2023 Landlinked Zambia REPORT

Report: Land-Linked Zambia: A Transport & Logistics Event

23rd to 24th of March, 2023

"Leveraging on the impacts of the African Continental Free Trade Area (AfCFTA) for the African Transport & Logistics Industry”

Ministry of Transport & Logistics

Republic of Zambia

Land-Linked Zambia @2023: A Transport & Logistics Event

EXECUTIVE SUMMARY

The 2023 Land-Linked Zambia (LLZ) Conference recorded an impressive attendance of well-over 200 delegates and exhibitors from the transport and logistics industry, policymakers, regulators and other stakeholders from Angola, Botswana, Democratic Republic of Congo (DR Congo), Djibouti, Egypt, Mozambique, Namibia, South Africa, Tanzania, Zambia and Zimbabwe. The three (3) day event (22nd24th March 2023) began with a full-day golf tournament at Bonanza Golf Course and welcome reception at the Ministry of Transport and Logistics (MTL) headquarters on the first day, followed by the official opening, four (4) presentations and two (2) panel discussions on the second day and two (2) presentations and two (2) panel discussions on the third and last day of the 2023 LLZ Conference and Exhibition. Conference proceedings and the exhibition took place in the main hall of the Mulungushi International Conference Centre (MICC) in Lusaka. The Minister of Transport and Logistics, Hon. Frank Museba Tayali officially opened the event on Thursday 23rd March 2023. The event was also spiced by a golf awards ceremony on the first day and concurrent exhibitions by various domestic and foreign participating organisations during the last two (2) days.

Various topics were discussed during panel discussions. Presentations were also made in line with the theme of the Conference and Exhibition. The topics of the panel discussions and presentations were:

• Leveraging AfCFTA Under a Unified Trade Regime (presentation)

• Best Practice for PublicPrivate Partnerships (PPPs) for National and Regional Development (presentation)

• Unlocking the Potential of Positioning Zambia as an Aviation Hub (panel discussion)

• Role of Transport Sector in Re-Positioning Destination Zambia (panel discussion)

• Vehicle and Asset Financing (presentation)

• Port Operations in Facilitating Transport and Logistics (presentation)

• Benefits of Domesticating TTTFP Model Laws, Policies, Regulations and Standards in the Tripartite Region (panel discussion)

• Efficient Border Management in a Simplified Trade Regime (STR) (panel discussion)

• Importance of Transport and Logistics in the Manufacturing Sector

countries should prioritise the transport and logistics sector in order to enhance efficiency and competitiveness.

Zambia stands to benefit from continental integration and a connected transport and logistics sector due to its central geographical local. Several trade corridors pass through Zambia (and Zambia could take advantage of this): Beira, Dar-es-Salaam, Maputo and Walvis Bay transport corridors. In order for this to happen and deepen intraAfrican trade, there is need to address customs delay, poor road transport infrastructure, cold-chain facilities etc. Zambia should ensure effective implementation of its AfCFTA Implementation Strategy to ensure stimulation of production facilities and supply-chains.

Minister of Transport and Logistics Hon. Frank Tayali, MP at the Grindrod Stand

EXECUTIVE SUMMARY

Best Practice for PublicPrivate Partnerships (PPPs) for National and Regional Development

The following are key benefits of PPPs in the transport and logistics sector:

• Unlocking regional and international trade

• Job creation and skills and technology transfer

• Modernisation of the transport and logistics infrastructure

• Economic valuecreation.

The ingredients of a successful PPP arrangement in the transport and logistics sector include the following attributes:

• If a country has mining or agricultural companies, customers are key in order to unlock value for the country

• Agreed framework in the form of a master plan. Typically, these are long-term plans and should define the parameters of engagement and expectations for each party

• Collaboration driven by mutually-beneficial objectives at the onset

• Cost-effective and efficient export solutions

• Sufficient duration and security of tenure that allows both the public and

operationalise the transport and logistics assets

• Community development and access to the export markets

Unlocking the Potential of Positioning Zambia as an Aviation Hub

Through the 2019-2028 National Transport Policy (NTP), the Government of the Republic of Zambia (GRZ) envisions a “sustainable, efficient, safe and integrated transport system capable of making Zambia a regional transport hub”. Achievements of this vision are considered as some of the key milestones towards the successful implementation of the national economic development aspirations as enshrined in the Eighth National Development Plan (8NDP).

The aviation sector has been growing steadily due to the:

• Adoption and effective implementation of policies aimed at liberalising the use of the African airspace

• Promotion of free movement of goods and people

• Creating a competitive environment to promote economic development of air transport

• Increased passengers and air cargo traffic

effectiveness and efficiency

• Enhanced capacity in the aviation sector

• Promoting transparent stakeholder collaboration This session discussed reforms that Zambia has undertaken such as an improved business environment and investment climate to ensure business competitiveness and increased investments aimed at boosting economic development. The panellists discussed Government reform programmes and activities to create a stable and predictable macroeconomic framework. The discussion also highlighted the ease of doing business and why businesses should invest in Zambia.

Role of Transport Sector in Re-Positioning Destination Zambia

Transport is a key element in the development of the tourism industry in any destination. Travel time is an important element in making travel decisions, especially in international tourism. In November 2022, the Ministry of Tourism (MoT) and the Zambia Tourism Agency (ZTA) launched a short-term strategy aimed at increasing the footfall into the destination.

Ushers receiving delegates at the registration desk

EXECUTIVE SUMMARY

In achieving the ambitions of the strategy, the intra-African tourism services market has been identified as an emerging source market that will, in the post-pandemic era, be key in the recovery and sustainability of the sector. The cost of travel strongly influences demand. Therefore, in order to be competitive, transport infrastructure as well as the mobility of travellers within the destination have to be key factors in the transformational agenda of the tourism sector. The tourism sector requires wellorganised terminals and planned schedules in road, rail, water and air as well as self-travel options that are safe and cost-effective.

Vehicle and Asset Financing

Commercial banks facilitate trade through motor vehicle and asset financing, movable assets, tractors, manufacturing plants etc as long as the asset is not a fixed building. The asset being procured is used as collateral hence easier for the borrower to access financing. This kind of financing unleashes potential to facilitate economic growth and creating capacity in the transport and logistics space. Commercial banks invest in opening up markets and

support the cash-flow side of businesses.

Port Operations in Facilitating Transport and Logistics

The Namibian Ports Authority (NamPort) is an enabler for transportation and trade facilitation etc for regional economic development. Namibia has two (2) ports: Lüderitz and Walvis Bay. Walvis Bay is the bigger of the two (2) and has an annual capacity to handle 750’000 MT of cargo. A commercial container has recently been constructed in the south port and the Government of Namibia is looking at expanding port development and upgrade to the north port. Walvis Bay services various countries including Botswana, DR Congo, Zambia and Zimbabwe (20 percent of the goods that are processed through Walvis Bay originate from or are destined for Zambia). The port of Lüderitz normally provides services to mining companies operating in the northern part of South Africa.

Benefits of Domesticating TTTFP Model Laws, Policies, Regulations and Standards in the Tripartite Region

The lack of an integrated and liberalised road transport

challenges to road safety and durability. This session sought to discuss how to address the numerous obstacles to trade through the implementation of harmonised road transport policies, laws, regulations, systems and standards that affect drivers, loads, vehicles and road infrastructure in the Member States of the tripartite region. It also discussed and highlighted the development process and best ways to implement the harmonised transport policies, laws, regulations and standards for efficient crossborder transport and transit networks, transport and logistics services, systems and procedures.

Efficient Border Management in a Simplified Trade Regime

Recognising that trade is an important element contributing to the socioeconomic development of the nation (as a whole), Zambia (being a landlinked country, surrounded by eight (8) countries) has been striving to introduce and implement a sound border management system which is able to encourage infrastructure development, facilitation of the physical movement of goods and persons across and overcome current and emerging NonTariff Barriers (NTBs) at all the border cross points.

Zambia @2023: A Transport & Logistics Event

EXECUTIVE SUMMARY

The session sought to highlight the complex nature of the requirement for efficient border management, interagency coordination and collaboration, physical infrastructure development, simplification and harmonisation of processes and procedures of trade documentation, simplification and harmonisation of processes and procedures related to means of transportation and / or the drivers. The session also explored emerging NTBs that impede trade and transportation.

