the Effectiveness of Rail Concessions in the SADC Region Larry Phipps, Short-term Consultant Submitted by: AECOM Submitted to: USAID/Southern Africa Gaborone, Botswana March 2009 USAID Contract No. 690-M-00-04-00309-00 (GS 10F-0277P) P.O. Box 602090 ▲Unit 4, Lot 40 ▲ Gaborone Commerce Park ▲ Gaborone, Botswana ▲ Phone (267) 390 0884 ▲ Fax (267) 390 1027 E-mail: [email protected] TABLE OF CONTENTS 1. EXECUTIVE SUMMARY............................................................................................. 4 2. INTRODUCTION......................................................................................................... 8 2.1 Background .......................................................................................................... 8 2.2 Objectives of Study .............................................................................................. 9 2.3 Study Methodology .............................................................................................. 9 2.4 Report Structure................................................................................................. 10 3. BEITBRIDGE BULAWAYO RAILWAY CONCESSION ............................................. 11 3.1 Objectives of Privatization .................................................................................. 11 3.2 Scope of Railway Privatization ........................................................................... 11 3.3 Mode of Privatization.......................................................................................... 11 3.3.1 Clauses of Concession Agreement............................................................. 11 3.3.2 National Versus Regional Focus................................................................. 12 3.3.3 Operational Performance Measures ........................................................... 13 3.4 Lessons Learnt................................................................................................... 13 4. RS of ZAMBIA CONCESSION.................................................................................. 14 4.1 Objectives of Privatization .................................................................................. 14 4.2 Zambia Privatization Agency.............................................................................. 15 4.2.1 Scope of Railway Privatization.................................................................... 15 4.3 Railway Background........................................................................................... 16 4.4 Concession Model.............................................................................................. 17 4.4.1 Mode of Privatization................................................................................... 17 4.4.2 The Selection Process ................................................................................ 18 4.4.3 Technical and Financial Evaluation............................................................. 18 4.4.4 Reasons for Dividing the Concession and Potential Pitfalls ........................ 19 4.4.5 Labor Reform And Rehabilitation Action Plan ............................................. 22 4.4.6 Progress Toward These Stated Steps ........................................................ 23 4.4.7 Examination of the Long Haul Focus .......................................................... 23 4.4.8 Status of Rehabilitation of Assets................................................................ 25 4.4.9 The Role of Regulatory or Monitoring Agency ............................................ 27 4.4.10 Procedures for Tendering Technical and Financial Evaluation ................... 28 4.4.11 Operational Performance Measures and Monitoring................................... 31 4.4.12 Contractual Clauses Regarding Market Power Abuse ................................ 34 4.5 Lessons Learnt................................................................................................... 34 5. MOZAMBIQUE RAILWAY CONCESSION................................................................ 36 5.1 Mozambique Concessioning Structure............................................................... 36 5.2 Objectives of Privatization .................................................................................. 37 5.3 Scope of Railway Privatization ........................................................................... 38 5.3.1 Northern Corridor ........................................................................................ 38 5.3.2 The Concession Process ............................................................................ 39 5.3.3 Labor Reform .............................................................................................. 40 5.4 The Central Corridor........................................................................................... 41 5.4.1 Moatize Basin.............................................................................................. 41 5.4.2 Rail Concession and Rehabilitation............................................................. 42 5.4.3 The Concession Financing Features........................................................... 44 5.4.4 The Concession Process ............................................................................ 45 5.4.5 Progress to Date ......................................................................................... 46 5.4.6 Factors for a Successful Concession .......................................................... 46 5.5 The Southern Corridor........................................................................................ 46 5.5.1 Limpopo Railway Corridor........................................................................... 46 2 5.5.2 The Ressano Garcia Line ........................................................................... 47 5.6 Lessons Learnt................................................................................................... 48 5.6.1 Nacala Line ................................................................................................. 48 5.6.2 Beira Concession ........................................................................................ 48 5.6.3 Other Lines ................................................................................................. 49 6. TANZANIA RAILWAY LIMITED CONCESSION ....................................................... 50 6.1 Tanzania Railway Corporation ........................................................................... 50 6.2 Objectives of Privatization .................................................................................. 