Technical Report: Logistics Review of the Beira and Nacala Corridors
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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]. -
Trends in Bulkcarrier Market & Port Activity.Pptx
If necessary change logos on covers/ chapter dividers and in the footer. Dedicated logos are available in the template tool at the end of the list Trends In Bulkcarrier If you want to update Title and Subtitle in the Market & Port Activity footer, go to View tab → Slide Master Presentation to the International and change it on Dry Bulk Terminals Group first slide in the left pane 11 April 2019, Barcelona Trevor Crowe, Director, Date format: Day, month and year Clarksons Research e.g. 30 June 2018 Ref: A4036b Agenda Trends In Bulkcarrier Market & Port Activity 1. Introduction to the Clarksons group, Clarksons Research and Sea/net 2. Global Dry Bulk Port Activity – Looking At The Big Picture 3. Profiles & Case Studies - Drilling Down For Port Intelligence 4. Summary Trends In Bulkcarrier Market & Port Activity | International Dry Bulk Terminals Group, 11 April 2019 2 EnablingThe Clarksons Global Group Trade Clarksons is the 167 YEARS world’s leading provider 48 OFFICES of integrated shipping services IN 22 COUNTRIES FTSE 250 Our intelligence adds value by 15+ YEARS enabling clients to make more INCREASING DIVIDENDS efficient and informed decisions to achieve their business objectives 24/7 5,000+ INTERNATIONAL CLIENTS Trends In Bulkcarrier Market & Port Activity | International Dry Bulk Terminals Group, 11 April 2019 Clarksons Research Market leader, excellent brand, >120 staff globally, broad and diverse product range and client base OFFSHORE AND ENERGY SHIPPING AND TRADE The leading provider offshore Market leaders in timely and data for more than 30 years. authoritative information on all Providing clients with the key aspects of shipping. -
Part 4: Regional Development Plan
PART 4: REGIONAL DEVELOPMENT PLAN Chapter 1 Overall Conditions of the Study Area The Study on Upgrading of Nampula – Cuamba Road FINAL REPORT in the Republic of Mozambique November 2007 PART 4: REGIONAL DEVELOPMENT PLAN Chapter 1 Overall Conditions of the Study Area 1.1 Existing Conditions of the Study Area The Study area consists of the two provinces of Niassa and Nampula. The total length of the Study road is approximately 350 km. In this chapter, overall conditions of the study area are described in order to prepare a regional development plan and to analyze economic, social and financial viability. The Nacala Corridor, which extends to Malawi through the Nampula and Niassa Provinces of Mozambique from Nacala Port, serves as a trucking route that connects northern agricultural zones with important cities and/or towns. In the rainy season, which is from November to April, the region has a high rainfall ranging from 1,200 to 2,000 mm. As the Study road is an unpaved road, it is frequently impassable during the rainy season, affecting the transportation of crops during this period. Looking at the 3 regions in Mozambique, results of the economic performance study conducted by UNDP over the period under analysis continue to show heavy economic concentration in the southern region of the country, with an average of about 47% of real production as can be seen in Figure 1.1.1. Within the southern region, Maputo City stands out with a contribution in real terms of about 20.8%. The central region follows, with a contribution of 32%, and finally, the northern region with only 21% of national production. -
HOW CASHEW NUT SHIPPERS GOT CRACKING M © 2008 Service Parcel United C C ANN ERI KSON 116542
October 2014 FREIGHT & TRADING WEEKLY MOZAMBIQUE READY, STEADY... MAPUTO GOES FOR GROWTH CUSTOMS MAKES SMOOTH MOVES HOW CASHEW NUT SHIPPERS GOT CRACKING © 2008 United Parcel Service Deliver more Deliver Toll free number: 0860 877 772 free Toll IT’S PEACE OF MIND FOR YOU & YOUR CUSTOMERS & PEACE OF IT’S MIND YOU FOR UPS are the world’s largest express carrier. We have 100 years of From service international and freight the to widest small portfolio packages, of you shipping can solutions. rest assured that when we’re on the job there’s nothing to worry about. IT’S NOT A BADGE A NOT IT’S MCCANN ERICKSON 116542 FTW1473SD CONTENTS www.ftwonline.co.za ozambique is a country full of (mostly) pleasant surprises. There was little talk 10 years ago that it would become a major energy producer. Or that we would see vehicles made in Mozambique. Logistics companies best positioned in the Mmarket are those with their feet on the ground – and readers of FTW, the only freight publication to invest in regular fact-finding visits to SADC countries. FTW’s Africa correspondent, Ed Richardson, reports. Cashew processing in Nampula province, Mozambique. Photo: Ton Rulkens Port of Maputo Photo: Cover Design: Zoya Lubbee Editor Joy Orlek Consulting Editor Alan Peat GENERAL NEWS SEAFREIGHT Assistant Editor Liesl Venter 2 Journalist Adele Mackenzie MODERNISING LOGISTICS HELPING SHIPPERS TO MATCH GROWTH Photographer Shannon Van Zyl 3 18 SAVE COSTS Advertising Jodi Haigh (Manager) Yolande Langenhoven Publisher Anton Marsh SMOOTHER CUSTOMS OPENING NEW Correspondents -
Chapter 5 Basic Policy for Development of the Sena Corridor