Importance of Transport and Logistics in the Manufacturing Sector

There are strong linkages between transport and logistics and manufacturing sectors. However, the challenge is that domestic truckers are not as competitive as foreign transporters (hence manufacturers often engage

comparatively cheaper foreign transporters, poor road transport infrastructure impacts delivery times. Further, monthly reviews and adjustments to fuel pricing affects business planning and decision-making. On the other hand, however, GRZ efforts aimed at streamlining and harmonising border procedures and processes in order to reduce the cost of doing business are commendable.

Role of Transport and Logistics in Economic Development

The transport sector plays a major role in the economic development of the country. It is essential for both export and import trade. Zambia is surrounded by 10 countries plus one (1): including Burundi, Rwanda and South Africa. Burundi and Rwanda are essential for the marine transport component. Marine transport also caters for eastern parts of DR Congo and western

service markets in the Great Lakes region. In terms of market access, Zambia has an advantage of easier access to the COMESA and SADC market than other Member States. But there is need for concrete transport infrastructure. This is the main disadvantage for road links in the country. Hence transporters need a lot of support from authorities. There is also need to upgrade the Zambian railway sector in order to compete favourably in the region. Support to businesses is required. There is need to address and reduce the cost of transportation and time delays and embark on effective regional coordination. The PPP arrangement for the LusakaNdola Dual Carriageway is commendable. However, there is need for capacity building of public officers to address management deficiencies and road safety issues. Being landlinked, there are several opportunities for Zambia.

Attendees interacting with Minister of Transport and Logistics Hon. Frank Tayali

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

TOPIC OF DISCUSSION OR PRESENTATION

Unlocking the Potential of Positioning Zambia as an Aviation Hub

ISSUES RAISED ACTION BEING TAKEN / PROPOSED RECOMMENDATIONS

Current state of the aviation sector as Zambia enters the AfCFTA:

• Economic transformation pillar of the 8NDP identifies tourism as a driver and transport and logistics as an enabler

• Though aviation sector looks bright in terms of development, growth and investment opportunities, safety and security issues remain challenging

• National Transport Master Plan (NTMP) and National Air Traffic Master Plan (NATMP) have been developed

• Zambia re-established its national airline (to harness the potential and take advantage of travel opportunities)

• ZCAA grants fifth (5th) freedom to air carriers, supports air partnerships and innovations and collaborations (tenets of the Yamoussoukro Decision)

• Value-chain actors such as tour operators, car hire firms etc should fully utilise infrastructure that has been created

• ZCAA supports implementation of the Yamoussoukro Decision through the SAATM to realise the vision of the AfCFTA

Opportunities and how Zambia is prepared for increased traffic and growth in aviation services:

• Zambia has and operates four international airports as the main gateways into and out of the country

Opportunities and benefits of operating from 14 airports (four (4) international airports and 10 provincial airports) in Zambia:

• Growth in the number of airlines coming into the country

• So many challenges and constraints in the airline industry, but sector is appreciative of the 2023 LLZ Conference and Exhibition which showcases several experiences and allows for the exchange of best practice

• Transit time between international and domestic flights is a big constraint to the Zambian airline industry

• Recent infrastructure upgrade at all the four international airports has enabled more efficient and better passenger and cargo and freighthandling

• ZACL has taken over operations of 10 provincial aerodromes (out of which seven (7) are operational)

Challenges should be addressed if making Lusaka an aviation hub has to be realised:

• Address issues pertaining to congestion and capacity constraints

• Address exorbitant airport fees and steep airfares (review and revise the tax structure)

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

Opportunities and challenges as Zambia Airways (2014) Limited transitions into the AfCFTA:

• Zambia Airways (2014) Limited is now fullyresurrected and there are a lot of opportunities with a new business paradigm

• Zambia Airways (2014) Limited is set to facilitate trade between Zambia and the rest of COMESA and SADC regions

• Lusaka’s geographical location is ideal for aviation business (as hub) as it lies within 1’000 nautical miles of 11 regional capitals

• Zambia Airways (2014) Limited is looking to increase traffic from Zambia to the region and vice versa

• Volume is the greatest challenge (essentially economies of scale)

LCCI is advocating for Lusaka to become an investment and trade hub. However, quality of customer service is key to making Lusaka more attractive and ideal

• There is need to bring more passengers to the airline

• Company requires incentives to the travelling public (such as incentives for first-time passengers with the airline)

Livingstone has one domestic flight per day, while Victoria Falls in Zimbabwe receives five domestic flights. With this scenario, how is Zambia going to develop and grow tourism?

• Livingstone’s throughput is on the lower side than Victoria Falls due to existing tourism market dynamics Are costings favourable in terms of passenger and cargo coming into and going out of Zambia?

• Industry goal is to ensure that everyone is entitled to affordable fees and rates

• Cost of the airfare is affected by external fundamentals (several taxes are charged)

• Fewer flights go into Mfuwe International Airport (MIA)

• LCCI is ready to assist the aviation sector in order to improve customer service provision

• ZACL has an ongoing programme of skills development or skills improvement for airport frontline staff

ZACL is looking at the possibility of collaborating with stakeholders to effectively market Livingstone as an ideal tourism destination

• Stakeholders such as Ministry of Tourism (MoT), Zambia Tourism Agency (ZTA), Tourism Council of Zambia (TCZ))

Zambian authorities should consider coming up with targeted airline incentives in order to grow and increase passenger and cargo traffic and numbers

• Tax regime should be looked into by the Government

• Benchmark fuel utilisation and sustainable fuel consumption

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

What is being done to operationalise Mbala airport in order to develop and grow tourism in the Northern Circuit?

What is being done to address the cost of jet A1 fuel?

• Cost of jet A1 fuel is high or steep due to the component of taxes

• Mbala airport is still in transition from a military to civilian airport and operations will only commence once this process is completed

Factors that contribute to high fuel price have already been identified and Government is already looking into addressing these issues:

• Government has stopped transporting crude oil from Dares-Salaam to Ndola and is now transporting refined diesel or comingled fuel

The Role of the Transport Sector in Re-Positioning

Destination Zambia

• While some tourist products are now fully-developed and matured, others are still underdeveloped and not packaged to improve or enable great tourist experience

• Zambia has 60 waterfalls, but these are not yet packaged as unique competitive tourist products etc

• Implement measures recommended in the Tourism Master Plan which speaks to the diversification of tourism products, connection of tourism circuits etc and relationships between and among various players in the tourism value-chain

• Tourism Master Plan gives impetus to improving connectivity by river or sea, air, road or railway etc

• How does Zambia facilitate the entry of tourists into the country?

• Collaboration between various Government agencies and ministries is essential

• Airports should be considered and treated as the main distribution points

• How is landing time of international flights linked to existing domestic flight schedules to various destinations across the country?

• How should the road network be? Runways at the aerodromes and airports?

• Zambia is not doing well in road infrastructure development due to long periods of lack of maintenance or rehabilitation despite the formulation of the National Transport Master Plan (NTMP)

• Connectivity within and between the various tourism circuits is needed

• Enhanced and improved tourism promotion and marketing is required

• Good transport system and connectivity for a competitive Zambia as an ideal tourism destination is needed

• Effective transport system is critical and essential for improved tourist arrivals in Zambia and a competitive tourism and travel sector

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

• How long will the finalisation of formalities to make Mbala airport a civilian airport going to take in order to boost tourism in the Northern Circuit?

• Infrastructure development in the Northern Circuit such as road and power development are ongoing

• $150 million World Bank loan through the Improved Rural Connectivity Project (IRCP) is being applied towards road development

• Government is also contemplating to partner private sector operators that are interested in constructing an anchor hotel or MICE facility in the Northern Circuit

• What is being done to promote marine transportation in the Northern Circuit?

• Create an enabling environment for foreign operators to partner with Zambian vessel owners

• Zambia needs to do more in the area of marine and inland waterways

• But there is also need for mindset change in order for Zambians to start considering water as an alternative means of transportation

• How are Zambian stakeholders going to work together to ensure that, Lusaka becoming an aviation hub in Southern Africa, is actualised?

• Government and private sector should work together to unlock tourism business potential in the Northern Circuit and other tourism circuits across the country

• Promote and market domestic tourism in addition to addressing the cost of doing business

• Are there incentives that extend to the transport sector targeting roads that lead to tourism sites?

• Government will give priority to economic roads and determine the appropriate mode of financing (such as through PPP arrangements)

• No specific incentives in the road sector are offered. However, Government has a special arrangement with African Parks.