50 6.3 Scope of Railway Privatization ........................................................................... 51 6.3.1 The Role of Regulatory or Monitoring Agency ............................................ 51 6.3.2 Clear Objectives.......................................................................................... 52 6.3.3 Rehabilitation of Assets............................................................................... 53 6.3.4 Labor Reform .............................................................................................. 53 6.3.5 Rehabilitation Action Plan ........................................................................... 53 6.3.6 Passenger Service...................................................................................... 54 6.3.7 Political Support .......................................................................................... 54 6.3.8 Lessons Learnt............................................................................................ 54 7. CENTRAL EAST AFRICAN RAILWAY CONCESSION ............................................ 56 7.1 Objectives of Privatization .................................................................................. 56 7.2 Mode of Privatization.......................................................................................... 56 7.2.1 Concession Process and Award of Bid ....................................................... 57 7.3 Concession Terms ............................................................................................. 57 7.4 Deficiencies in Concession Process................................................................... 59 7.4.1 Institutional Reforms ................................................................................... 59 7.4.2 Annual Report ............................................................................................. 60 7.4.3 Performance of the Concession.................................................................. 61 7.4.4 Passenger Service...................................................................................... 63 7.4.5 Lessons Learnt............................................................................................ 63 8. SUGGESTED FUTURE ACTIONS ........................................................................... 64 ANNEX 1: SARA CORRIDORS BACKGROUND PAPER................................................ 66 ANNEX 2: Questionnaires ................................................................................................ 70 ANNEX 3: SOW................................................................................................................ 86 II BACKGROUND......................................................................................................... 86 VI REPORTING ............................................................................................................
Recommended publications
  • Railways: Looking for Traffi C
    Chapter11 Railways: Looking for Traffi c frican railroads have changed greatly stock. Moreover, various confl icts and wars in the past 30 years. Back in the 1980s, have rendered several rail sections unusable. A many railway systems carried a large As a result, some networks have closed and share of their country’s traffi c because road many others are in relatively poor condition, transport was poor or faced restrictive regu- with investment backlogs stretching back over lations, and rail customers were established many years. businesses locked into rail either through Few railways are able to generate signifi - physical connections or (if they were para- cant funds for investment. Other than for statals) through policies requiring them to use purely mineral lines, investment has usually a fellow parastatal. Since then, most national come from bilateral and multilateral donors. economies and national railways have been Almost all remaining passenger services fail liberalized. Coupled with the general improve- to cover their costs, and freight service tariffs ment in road infrastructure, liberalization has are constrained by road competition. More- led to strong intermodal competition. Today, over, as long as the railways are government few railways outside South Africa, other than operated, bureaucratic constraints and lack dedicated mineral lines, are essential to the of commercial incentives will prevent them functioning of the economy. from competing successfully. Since 1993, sev- Rail networks in Africa are disconnected, eral governments in Africa have responded by and many are in poor condition. Although concessioning their systems, often accompa- an extensive system based in southern Africa nied by a rehabilitation program funded by reaches as far as the Democratic Republic of international fi nancial institutions.
    [Show full text]
  • Tender Advert -Tc 1015-19/20
    BOTSWANA RAILWAYS PUBLIC TENDER NOTICE ENGAGEMENT OF CONSULTANTS FOR THE EVALUATION OF BIDS FOR THE CONSULTANCY SERVICES TO CONDUCT A BANKABLE FEASIBILITY STUDY FOR THE TWO RAIL LINKS OF MOSETSE-KAZUNGULA-LIVINGSTONE AND MMAMABULA LEPHALALE-TC 1015-19/20 Telex or facsimile tender submissions will not be The Procuring Entity is Botswana Railways and considered. Zambia Railways Limited. One (1) original tender document marked Botswana Railways (BR) is a Government Enterprise ORIGINAL and Four (4) duplicate copies of the given a mandate as sole Rail operator since original Document marked copy in one sealed establishment in 1987 (BR Act 1986; Amended in envelope clearly marked: “Tender Reference No. 2004). The act was amended to allow BR to form TC 1015 19/20 ENGAGEMENT OF CONSULTANTS FOR Joint Ventures, Subsidiary companies and to THE EVALUATION OF BIDS FOR THE CONSULTANCY exploit other business opportunities. SERVICES TO CONDUCT A BANKABLE FEASIBILITY BR is mandated to provide transportation of goods STUDY FOR THE TWO RAIL LINKS OF MOSETSE- and passengers within Botswana, effi ciently, safely KAZUNGULA-LIVINGSTONE AND MMAMABULA- and cost-effectively, along sound commercial LEPHALALE” shall be delivered to: lines. The Supply Chain Manager Botswana Railways Zambia Railways Limited (ZRL) is a parastatal Head Quarters railway of Zambia mandated to operate both Along A1 Road passenger and freight trains by an Act of Parliament Mowana Ward Mahalapye, Botswana with company registration number 12780. It is a The name and address of the bidder should be public company with the Industrial Development clearly marked on the envelope. Corporation (IDC) as its sole shareholder.