CHAPTER 5 BASIC POLICY FOR DEVELOPMENT OF THE SENA CORRIDOR Project for the Study on Development of the Sena Corridor Final Report Chapter 5 Basic Policy for Development of the Sena Corridor Chapter 5 Basic Policy for Development of the Sena Corridor 5.1 Significance of Development of the Sena Corridor 5.1.1 Historical Background Table 5-1 and Figure 5-1 show the historical background of Malawi’s transport network. The major transitions of the transport network are as follows. a) Before 1970: The Sena Corridor was the major gateway to Malawi • The branch line of the Sena Railway was the main transport mode, supplemented by the Shire–Zambezi inland waterway transport. • Export and import goods were mainly transported by railway due to cheaper transport cost. b) 1970–1983: The Sena Corridor and Nacala Railway were the major gateways to Malawi • The branch line of the Sena and the Nacala Railway were the main transport modes even after civil war broke out in Mozambique. • Inland waterway transport lost its function. c) 1983–1992: Malawi suffered greatly from loss of access to ports in Mozambique • Due to the civil war, all transport links through Mozambique were cut. • Most of the cargoes between Malawi and RSA were transported via Zambia and Zimbabwe, incurring much longer transport times and higher costs. Table 5-1 Historical Background of Malawi’s Transport Network Item 1960 1970 1977 1983 1992 1997 2011 Road All road links via Road to Durban Mozambique were cut (2,340 km) Beira Road (825 km) To Durban via Lusaka (3,300 km) Beira and -
Mozambique 2019 EITI Report English
Independent Report of the Extractive Industries Transparency Initiative Year 2019 Extractive Industries Transparency Initiative │I2A Consultoria e Serviços Index Limitation of the Scope ................................................................................................................... 6 List of Acronyms and Abbreviations ................................................................................................ 7 Executive Summary ....................................................................................................................... 11 Introduction .................................................................................................................................. 13 1.1 Scope of Work and Methodology .......................................................................................... 13 1.2 Brief description of the 2019 Standard ................................................................................. 15 Profile of Mozambique .................................................................................................................. 20 Requirement 2 - Legal framework and tax regime, including the allocation of licenses and agreements ........................................................................................................................................... 23 3.1 Legal framework and fiscal regime (Requirement 2.1) ......................................................... 23 3.1.1 Main legal instruments ................................................................................................. -
Maputo, Mozambique Casenote
Transforming Urban Transport – The Role of Political Leadership TUT-POL Sub-Saharan Africa Final Report October 2019 Case Note: Maputo, Mozambique Lead Author: Henna Mahmood Harvard University Graduate School of Design 1 Acknowledgments This research was conducted with the support of the Volvo Foundation for Research and Education. Principal Investigator: Diane Davis Senior Research Associate: Lily Song Research Coordinator: Devanne Brookins Research Assistants: Asad Jan, Stefano Trevisan, Henna Mahmood, Sarah Zou 2 MAPUTO, MOZAMBIQUE MOZAMBIQUE Population: 27,233,789 (as of July 2018) Population Growth Rate: 2.46% (2018) Median Age: 17.3 GDP: USD$37.09 billion (2017) GDP Per Capita: USD$1,300 (2017) City of Intervention: Maputo Urban Population: 36% of total population (2018) Urbanization Rate: 4.35% annual rate of change (2015-2020 est.) Land Area: 799,380 sq km Roadways: 31,083 km (2015) Paved Roadways: 7365 km (2015) Unpaved Roadways: 23,718 km (2015) Source: CIA Factbook I. POLITICS & GOVERNANCE A. Multi- Scalar Governance Sixteen years following Mozambique’s independence in 1975 and civil war (1975-1992), the government of Mozambique began to decentralize. The Minister of State Administration pushed for greater citizen involvement at local levels of government. Expanding citizen engagement led to the question of what role traditional leaders, or chiefs who wield strong community influence, would play in local governance.1 Last year, President Filipe Nyusi announced plans to change the constitution and to give political parties more power in the provinces. The Ministry of State Administration and Public Administration are also progressively implementing a decentralization process aimed at transferring the central government’s political and financial responsibilities to municipalities (Laws 2/97, 7-10/97, and 11/97).2 An elected Municipal Council (composed of a Mayor, a Municipal Councilor, and 12 Municipal Directorates) and Municipal Assembly are the main governing bodies of Maputo. -