1: Summary of Issues Discussed in the Panel Discussions and Presentations

Vehicle and Asset Financing: Stanbic Bank (Zambia) Limited

Presentation

Lack of access to finance for procuring assets to facilitate trade

• Stanbic Bank (Zambia) Limited facilitates trade through motor vehicle and asset financing, movable assets, manufacturing plants, tractors etc as long as the asset is not a fixed building

• Asset being procured is used as collateral hence easier for the borrower to access financing

• Type of financing unleashes potential to facilitate economic growth and create capacity in the transport and logistics space

Limited or lack of working capital

How does Stanbic Bank (Zambia) Limited make the work of transport and logistics businesses better?

The biggest worry of businesses with borrowing is the cost of financing i.e. the level of interest rates:

• Interest rates are a factor of a number of fundamentals prevailing in the market of the commercial banking sub-sector

• Competitive market that is driven by various business and economic fundamentals

• Truck bought with loan financing is cheaper than one bought through vehicle and asset financing

Are all products procured with financing of Stanbic Bank (Zambia) Limited insured?

• Bank also supports the cashflow side of businesses

• Facilitation of trade through motor vehicle and movable asset financing

• Support with cashflow for working capital needs

• There is need for PPPs to facilitate for the reduction in the cost of funds

• If a high-capital intensive product is structured as short-term, it becomes more expensive than when structured long-term

• Insurance is essentially used to reduce the risk associated with transportation

• Insurance is a critical component of motor vehicle and asset financing portfolio of Stanbic Bank (Zambia) Limited

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

Port Operations in Facilitating Transport and Logistics: NamPort Presentation

What does the Namibian Ports Authority (NamPort) do in transport and logistics?

NamPort is an enabler for transportation and trade facilitation etc for economic development

What are Namport’s facilities and capabilities at the Port of Walvis Bay?

• Commercial container terminal harbour was recently constructed at a total cost of N$4 billion (in the south port) with an annual capacity to handle 750’000 MT worth of cargo

• Some terminals are operated by private companies

• Government of Namibia is now looking at developing the northern port

 Contractor has completed Phase 1 of construction of the bulk liquid terminal

 Investment opportunities are available in the north port of the Walvis Bay harbour

What are NamPort’s facilities and capabilities at the Lüderitz Port?

• Caters for mining companies that operate in the northern part of South Africa

• Smaller in scale or scope compared to the port of Walvis Bay and has a throughput of 3 million MT of annual cargo

What is the regional and global connectivity of the Ports of Walvis Bay and Lüderitz?

Both Walvis Bay and Lüderitz have links to major global economic shipping routes and regional transportation routes such as those leading into Zambia, DR Congo, Botswana, South Africa and Zimbabwe

Merchandise that is handled through the Port of Walvis Bay

• Approximately 20 percent of the goods that are processed and handled through Walvis Bay are destined for or originate from Zambia (most of which are copper cathode exports)

• Remainder of the goods are destined for or originate from Namibia, Botswana, South Africa and DR Congo

Are some of the container terminals at the Port of Walvis Bay primarily for businesses in Zambia?

• Walvis Bay has dry ports out of which Zambia has been allocated an area

• Similar allocations have been made for Botswana, DR Congo, South Africa and Zimbabwe

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

Port Operations in Facilitating Transport and Logistics: NamPort Presentation

What does the Namibian Ports Authority (NamPort) do in transport and logistics?

NamPort is an enabler for transportation and trade facilitation etc for economic development

What are Namport’s facilities and capabilities at the Port of Walvis Bay?

• Commercial container terminal harbour was recently constructed at a total cost of N$4 billion (in the south port) with an annual capacity to handle 750’000 MT worth of cargo

• Some terminals are operated by private companies

• Government of Namibia is now looking at developing the northern port

 Contractor has completed Phase 1 of construction of the bulk liquid terminal

 Investment opportunities are available in the north port of the Walvis Bay harbour

What are NamPort’s facilities and capabilities at the Lüderitz Port?

• Caters for mining companies that operate in the northern part of South Africa

• Smaller in scale or scope compared to the port of Walvis Bay and has a throughput of 3 million MT of annual cargo

What is the regional and global connectivity of the Ports of Walvis Bay and Lüderitz?

Both Walvis Bay and Lüderitz have links to major global economic shipping routes and regional transportation routes such as those leading into Zambia, DR Congo, Botswana, South Africa and Zimbabwe

Merchandise that is handled through the Port of Walvis Bay

• Approximately 20 percent of the goods that are processed and handled through Walvis Bay are destined for or originate from Zambia (most of which are copper cathode exports)

• Remainder of the goods are destined for or originate from Namibia, Botswana, South Africa and DR Congo

Are some of the container terminals at the Port of Walvis Bay primarily for businesses in Zambia?

• Walvis Bay has dry ports out of which Zambia has been allocated an area

• Similar allocations have been made for Botswana, DR Congo, South Africa and Zimbabwe

• Transporters of goods normally engage with operators of these dry ports in the southern port of Walvis Bay

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

Are bulk facilities being used for the importation of fuel for both Namibia and regional markets?

• Bulk facilities are primarily used for the importation of fuel commodities for the Namibian market

• Occasionally, importation is done for the regional market (for countries such as Zimbabwe)

Benefits of Domesticating

TTTFP Model Laws, Policies, Regulations and Standards in the Tripartite Region

How are goods transported to and from the ports of Lüderitz and Walvis Bay from source countries and to their final destinations? Road or rail transport?

Tripartite Transport and Transit Facilitation Programme (TTTFP) covers three Regional Economic Communities (RECs): COMESA, EAC and SADC:

• Designed to address transport and trade barriers through the implementation of harmonised road transport policies, laws, regulations, systems and standards that affect drivers, loads, motor vehicles and road infrastructure in the COMESA, EAC and SADC Member States

• Non-Tariff Barriers (NTBs) are numerous

• Transportation of merchandise to and from the ports of Lüderitz and Walvis Bay is done by road

• Rail transportation is an alternative (but only accounts for 10 percent of the total cargo or freight)

Most of the countries that subscribe to the TTTFP are landlocked and land-linked. The following have been developed:

• Two (2) principal agreements:

 Vehicle load management agreement

 Multilateral cross-border Road Transport Agreement

• Five (5) model laws:

 Vehicle load management model law

 Cross-border road transport model law

 Road traffic model law

 Road traffic and transport transgression model law

 Transportation of dangerous goods by road model law

COMESA Secretariat develops model laws upon which Member States decide whether to adopt and domesticate or not

Process of adoption and domestication of TTTFP principal agreements and model laws will commence after the Council of Ministers have approved, and the Heads of State Summit has endorsed the Council of Ministers’ decision:

• Countries such as Zambia and Uganda have already commenced with the process of domestication of the TTTFP model laws and principal agreements

• Member States are free to commence the process of adoption and domestication before the Council of Ministers’ decision and endorsement by the Heads of State Summit

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

EU has promised an additional €12 million to support with the implementation of the five

(5) TTTFP model laws and two

(2) principal Road Transport Agreements (RTAs) by the tripartite Member States

Challenges of the TTTFP:

• Bringing tripartite region to a minimum level of compliance

• Dimension methodology used for motor vehicle load management

• Communication challenges between the various regional weighbridge authorities

• Timeframe, process and speed of domestication

• Language barriers: Arabic, English, French and Portuguese

Tripartite Member States should not delay the process of ratification and domestication of the TTTFP model laws and principal agreements in order to benefit from the follow-up EU support

The challenges could be resolved through the following:

• Adoption of the principal agreements and model laws by the Council of Ministers (CoM) and Heads of State Summit (HoSS) and accelerated domestication by Member States

• Standardisation of weighbridges in the COMESA, EAC and SADC region

• Provide specific incentives for accelerated domestication of the principal agreements and model laws

• Engagement of permanent translators: Arabic, English, French and Portuguese

Zambia is in the process of implementing the AfCFTA, but what is the link between the TTTFP and the AfCFTA or continental integration?

• COMESA, EAC and SADC are RECs which are the building blocks for the AU or African Economic Community (AEC)

• AU assumed and adopted instruments from all the eight RECs in Africa including tripartite instruments at the time it was established

• Yamoussoukro Decision in the aviation sector was informed by COMESA instruments

• Focus and aim is to facilitate travel and increase trade in the region and on the continent

What are the challenges hindering roll-out, full implementation and operationalisation of the TTTFP?