    [Show full text]
  • Results of Railway Privatization in Africa
    36005 THE WORLD BANK GROUP WASHINGTON, D.C. TP-8 TRANSPORT PAPERS SEPTEMBER 2005 Public Disclosure Authorized Public Disclosure Authorized Results of Railway Privatization in Africa Richard Bullock. Public Disclosure Authorized Public Disclosure Authorized TRANSPORT SECTOR BOARD RESULTS OF RAILWAY PRIVATIZATION IN AFRICA Richard Bullock TRANSPORT THE WORLD BANK SECTOR Washington, D.C. BOARD © 2005 The International Bank for Reconstruction and Development/The World Bank 1818 H Street NW Washington, DC 20433 Telephone 202-473-1000 Internet www/worldbank.org Published September 2005 The findings, interpretations, and conclusions expressed here are those of the author and do not necessarily reflect the views of the Board of Executive Directors of the World Bank or the governments they represent. This paper has been produced with the financial assistance of a grant from TRISP, a partnership between the UK Department for International Development and the World Bank, for learning and sharing of knowledge in the fields of transport and rural infrastructure services. To order additional copies of this publication, please send an e-mail to the Transport Help Desk [email protected] Transport publications are available on-line at http://www.worldbank.org/transport/ RESULTS OF RAILWAY PRIVATIZATION IN AFRICA iii TABLE OF CONTENTS Preface .................................................................................................................................v Author’s Note ......................................................................................................................
    [Show full text]
  • Port of Maputo, Mozambique
    CONFERENCE PROGRAMME Transport Evolution presents 13 - 14 May 2019 | Port of Maputo, Mozambique 25+ expert speakers, including: Osório Lucas Chief Executive Officer, Maputo Port Development Company Col. Andre Ciseau Secretary General, Port Management Association of Eastern & Southern Africa (PMAESA) Clive Smith Chief Executive Officer, Walvis Bay Corridor Group, Namibia Johny Smith Chief Executive Officer, TransNamib Holdings Limited, Namibia Boineelo Shubane Director Operations, Botswana Railways, Botswana Building the next generation of ports and rail in Mozambique Host Port Authority: Supported by: Member of: Organised by: Simultaneous conference translation in English and Portuguese will be provided Será disponibilizada tradução simultânea da conferência em Inglês e Português www.transportevolutionmz.com Welcome to the inaugural Mozambique Ports and Rail Evolution Forum Ports and railways are leading economic engines for Mozambique, providing access to import and export markets, driving local job creation, and unlocking opportunities for the development of the local blue economy. Hosted by Maputo Port Development Company, Mozambique Ports and Rail Evolution prepares the region’s ports and railways for the fourth industrial revolution. Day one of the extensive two-day conference will feature a high level keynote comprising of leading African ports and rail authorities and focus on advancing Intra-African trade. We then explore challenges, opportunities and solutions for improving regional integration and connectivity. Concluding the day, attendees will learn from local and international ports authorities and terminal operators about challenges and opportunities for ports development. Day two begins by looking at major commodities that are driving infrastructure development forward and what types of funding and investment opportunities are available. This is followed by a rail spotlight session where we will learn from local and international rail authorities and operators about maintenance and development projects.
    [Show full text]
  • 2.4 Zambia Railway Assessment
    2.4 Zambia Railway Assessment Travel Time Matrix Railway Companies and Consortia Capacity Table Key Route Information Key Stations The Zambia National Railways are very important to the economy of the country as it is a bulk carrier with less effect on the environment than many other transport modes. The Government intends to expand its railway network in the country to develop the surface transport sector. Through the Ministry of Transport, a new statutory instrument (SI) was passed, which requires industries to move 30% of their carriage by rail. This is in a bid to decongest the road sector and possibly reduce the damage done by heavy duty trucks on Zambian roads. The development of rail routes linking important exit points is not only vital for facilitating smooth access to the outside but also for the overall boosting of trade in the sub-region and making Zambia a competitive country for business. Traditionally, the Zambian railways have generally operated well below their original design capacity, yet significant investment is underway to increase their volumes by investing in track conditions, increase locomotive and wagon availability and increase operating capital. The rail network remains the dominant mode of transportation for goods on the local and international routes but is under-utilized. The main railway lines are the Zambia Railways, owned by Government and the TAZARA line, linking Zambia with Tanzania, and jointly owned by the Zambian and Tanzanian governments. The opening of the Chipata-Mchinji railway link provides connectivity into the Malawi and Mozambique railway network and further connects Zambia to the port of Nacala.
    [Show full text]
  • Botswana Country Mining Guide
    KPMG GLOBAL MINING INSTITUTE Botswana Country mining guide kpmg.com/mining KPMG INTERNATIONAL Strategy Series B | Botswana mining guide © 2014 KPMG International Cooperative (“KPMG International”). KPMG International provides no client services and is a Swiss entity with which the independent member firms of the KPMG network are affiliated. Contents Executive summary 2 New geographic expansion risk framework 3 Country snapshot 4 World Bank ranking: Ease of doing business 5 Type of government 6 Economy and fiscal policy 7 Heritage Foundation of Economic Freedom 8 Fraser Institute rankings 9 Sustainability and environment 12 Infrastructure development 17 Labor relations and employment situation 19 Inbound and outbound investment 19 Key commodities: Production and reserves 21 Major mining companies in Botswana 29 Foreign companies with operations in Botswana 29 © 2014 KPMG International Cooperative (“KPMG International”). KPMG International provides no client services and is a Swiss entity with which the independent member firms of the KPMG network are affiliated. 2 | Botswana mining guide Executive summary Since its independence in 1966, Botswana has witnessed good economic growth on the back of fiscal discipline and robust governance. The country has a strong legal framework, low prevalence of civil unrest or disorder and minimal government interference in the mining sector. Botswana also boasts infrastructure that is in better condition than several of its neighbors, which has assisted in boosting interest from international companies in the mining sector. Botswana is one of the world leaders in diamond production, with Russia competing closely. While Russia was the largest diamond producer in the world in terms of production volume in 2012, Botswana produced the most in terms of value, accounting for 23.6 percent of total global diamond production.
    [Show full text]
  • Moving Away from Aid the Experience of Botswana Rachael Calleja and Annalisa Prizzon
    Report Moving away from aid The experience of Botswana Rachael Calleja and Annalisa Prizzon December 2019 Readers are encouraged to reproduce material for their own publications, as long as these are not being sold commercially. ODI requests due acknowledgement and a copy of the publication. For online use, we ask readers to link to the original resource on the ODI website. The views presented in this paper are those of the author(s) and do not necessarily represent the views of ODI or our partners. This work is licensed under CC BY-NC-ND 4.0. Cover photo: a pedestrian bridge in Gaborone, Botswana. Credit: Marc Shoul/Panos Pictures. Acknowledgements This report was possible only because of the generous financial contribution of Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ), which partnered with the Overseas Development Institute (ODI) to explore the theme of country experiences towards graduation from official development assistance. Julie Kolsdorf (GIZ) brilliantly and effectively coordinated our preparation and follow-up between GIZ colleagues in Germany and in Gaborone, Botswana. Special thanks go to Tshepo Ketshabile (GIZ SADC office in Gaborone) for arranging and coordinating our schedule when we were in Botswana and for helping us to organise our trip. The GIZ SADC office in Gaborone, led by Thomas Schaef, and Fabian Kyrieleis at the German Embassy in Gaborone were instrumental to our fact-finding mission in Gaborone. Thanks also to Same Baaitse at the Ministry of International Affairs and International Development of the Government of Botswana who kindly and effectively scheduled our meetings with senior government officials. We are grateful for the editing of this report by Hannah Caddick.