These include:

• Harmonisation of various frameworks such as the vehicle load management

• Language and cultural differences

• Lack of differentiation in the goods produced in the region hence the low intra-African trade

• Low value-addition hence most of the intra-African trade is in the form of primary goods

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

Despite the existence of bilateral agreements in the past, transporters have faced challenges with access to markets in the region primarily due to corridor matters. What difference will the TTTFP bring?

• Adoption and domestication of the two principal agreements will supersede bilateral road transport agreements (RTAs)

• Corridor management institutions will be required to ensure that regulations are implemented to improve activities in the corridors (for corridor management efficiency) and also in order to address corridorspecific issues

• Corridor authorities will implement the regulations, policies and standards on behalf of Member States

Shouldn’t an Africa-wide programme be considered since there is now the AfCFTA in order to realise the dream of Cairo to Cape?

• Additional EU support of €12 million is aimed at ensuring that the TTTFP is replicated to other parts of Africa or to make sure that it is rolled out to the rest of the continent

• Meeting will be held in early April 2023 in South Africa and another one in Arusha, Tanzania to discuss and agree on the next steps of the TTTFP and prepare for it to be rolled out to the rest of the African continent

Are there other programmes that are aimed at creating linkages between different modes of transport such as aviation, rail, water and road to ensure synchronisation etc?

AU Agenda 2063 consists mainly of two (2) programmes:

• SAATM is aimed at liberalising the air transport market for the whole African continent and incorporate aspects of the Yamoussoukro Decision

• African Integrated High-Speed Railway Network which is aimed at linking all African capital cities with the high-speed railway network

Stakeholders in the road transport sector are eager to see changes regarding obstacles in the region. What measures are being taken at COMESA Member State-level to ensure that

• Main role of the COMESA Secretariat is to provide technical and professional recommendations, but each Member State is sovereign and is free to accept or reject such recommendations

• COMESA Secretariat does not have an enforcement mechanism, but only encourages, advises, negotiates, benchmarks etc

• Previously, Member States were encouraged to domesticate and implement COMESA resolutions through incentives under the Regional Integration Support Mechanism (RISM)

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

Despite the existence of bilateral agreements in the past, transporters have faced challenges with access to markets in the region primarily due to corridor matters. What difference will the TTTFP bring?

• Adoption and domestication of the two principal agreements will supersede bilateral road transport agreements (RTAs)

• Corridor management institutions will be required to ensure that regulations are implemented to improve activities in the corridors (for corridor management efficiency) and also in order to address corridorspecific issues

• Corridor authorities will implement the regulations, policies and standards on behalf of Member States

Shouldn’t an Africa-wide programme be considered since there is now the AfCFTA in order to realise the dream of Cairo to Cape?

• Additional EU support of €12 million is aimed at ensuring that the TTTFP is replicated to other parts of Africa or to make sure that it is rolled out to the rest of the continent

• Meeting will be held in early April 2023 in South Africa and another one in Arusha, Tanzania to discuss and agree on the next steps of the TTTFP and prepare for it to be rolled out to the rest of the African continent

Are there other programmes that are aimed at creating linkages between different modes of transport such as aviation, rail, water and road to ensure synchronisation etc?

AU Agenda 2063 consists mainly of two (2) programmes:

• SAATM is aimed at liberalising the air transport market for the whole African continent and incorporate aspects of the Yamoussoukro Decision

• African Integrated High-Speed Railway Network which is aimed at linking all African capital cities with the high-speed railway network

Stakeholders in the road transport sector are eager to see changes regarding obstacles in the region. What measures are being taken at COMESA Member State-level to ensure that there is an agreed timeframe for accelerated implementation of model laws?

• Main role of the COMESA Secretariat is to provide technical and professional recommendations, but each Member State is sovereign and is free to accept or reject such recommendations

• COMESA Secretariat does not have an enforcement mechanism, but only encourages, advises, negotiates, benchmarks etc

• Previously, Member States were encouraged to domesticate and implement COMESA resolutions through incentives under the Regional Integration Support Mechanism (RISM)

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

Despite the existence of bilateral agreements in the past, transporters have faced challenges with access to markets in the region primarily due to corridor matters. What difference will the TTTFP bring?

• Adoption and domestication of the two principal agreements will supersede bilateral road transport agreements (RTAs)

• Corridor management institutions will be required to ensure that regulations are implemented to improve activities in the corridors (for corridor management efficiency) and also in order to address corridorspecific issues

• Corridor authorities will implement the regulations, policies and standards on behalf of Member States

Shouldn’t an Africa-wide programme be considered since there is now the AfCFTA in order to realise the dream of Cairo to Cape?

• Additional EU support of €12 million is aimed at ensuring that the TTTFP is replicated to other parts of Africa or to make sure that it is rolled out to the rest of the continent

• Meeting will be held in early April 2023 in South Africa and another one in Arusha, Tanzania to discuss and agree on the next steps of the TTTFP and prepare for it to be rolled out to the rest of the African continent

Are there other programmes that are aimed at creating linkages between different modes of transport such as aviation, rail, water and road to ensure synchronisation etc?

AU Agenda 2063 consists mainly of two (2) programmes:

• SAATM is aimed at liberalising the air transport market for the whole African continent and incorporate aspects of the Yamoussoukro Decision

• African Integrated High-Speed Railway Network which is aimed at linking all African capital cities with the high-speed railway network

Stakeholders in the road transport sector are eager to see changes regarding obstacles in the region. What measures are being taken at COMESA Member State-level to ensure that there is an agreed timeframe for accelerated implementation of model laws?

• Main role of the COMESA Secretariat is to provide technical and professional recommendations, but each Member State is sovereign and is free to accept or reject such recommendations

• COMESA Secretariat does not have an enforcement mechanism, but only encourages, advises, negotiates, benchmarks etc

• Previously, Member States were encouraged to domesticate and implement COMESA resolutions through incentives under the Regional Integration Support Mechanism (RISM)

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

How can the two agreements and five model laws of the TTTFP be adopted and domesticated by tripartite Member States ahead of the adoption by the Council of Ministers and official signing and endorsement by the Heads of State Summit in order to counter the delays?

• There is need to ensure that the TTTFP multilateral agreements and model laws are adopted and domesticated by tripartite Member States since TTTFP delays will continue before adoption and endorsement by the CoM and HoSS

• This will lead to seamless adoption, domestication and commencement of implementation by Member States

Though the multilateral agreements and model laws are not yet adopted, they are good and progressive. But when is the adoption, domestication and implementation going to happen?

• Many tripartite Member States are not waiting for the official adoption, signing and endorsement of the model laws and multilateral agreements

• Zambia made amendments to the Road Traffic Act No.11 of 2022 based on the TTTFP model legal framework as the best way to govern the road transport subsector

• Model legal framework has introduced demerit points for erring drivers and penalties will be instituted once a certain threshold of points is accrued

How about maritime and inland waterways agreements, is there anything for the region and at continental level?

• SADC is the lead REC on road transport or TTTFP issues

• COMESA leads on railway transport matters for the region

• IOC has taken the lead on maritime transport (and inland waterways)

• New programme aimed at linking the Mediterranean Sea with Lake Victoria via Nile River is being supported by the African Development Bank (AfDB)

Will there be successful adoption, domestication and implementation of the TTTFP multilateral agreements and model laws?

• RECs are confident that TTTFP multilateral agreements and model laws will be adopted, domesticated and implemented

• TTTFP multilateral agreements and model laws will change the way the road transport sub-sector operates in the region

• Harmonised regional road transport sub-sector will not only benefit Zambian road transporters, but others in the transporters as well

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

Discussing Efficient Border Management in a Simplified Trade Regime

Focusing on interagency coordination, what are the requirements for efficient border management?

• Trade facilitation reforms should begin with the formulation of appropriate legal framework such as the Border Management and Trade Facilitation Act No.12 of 2018

• Lead agency in inter-agency collaboration and coordination should also be responsible for constituting Joint Border Committees (JBCs) for effective coordination

• Steering Committee (SC) of the National Trade Facilitation Committee (NTFC) should be led by a senior Government official such as the Secretary to the Cabinet

• Technical Committee of the NTFC should be co-chaired by the Ministry responsible for trade matters and customs authorities

• Establishment of a permanent NTFC secretariat to manage and coordinate trade facilitation issues

• Need for supportive hard and soft border infrastructure:

 Hard: good road network and other physical border infrastructure such as OSBPs

 Soft: coordinated approach to border management and trade facilitation: customs, immigration, agriculture, health, standards, security etc

What are the requirements of physical infrastructure such as physical OneStop Border Post (OSBP) or Two-Stop Border Post (TSBP)?