    [Show full text]
  • Botswana Transport & Infrastructure Statistics 2012
    BOTSWANA TRANSPORT & INFRASTRUCTURE STATISTICS 2012 STATISTICS BOTSWANA Copyrights C Statistics Botswana 2013 Statistics Botswana. Private Bag 0024, Gaborone. Botswana Tel: (267) 367 1300. Fax: (267) 395 2201. Email: [email protected] Website: www.cso.gov.bw BOTSWANA TRANSPORT AND INFRASTRUCTURE STATISTICS - 2012 Published by Statistics Botswana Private Bag 0024, Gaborone Telephone: +267 367 1300 Fax: +267 395 6087 Email: [email protected] Website: www.cso.gov.bw Contact Unit: Transport and Infrastructure Statistics Unit Ministry of Transport and Communications November 2013 COPYRIGHT RESERVED No part of this information shall be reproduced, stored in a retrieval system, or even transmitted in any form or by any means, whether electronically, mechanically, photocopying or otherwise, without the prior permission of Statistics Botswana TABLE OF CONTENTS PREFACE...........................................................................................................................................1 ABBREVIATIONS................................................................................................................................2 EXECUTIVE SUMMARY......................................................................................................................3 1. INTRODUCTION...........................................................................................................................3 2. ROAD TRANSPORT......................................................................................................................3
    [Show full text]
  • National Transportation System in the Republic of Zambia
    World Maritime University The Maritime Commons: Digital Repository of the World Maritime University World Maritime University Dissertations Dissertations 1990 National transportation system in the Republic of Zambia Febby Mtonga WMU Follow this and additional works at: https://commons.wmu.se/all_dissertations Recommended Citation Mtonga, Febby, "National transportation system in the Republic of Zambia" (1990). World Maritime University Dissertations. 877. https://commons.wmu.se/all_dissertations/877 This Dissertation is brought to you courtesy of Maritime Commons. Open Access items may be downloaded for non- commercial, fair use academic purposes. No items may be hosted on another server or web site without express written permission from the World Maritime University. For more information, please contact [email protected]. WMU LIBRARY WORLD MARITIME UNIVERSITY Malmo ~ Sweden THE NATIONAL TRANSPORTATION SYSTEM IN THE REPUBLIC OF ZAMBIA by Febby Mtonga Zambia A paper submitted to the faculty of the World Maritime University in partial fulfillment of the requirements for the award of a MASTER OF SCIENCE DEGREE in GENERAL MARITIME ADMINISTRATION The views and contents expressed in this paper reflect entirely those of my own and are not to be construed as necessarily endorsed by the University Signed: Date : 0 5 I 11 j S O Assessed by: Professor J. Mlynarcz] World Maritime University Ilf Co-assessed by: U. 2).i TABLE OF CONTENTS 1 PREFACE i ACKNOWLEDGEMENT ii ABBREVIATIONS ... LIST OF MAPS AND APPENDICES iv CHAPTER 1 M • O • o Profile of the Republic of Zambia 1 1.1.0 Geographical Location of Zambia 1.2.0 Population 1.3.0 The Economy 1.3.1 Mining 1.3.2 Agriculture 3 1.3.3 Manufacturing 4 1.3.4 Transportation 7 1.