Are there initiatives the Government of the Republic of Zambia (GRZ) is currently undertaking or implementing to enhance border management efficiencies?

• Soft infrastructure is required for trade facilitation for not only goods being transported to their destination, but also for goods in transit

• Need for acceptability of the transit mode or transit points (hence there is need for revenue authorities to issue one transit bond which is acceptable to all other revenue authorities in the region in order to reduce the cost of doing business)

• Establishment of more OSBPs is being considered beyond what has already been established

• Consideration of Public-Private Partnerships (PPPs) to finance border infrastructure upgrade and improvement

• Development and implementation of a National Electronic Single Window (NESW) to improve coordination among the various border agencies and interaction with exporters and importers

• Introduction and establishment of a onepayment system via ZRA to reduce the cost of doing business

• Regular or periodic undertaking of Time Release Studies (TRS) or Time Measurement Studies (TMS) to identify challenges which are key for decision-making

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

What are the minimum border requirements to make it run more efficiently? What should be done to the legal framework to make it more enabling?

Why is it relevant to have a corridor management institution for the efficient management of borders?

• Appropriate legal framework such as an apex law i.e. the Border Management and Trade Facilitation Act No.12 of 2018

• Bilateral agreement between Governments of both adjoining states (such as Zambia and the neighbouring country)

• Imperative to have a central coordinating unit which is independent of external interference (which should be able to independently identify challenges and trade barriers along the transport corridor and at the border)

• Essential to have a corridor management in order to effectively needs of small-scale traders or SME businesses

Are there opportunities that could be exploited to enhance and make border operations and activities more effective and efficient?

One of the biggest barriers to effective and efficient border operations is the lack of transit bond:

• RECs could play a major role in ensuring that acceptable transit bonds to all Member State revenue authorities are issued

• Need for flexibility to enable the use of such a bond in countries where the truck is transiting before reaching its destination in order to reduce the cost of doing business

• However, Zambia is not currently implementing the Regional Customs Transit Guarantee (RCTG) Scheme

There are two electronic single windows both of which are currently not working. PreCovid-19, only one was non-functional. The private sector and / or users were subjected to training in readiness for the launch of both of these single windows, but nothing has come out of this. What are the delays to operationalise this? Zambia Revenue Authority (ZRA)? Ministry of Agriculture (MoA) and Ministry of Fisheries and Livestock (MFL)?

Queues at the Kasumbalesa Border Post are normally in excess of 6 km. What is Zambia, in collaboration with DR Congo, doing to address this perennial problem?

• NESW which is supposed to connect all border agencies in order to facilitate online clearance processes has already been developed

• However, only a few border agencies are connected to this platform due to the lack of appropriate IT equipment

• Government is looking at how best to equip all border agencies. Secretary to the Cabinet (SC) gave a directive to ensure implementation of reforms is fast-tracked and completed before the end of 2023

• Piloting, roll-out and full implementation of the electronic Certificate of Origin (E-CoO) is also being explored

• Undertaking of joint initiatives by Ministers of Trade in both Zambia and DR Congo to discuss, deliberate and address congestion issues at the Kasumbalesa TSBP and the possibility of establishing a OSBP

1: Summary of Issues Discussed in the Panel Discussions and Presentations

• Undertaking of joint initiatives by Ministers of Trade in both Zambia and DR Congo to discuss, deliberate and address congestion issues at the Kasumbalesa TSBP and the possibility of establishing a OSBP

• Before OSBP is established and launched, authorities directed border agencies to commence 24-hour operations: clearance and acquitting of documentation as well as release of trucks

• DR Congo does not have a relevant law to fast-track the establishment of a OSBP hence there is need for strong political-will to facilitate the development of appropriate legal framework

• Streamlining and harmonisation of customs procedures and processes to enhance clearing and processing efficiencies

There are remarkable changes at borders in Zambia, despite ongoing challenges. Are there measures and reforms that will be implemented to address these challenges?

• Infrastructure development at the Sakania Border Post in Ndola via a PPP arrangement using the Build, Operate and Transfer (BOT) mechanism is currently underway and is at an advanced stage

• Reforms and measures aimed at addressing shortcomings to the NESW (improving connectivity and migrating from TSBPs to OSBPs) are being considered

• Dialogue platforms to facilitate dialogue and information exchange among stakeholders in addition to advocacy for infrastructure development and policy reforms

• Engagement of insurance companies to issue transit bonds or provide insurance cover through the Regional Customs Transit Guarantee (RCTG) Scheme

• Advocacy with revenue authorities and other stakeholders in the value-chain to embrace reforms to facilitate trade and reduce the cost of doing business

• Support to the implementation of the Electronic Cargo Tracking System (ECTS) for effective border management

Importance of Transport and Logistics in the Manufacturing Sector: ZAM Presentation

Linkages between the manufacturing and transport and logistics sectors:

• Government efforts to streamline and harmonise border procedures in order to reduce the cost of doing business are commendable

Table 1: Summary of Issues Discussed in the Panel Discussions and Presentations

• Though linkages are very strong, Zambian manufacturers prefer to use foreign-owned outbound trucks on the basis of cost

• Poor state of road infrastructure and volatile and unpredictable fuel pricing mechanism (which affects effective business planning)

• Government should explore measures that could be instituted to stabilise the cost and pricing of fuel (in order to make the cost of doing business more predictable)

Role of Transport and Logistics in Economic Development: ZACCI Presentation

Transport and logistics sector plays a vital role in the economic development of the country and is essential for facilitating export and import trade:

• Marine and inland waterways sub-sector has been overlooked

• Poor road infrastructure is the main challenge in transportation sector

• Taking advantage of Zambia’s geographical advantage, there is need to consider Tanganyika Marine Services for purposes of servicing markets in the Great Lakes region

• But there is need for infrastructure development to facilitate competitive market access

• Embark on the implementation of other transport-related interventions from authorities

• There is need to upgrade and revamp the railway sector in order for businesses to compete favourably in the region

• Address and reduce the cost of transportation and delays and embark on effective and more efficient regional coordination

The second LLZ Conference took place over a three (3)-day period from Wednesday 22nd to Friday 24th March 2023, beginning with the Golf Day on 22nd March and finishing off with simultaneous exhibitions and conference proceedings in the Main Hall of the MICC from 23rd to 24th March 2023. Proceedings were moderated by three (3) people, beginning with Ms Jacqueline Saidi Chishimba, Director for Strategic Communication and Partnerships at the PublicPrivate Dialogue Forum (PPDF), on the first day of the Conference and supported by Ms Mulemwa Moongwa, CEO for the MICE Academy and Dr Emmanuel Sampa,

Assistant Director (Road and Rail) at the MTL. The event was planned, organised and conducted by Africast Limited in-conjunction with the MTL. The second LLZ Conference and Exhibition was held under the theme “Leveraging on the Impacts of the AfCFTA for the African Transport and Logistics Industry”. The event commenced with pre-registration, a golf tournament (The Transport and Logistics Corporate Golf Day) and welcome reception (Welcome Cocktail and the 2023 LLZ Golf Prize Giving Ceremony) at the MTL headquarters in Lusaka. The golf tournament (and prizegiving ceremony) was held

at Bonanza Golf Course, Ciela Resort in Lusaka. Participants were drawn from various sectors of the Zambian economy: public and private sectors and well as development agencies and Civil Society Organisations (CSOs), as well as other delegates drawn from various parts of the continent: Angola, Botswana, DR Congo, Djibouti, Egypt, Mozambique, Namibia, South Africa, Tanzania and Zimbabwe. Other international participants came from Australia and United Kingdom (UK). In addition to the twoday conference proceedings, there were various exhibitions within the venue of the conference.