    [Show full text]
  • ZAMBIA RAILWAYS LIMTED Zambia As a Link of Africa Through Rail
    ZAMBIA RAILWAYS LIMTED Zambia as a link of Africa through Rail TABLE OF CONTENT 1. Brief about Zambia Railways Limited (ZRL) 2. ZRL Regional and Port linkages 3. Greenfield Regional and Port linkages 4. Trade Facilitation 5. Challenges being faced by railways in Africa 6. Possible solutions to Africa’s railway challenges 7. ZRL investment needs 8. Conclusion Brief about ZRL . ZRL is a parastatal railway organization under the Industrial Development Corporation (IDC), mandated to operate both freight and passenger trains. The company is headquartered in Kabwe, Central Province. The main workshops and the CTC are also in Kabwe. Strategic Vision: To be the preferred regional railway transport and logistics provider Strategic Mission: To provide sustainable and competitive rail transport and logistics solutions to customers and deliver shareholder value ZRL Regional and Port linkages Zambia is linked to almost all the trade corridors. Land linked (road and rail) to eight neighbors and beyond the country’s borders. We are a hub. The main trade corridors for Zambia by rail include: .The North-South Corridor .The Dar-es-Salaam Corridor .The Nacala Corridor .The Beira Corridor .Coming up is the Kazungula corridor Shortest route from Ndola is Dar-es-Salaam – 1,976km The longest route is Ndola-Durban – 2,951km. Greenfield regional and Port linkages Livingstone – Kazungula – Mosetse (about 440km). This will reduce transit time by about 12 days on the corridor – one stop border effect. Petauke to Beira (960km) - to connect to Mozambique; Kafue to Lions den - will reduce the distance by rail to South Africa and Mozambique ports by about 1,000km.
    [Show full text]
  • A Situational Study of Rail Transport Usage in Zambia
    Journal of Business Administration and Management Sciences Research Vol. 5(6), pp. 077-088, December, 2016 Available online athttp://www.apexjournal.org ISSN 2315-8727© 2016 Apex Journal International Full Length Research A situational study of rail transport usage in Zambia Fred Mwila1* and Erastus M. Mwanaumo2 1 Post Graduate Student, Department of Civil and Environmental Engineering, School of Engineering, University of Zambia, P.O. Box 32379, Lusaka, Zambia. 2Lecturer, Department of Civil and Environmental Engineering, School of Engineering, University of Zambia; P.O. Box 32379, Lusaka, Zambia. Accepted 19 September, 2016; Published 5 December, 2016 Rail transport is critical for the development of any country. This is especially so for Zambia which is land locked. With its inherent advantage of being bulk carrier, safer and cheaper, rail transport is an important cog in intermodal transportation of goods and services. It is also more environmentally friendly, has less congestion and is more fuel efficient than other transport modes. A poorly utilised railway adversely affects overall national transport system and leads to low output which results in decreased contribution to the country’s economy. In some countries, especially the developed ones, freight and passenger rail traffic has been on the increase. However the opposite is the case in Zambia where railway traffic has continued to deteriorate. This paper seeks is to establish the position of railways in the Zambian transport system and propose ways of addressing causal factors and it is based on findings from research on ‘a comparative study of access to railways in Zambia relative to road transport’. Results indicate that railways carried a partly eight percent (8.0%) of the cargo transported by the road and rail in 2015.
    [Show full text]
  • ANNEX REPORT Volume
    STRATEGIC REVIEW SSATP ANNEX REPORT Volume III NETHERLANDS ECONOMIC INSTITUTE October 2001 This Annex Report (Volume III) is one of the final outputs of the strategic review of the Sub-Saharan Transport Policy Programme (SSATP). In addition to this Annex Report, an Extended Executive Summary (Volume I) and a Final Report (Volume II) have been produced. In the Annex Report the following annexes are included: 1. Terms of Reference 2. References 3. Country Report Côte d’Ivoire 4. Country Report Ethiopia 5. Country report Ghana 6. Country Report Malawi 7. Country Report Mozambique 8. Donors’ Perspective 9. The policy issues 10. Partnerships beyond Africa 11. Review Framework SSATP 12. Expenditures and Budget Assessment 13. SSATP Framework Document 14. UNECA: minutes of meeting Annex 1 Terms of Reference Terms of Reference A. Background To The Review 2001 The Sub-Saharan Africa Transport Policy Program (SSATP) was launched as a joint initiative of the World Bank and the United Nations Economic Commission for Africa (UNECA) to improve transport sector performance by promoting policy reforms and institutional changes. The basic premises of the Program are that: (i) policy reform is essential to obtain improved transport services; and (ii) countries and their development partners need to collaborate within the common framework of policies in the sector. The program has over the last twelve years evolved into a flexible tool for the development of such a framework. SSATP is a broad collaborative effort of national development aid agencies, international agencies (UNDP, ILO and UNCTAD), and African institutions (i.e. UAR, MINCONMAR, PTA), with the World Bank and the ECA acting as the Executing Agencies.
    [Show full text]