Entrance at Mulungushi Conference Center, Venue for Land-Linked Conference 2023

OBJECTIVES OF THE 2023 LAND-LINKED ZAMBIA CONFERENCE AND EXHIBITION

The Conference and Exhibition objectives were:

• Provide a platform for all stakeholders in the transport and logistics sector on how to provide optimum, effective and efficient transportation and logistics solutions to improve service delivery to better respond to the needs of users of the transport and logistics system whilst championing ethical and sustainable business practices through transparency

• Promote the supply-chain architecture, infrastructure,

equipment and materials including the labour resource capital

• Provide a platform for national and regional dialogue on transport and logistics as an enabler for socio-economic development

• Serve as a forum for discussion and information exchange on the implementation of policy, strategy and technology applications for all aspects and modes of transportation

• Debate and discuss better cooperation and engagement between the public and private

sectors, identify challenges and discuss solutions and formulate appropriate action plans

OFFICIAL OPENING OF THE CONFERENCE

Conference proceedings commenced with the arrival of the Minister of Transport and Logistics, Hon. Frank Museba Tayali, MP. He toured the exhibitor booths within the Main Hall of the MICC. The 2023 exhibitors included local and foreign companies as well as service providers, commercial banks, business associations, development

finance institutions (DFIs) and trade facilitation institutions. The official proceedings commenced just after 10 a.m. with opening remarks from the Director of Ceremonies, Ms Chishimba. She welcomed all the delegates, soon after which an instrumental rendition of the national anthem was played. After the national anthem was played,

Ms Chishimba indicated that she came from the PPDF after which she gave a brief overview of the PPDF mechanism. This was followed by various speeches, which were delivered by some of the dignitaries.

Hon. Frank Museba Tayali, MP. Minister of Transport and Logistics

WELCOME REMARKS: AFRICAST LIMITED

The welcoming remarks were delivered by Mr Chimwemwe Nyirenda, Managing Director for Africast Limited. He welcomed all the delegates and exhibitors from all the participating countries: Zambia, Angola, Botswana, Djibouti, DR Congo, Egypt, Mozambique, Namibia, Tanzania, Zimbabwe, Australia and UK. He informed the delegates that Africast Limited has been in existence for 15 years and has been involved in MICE with the main aim

of providing a platform for conversations among various stakeholders.

Africast Limited is already involved in organising other events in agriculture and tourism. The 2023 LLZ Conference and Exhibition is the second edition, and the event has grown in scope and significance. The organisers visited various countries in order to secure international participation at the 2023 LLZ Conference and Exhibition. Mr Nyirenda expressed gratitude

to the MTL for the opportunity accorded to Africast Limited to showcase the LLZ Conference and Exhibition for the second consecutive year.

15 Years of Managing Professional Conferences, Exhibitions and Business Events!

Chimwemwe Nyirenda Managing Director - Africast

Land-Linked Zambia @2023: A Transport & Logistics Event

Leveraging AfCFTA Under a Unified Trade Regime: Zambia Development Agency

The keynote address was provided by Ms Jessica Chombo, Director for Investment Promotion at the Zambia Development Agency (ZDA), on behalf of Mr Albert Halwampa, Director General. She stated that the ZDA was honoured to have partnered with the Africast Limited team to organise and conduct an international conference for transport and logistics stakeholders. She indicated that increased intra-African trade has impact on transport and logistics.

The AfCFTA aims to create a single market hence there is need for an efficient transport and logistics system and mechanism. There are various transport corridors (including Beira, Dar-es-Salaam, Walvis Bay and the North-South Corridor through Durban) which run through Zambia that are essential for improved transportation and increased trade. Apart from promoting increased intra-African trade, the ZDA facilitates investment in the transport and logistics and other sectors.

Ms Jessica Chombo Director for Investment Promotion ZDA

Interactions at ZDA exhibition booth

REMARKS: AFREXINSURE

The remarks were delivered by Mr Jonas Mushosho, Principal Officer and Financial Services Expert at Afrexinsure, a subsidiary of the Africa ExportImport Bank (Afreximbank). He reminded the delegates that the 2023 LLZ Conference and Exhibition was taking place against the backdrop of the Ukrainian-Russian war and conflict which has resulted in erratic supplyshocks, global inflation, increased commodity prices, creating a potential debt crisis among some Africa countries and a potential global economic recession. Land-locked countries such as Zambia, Botswana, Malawi and Zimbabwe have been the worst-hit and affected. Out of the 32 land-locked countries in the world, 16 are found in Africa. Socio-economic development of landlocked developing countries continues to be severely hampered by factors such as the lack of territorial access to the sea, distance to overseas markets, numerous border crossing points, complicated transit procedures, poor infrastructure and high transit costs.

Ever since the establishment of the World Trade Organisation (WTO), the creation of the AfCFTA has formed the largest Free Trade Area (FTA) in terms of participating and Member States. Continental trade under the AfCFTA commenced in January 2021 (the AfCFTA has established a single market with a projected population of 1.7 billion people and $6.7 trillion in consumer and industry spending by 2030). The United Nations Conference on Trade and Development (UNCTAD) estimates that the AfCFTA might contribute to increased intra-African trade by as much as 33 percent and at the same

time reducing continental trade deficit by some 51 percent.

However, in order to fully enjoy the benefits of the AfCFTA, there is need to overcome significant infrastructure challenges being faced by the continent in the transport and logistics sector. According to a United Nations Economic Commission for Africa (UNECA) study of 2021, investment in the transport and logistics sector is essential in order to facilitate Trade in Goods (TiG) and is predicted to gain at least 25 percent of intraAfrican trade gains in services and over 40 percent of the increase in services production in Africa. It is envisaged that all means of transportation will record increased traffic flows. However, in order to generate and record gains from the AfCFTA, coordinated regional infrastructure projects is needed. Therefore, it is crucial to address the urgent need for funding and developing suitable infrastructure and services in Africa to promote transport connectivity across the continent.

Afreximbank is key to various continental initiatives in the context of accelerating implementation of the AfCFTA, through the promotion of intra-African trade, industrialisation and export development and providing trade finance. It has rolled out several initiatives and products in order to stimulate Africa’s economic transformation. These include the Africa Trade Gateway (ATG) which is a digital super platform comprising digital solutions such as the Pan-African Payment and Settlement System (PAPSS), KYC due diligence repository (MANSA ), Trade Information Portal (TIP) and Trade

Regulations Information

Portal (TRIP). Others are the AfCFTA Adjustment Fund, the Africa Collaborative Transit Guarantee Scheme (ACTGS), Trade Enabling Infrastructure (TEI), the Export Trading Companies Initiative (ETCI), Global Facility for Intra-Champs (GFIC), Automotive Programme (AP), Creative Africa Nexus (CANEX) programme, industrial parks and Export Processing Zones (EPZs), African Quality Assurance Centres (AQACs) / Quality Infrastructure Programme (QIP), African Medical Centre of Excellence (AMCE), Afreximbank Guarantee Programme (AfGAP), supplychain financing products and the Intra-Africa Trade Fair (IATF) among others.

Some of the Afreximbank programmes, products and initiatives include the following:

• Bank’s commitment to financing intra-African trade is reflecting in the share of the Bank’s portfolio relating to IAT direction of trade growing to 28 percent in 2021 against a target of 24 percent set in 2016, when the share was only around 3 percent. Approximately $20 billion worth of support of intraAfrican trade and investments was disbursed during that period, and Afreximbank’s target is now to grow that to $40 billion.

Mr Jonas Mushosho Principal Officer and Financial Services Expert - Afrexinsure

Recognising that the new trade regime created by the AfCFTA may create short-term challenges for some state parties, in order to address the costs associated with the AfCFTA and maximise the benefits, Afreximbank and the AfCFTA Secretariat have been mandated by the African Union (AU) Assembly to establish and operationalise the AfCFTA Adjustment Fund. The costs under the Adjustment Fund are estimated at $10 billion and Afreximbank has already committed $1 billion. The Adjustment Fund will also support projects and transactions aimed at addressing challenges related to infrastructure, industrialisation, Regional Value-Chains (RVCs), retooling, re-skilling etc

• AfCFTA Secretariat and the Bank signed a Fund Management Agreement on 9th February 2022 and the AfCFTA Adjustment Fund is hosted in Kigali following the signing of the Host Country Agreement with the Republic of Rwanda on 10th March 2023 in Kigali, paving the way for the establishment of the requisite governance structures that will support the operationalisation of the Fund

• Afreximbank also made tremendous investments in the conceptualisation and development of a Pan-African Payment and Settlement System (PAPSS), which was endorsed by the AU Heads of State as a key instrument to support of the AfCFTA. The PAPSS will help Africans to pay for cross-border trade in national currencies and reduce the use of foreign currency in settling intra-Africa trade thereby potentially boosting intra-African trade by at least 40 percent. It will help the continent to save over $5 billion annually in intraregional payment charges paid to non-Africa entities

and reduce intra-regional payment delays. The PAPSS was launched on 13th January 2022

• Bank partnered with the International Trade Centre (ITC) to launch the “How to Export with AfCFTA Training Programme”. The programme was developed to support operationalisation of the AfCFTA and to equip businesses with the skills to seize the export opportunities presented by the new trading environment. ITC and Afreximbank have made the programme’s online platform (to all 55 AU Member States) to ensure that previously marginalised groups including women and youth have access

• Bank developed and commenced implementation of its Export Trading Companies Strategy (ETCS) which provides financing and trade facilitation services to facilitate the emergence and expansion of Export Trading Companies (ETCs) across the continent as lead institutions to assist Small and Medium Enterprises (SMEs), informal cross-border traders and also large companies to participate in regional and international trade and global value-chains. Afreximbank also developed a model regulatory framework which will be included in the AfCFTA

• Intra-African Trade Fair (IATF): $32.6 billion worth of deals were generated and realised in 2018, attracting over 2’500 delegates and over 1’000 exhibitors from 45 countries. In 2021, despite the on-setting of the Covid-19 pandemic, $42.1 billion was realised, attracting over 32’541 participants (12’985 people attended in person and 19’556 participated virtually, via the IATF virtual platform) and over 1’501 (in person and virtually) exhibitors from 69 countries (46 African countries). The 2023 IATF will take place in

Ivory Coast between 21-27 November 2023:

 Freedom of transit and adequate transit facilities are crucial for the overall development of landlocked developing countries. Transit costs add to already high transportation costs in Africa, and this affects intra-African trade and industrialisation ($450 per truck per day). For example, 1’262 shipments from one (1) African country in Southern Africa to another country in the same region, would today require 64’362 documents to conclude, which equates to 758’462 pages. This is clearly not sustainable and is a key factor causing the crippling delays experienced in moving goods across African borders. In order to address the transit challenges, Afreximbank has developed the African Collaborative Transit Guarantee Scheme (ACTGS). The ultimate objective of the ACTGS is to allow goods to move freely within RECs or throughout the continent under a single technologyenabled continental bond. This is expected to have significant boost in intra-African trade volumes as bottlenecks at borders are eliminated

 Afreximbank, in collaboration with the AfCFTA Secretariat, has been working with the COMESA Secretariat to pilot the scheme before it is rolled out to the whole continent. The aim is to provide a single Continental Transit Guarantee Scheme (CTGS). The Bank signed the Instrument of Accession to the Inter-Surety Agreement for the Implementation of the COMESA Regional Customs Transit Guarantee / Bond Agreement to implement the scheme. The Bank has set aside $1 billion for the entire continent of which $200 million is earmarked for the COMESA region.

Report: Land-Linked Zambia @2023: A Transport & Logistics Event

Discussions are at the final stage for a transit facility agreement in favour of the Zambia Customs and Forwarding Agents Association (ZCFAA) for affordable transit bonds to facilitate cross-border trade. It sets the stage for the implementation of the Afreximbank African Collaborative Transit Guarantee Scheme (AACTGS), a programme designed to facilitate the smooth transit of goods across Africa through a continent-wide single technology-enabled transit guarantee scheme. The Transit Guarantee Scheme is expected to lead to cost-savings of more than $300 million per year. The implementation of the continental scheme will be supported by other trade facilitation measures aiming to mitigate the risks associated with transit like the Regional Electronic Cargo Systems (RECG) and e-seals to secure, monitor and secure cargo in transit

 Bank also established

Afrexinsure, a subsidiary of the Afreximbank, which is an insurance management services company offering specialty insurance solutions for trade and trade-related investments across Africa.

AfrexInsure is a single-entry point for a business’s specialty insurance needs and assist in optimally managing its risks.

AfrexInsure offers:

 Focal point for specialty insurance solutions and ensuring that the rightfit insurance solutions are secured

 Vital insurance solutions for trade and traderelated investments across Africa

 Access to quality, bestin-breed specialty insurance

 Tailor-made specialty insurance solutions

 African knowledge and risk expertise by leveraging its presence across the African continent and deep understanding of the African market

The following are some examples of the insurance solutions that Afrexinsure

offers: cargo, construction, operations and energy.

Afreximbank recommends that African businesses engage them to discuss the various products on offer and programmes of Afreximbank and all its subsidiaries.

Afreximbank is steadfast in its commitment to promoting intra-African trade and investment. To that end, the organisation is prepared to collaborate with others in the public or private sector to ensure that adequate resources (both financial and non-financial) are in place, allowing for both adaptations to the world’s ongoing turbulence amid global crises and success in the new business environment brought about by the AfCFTA. It’d be beneficial for African stakeholders to participate in the 2023 IATF. Registrations could be made on https:// www.intrafricantradefair.com/

MANSA repository provides a single source of primary data for conducting customer due diligence checks on counterparties in Africa. The repository contains database of African entities who contribute their KYC/CDD information and are published after

Zambia @2023: A Transport & Logistics Event

BEST PRACTICE FOR PPPS FOR NATIONAL AND REGIONAL DEVELOPMENT: GRINDROD LIMITED

The remarks were delivered by Mr Xolani Mbambo, Chief Executive Officer (CEO) for Grindrod Limited. In his presentation, Mr Mbambo informed the conference that Grindrod Limited was a Johannesburg Stock Exchange (JSE)-listed company with subsidiaries, joint ventures and other associated companies in several African countries. The company mainly focuses on creating the most costeffective and efficient solutions to move cargo across trade corridors (by road, rail, air and water).

The 2023 LLZ Conference and Exhibition seeks to uplift public sector’s logistics network and capabilities while also supporting private sector’s interest to fund, commercialise and operationalise the logistics network. The following are

key benefits of Public-Private Partnerships (PPPs) in the transport and logistics sector:

• Unlocking regional and international trade

• Job creation and skills and technology transfer

• Modernisation of the transport and logistics infrastructure

• Economic value-creation

The ingredients of a successful PPP arrangement in the transport and logistics sector include the following attributes:

• If a country has mining or agricultural companies, customers are key in order to unlock value for the country

• Agreed framework in the form of a master plan. Typically, these are long-term plans and should define the parameters of engagement and expectations for each party

• Collaboration driven by

mutually-beneficial objectives at the onset

• Cost-effective and efficient export solutions

• Sufficient duration and security of tenure that allows both the public and private sectors to build and operationalise the transport and logistics assets

• Community development and access to the export markets

Grindrod Limited has been part of the design and implementation of these ingredients which has proved to be a winning formula and approach. Through subconcessions and concessions, the company has been able to achieve volume growth on exports of bulk material (from 2.5 million to 26.7 million MT) in South Africa.

Mr Xolani Mbambo Chief Executive Officer - GRINDROD

TRANSPORT AND LOGISTICS PERSPECTIVES: COMESA SECRETARIAT

The insights on regional perspectives in transport and logistics were provided by Dr Dev Anand Haman, Assistant Secretary General at the COMESA Secretariat. Dr Haman reminded the delegates that there was need for mindset change from “land-locked” to “landlinked” in Zambia and the rest of the COMESA region. Zambia is surrounded by eight (8) neighbouring countries and is a Member State of other economic initiatives: such as COMESA, SADC and AfCFTA. The Regional Economic Communities (RECs) such as COMESA, SADC and the continental AfCFTA were established to promote regional integration through trade and development of human and natural resources and ensure the seamless movement of people and goods. However, there is need to address the barriers to regional integration. Hence the existence of RECs. The COMESA Secretariat develops policies in order to remove barriers to the movement of people and trade. The aim is to enable the free movement of people and seamless flow of goods. The money should be channelled to the private sector (engine of economic growth). The private sector should create jobs and contribute to national and regional economic growth and development.

Transport and logistics plays an important role in the movement of goods and people. The transport and logistics sector is also important for the growth and development of tourism and travel (hence the importance of air transport or the aviation sector). The

create jobs.

Dr Dev Anand Haman Assistant Secretary General - COMESA Secretariat

Secretary, Mr Frederick Mwalusaka, invited the Minister of Transport and Logistics, Hon. Frank Museba Tayali, to deliver his speech and officially open the 2023 LLZ Conference and Exhibition.

In his remarks, Hon. Tayali expressed honour and privilege at officiating the second edition of the LLZ Conference and Exhibition. The Minister welcomed all the delegates (both local and foreign) to Zambia and the 2023 LLZ Conference and Exhibition. He also recognised Africast Limited for organising a conference of this magnitude in conjunction with the MTL. The Minister thanked all sponsors and exhibitors from Zambia, COMESA, EAC and

Exhibition a reality. Further, he thanked all the delegates for finding time to participate in the second edition of the LLZ Conference and Exhibition.

The transport and logistics sector is a precursor, enabler and catalyst for economic growth and development in the region. By providing the physical networks and services upon which the economy and society depends for the movement of people and goods, transport facilitates business and consumer access to markets and services, promotes economic diversification and regional integration and thereby supports growth of the wider economy.

The 2023 theme seeks to address the impact of the

as the elimination of tariffs on goods and addressing non-tariff obstacles to intraregional and inter-African trade and ultimately create a continental single market with the free movement of labour and capital. Increased trade definitely results in increased demand for transport services and infrastructure at all levels. Therefore, there is need for the tripartite region (COMESA, EAC and SADC) to harness this opportunity that seeks to integrate the region with ultimate beneficiaries being citizens. A developed transport and logistics sector will, undoubtedly, benefit the youth and women in rural areas as well as support the development of SMEs and promote the overall industrialisation of Africa.

The conference deliberations will cover in-depth topics such as “Unlocking the Potential Positioning of Zambia as an Aviation Hub, Optimisation and Interoperability of the Railway Network within the Tripartite Region, Benefits of Domesticating the Tripartite Transport and Transit Facilitation Programme (TTTFP) Agreements and Efficient Border Management in a Simplified Trade Regime”. The Minister was pleased to note that a special session on the movement of people had been included which would be spearheaded by the Ministry of Tourism (MoT) as the tourism sector is being repositioned.

The Minister reminded the Conference that President Hakainde Hichilema had challenged the mining sector to increase annual copper production from 830’000 MT to 3’000’000 MT per annum by 2031. This provides an unprecedented opportunity for the transport and logistics industry. The DR Congo has similar targets of copper production.

a land-linked country with immense potential and capacity in development opportunities. Zambia is strategically located to complement regional development plans, as the main link, of the corridor network in the tripartite region.

In recognising the fundamental role that transport networks and services play in Zambia’s as well as regional development, authorities in Zambia have seen the need to develop sustainable transport systems which align economic growth and environmental sustainability. The Minister stated that it was gratifying that all have recognised the significant opportunity that transport plays in Zambia’s economic and regional development.

The LLZ Conference and Exhibition is built as a regional platform for stakeholder engagement. The presence of sponsors, exhibitors and delegates at the 2023 LLZ Conference and Exhibition reaffirms Zambia’s unique positioning as the

appreciated the presence of all organisations that contributed to the successful hosting of this edition of the LLZ Conference and Exhibition. He also recognised the presence of the international delegations from Angola, Botswana, DR Congo, Djibouti, Egypt, Mozambique, Namibia, South Africa, Tanzania and Zimbabwe, as well as representatives from Australia and the UK.

He assured the delegates that the ZDA, which is mandated to facilitate investment promotions and trade development (working together with transport and logistics experts from the MTL) will be available to provide guidance on harnessing the various opportunities available in the transport and logistics sector. The Minister expressed interest to learn more about the collaborations that would generate from the 2023 LLZ Conference and Exhibition. With these remarks and wishing the delegates fruitful deliberations, Hon. Tayali declared the 2023 LLZ

VOTE OF THANKS: ZAMBIA CHARTERED INSTITUTE OF LOGISTICS AND TRANSPORT

After the ministerial speech to the Conference, Mr Rodgers Nkandu, Registrar and Chief Executive Officer (CEO) of the Zambia Chartered Institute of Logistics and Transport (ZCILT) gave a vote-of-thanks. He thanked the Minister for gracing the occasion. On behalf of Africast Limited, he extended gratitude to the dignitaries coming from various parts of Africa and other parts of the world. He thanked the organising team for the wonderful work undertaken in organising the

conference and exhibition. He also expressed gratitude to the delegates for their dedicated participation despite being busy and having other competing schedules.

He affirmed that logistics and transport experts and the private sector were committed to ensuring that the main objective of the African Continental Free Trade Area (AfCFTA) is realised. The AfCFTA vision is anchored on four (4) pillars in terms of seamless flow of

people, goods, capital etc. The ZCILT is excited that from deliberations held in 2022 regarding PPP frameworks, the Government has moved ahead with the construction of the Lusaka-Ndola Dual Carriageway under a PPP framework.

Report: Land-Linked Zambia @2023: A Transport & Logistics Event

PLENARY SESSIONS AND PRESENTATIONS

Unlocking the Potential of Positioning Zambia as an Aviation Hub

This session was moderated by Mr Rodgers Nkandu, Registrar and Chief Executive Officer (CEO) at the ZCILT and the panellists were:

1. Mr Mulonda, Director Flight Safety Standards at the Zambia Civil Aviation Authority (ZCAA)

2. Mr Joseph Mumbi, Director Airport Services at the Zambia Airports Corporation Limited (ZACL)

3. Ms Glyden Mungaila, Vice Chairperson, Board of Airline Representatives of Zambia (and also Country Manager for RwandAir Limited)

4. Mr Abiy Asrat Jiru, Chief Executive Officer (CEO) at Zambia Airways (2014) Limited

The panel discussion was based on responses to questions asked by the

building blocks of a strong aviation sector. The Global Aviation Safety Plan (GASP), Global Air Navigation Plan (GANP) and Global Aviation Security (GASeP) Plan which provide benchmark plans and strategies for IATA Member States including Zambia have been revised.

The ZCAA grants fifth (5th) freedom to air carriers, supports air partnerships and innovations and collaborations, all of which are tenets of the Yamoussoukro Convention. It supports implementation to realise the vision of the AfCFTA through the Single African Air Transport Market (SAATM). The future of the Zambian aviation sector looks bright in terms of development and growth and investment

Harry Mwaanga Nkumbula International Airport (HMNIA) in Livingstone and Mfuwe International Airport (MIA) in Mambwe district. All these four (4) are being targeted. Further, the ZACL has taken over operations of 10 provincial aerodromes (however, only seven (7) are currently operational and active). Therefore, Zambia is a key player in the international aviation or air global network. Opportunities arising from the AfCFTA will be seized and the ZACL is ready to establish Lusaka as a regional aviation or air services hub in Southern Africa. The organisation is also expected to handle increased numbers of arrivals and cargo handling. The KKIA is the flagship airport in Zambia.

• What are the opportunities and benefits of operating from 14 airports (four (4) international airports and 10 provincial airports) in Zambia?

In her response to this question, Ms Mungaila reported that there was growth in the number of airlines coming into the country. There is so much potential as so many neighbouring countries in the region are key players. There are so many challenges and constraints, but the Board of Airline Representatives of Zambia (BoARZ) is appreciative of the 2023 LLZ Conference and Exhibition which showcases several experiences and allows for the exchange of best practice. The Zambian airline industry is a beneficiary

• What are the opportunities and challenges as Zambia Airways (2014) Limited transitions into the AfCFTA?

In his response Mr Asrat-Jiru informed the conference that Zambia Airways (2014) Limited was now fullyresurrected and that there were a lot of opportunities with a new business paradigm. After experiencing the worst of the Covid-19 pandemic, there seems to be a bright future with immense opportunities. Zambia Airways (2014) Limited is set to facilitate trade between Zambia and the rest of COMESA and SADC regions. The geographical location for Lusaka is ideal. It lies within 1’000 nautical miles of 11 regional capitals. Hence Lusaka is a natural place for aviation business and is ideal to become an aviation hub. In view of this Zambia Airways (2014) Limited is looking to increase traffic from Zambia to the region and vice versa. The company is appreciative of the licences that have

been issued by the ZCAA. The company’s business approach is that it is not only about business, but also competition.

Zambia Airways (2014) Limited has already commenced regional flights and is working at leading the way. The company considers volume as the greatest challenge. Hence there is need to bring more passengers to the airline. This requires incentives to the travelling public (such as incentives for first-time passengers with the airline). From increased volumes, the company will achieve economies of scale. Hence Zambia Airways (2014) Limited is poised to utilise available capacity

• Lusaka Chamber of Commerce and Industry (LCCI) is advocating for Lusaka to become an investment and trade hub. However, the quality of customer service is key to making Lusaka more attractive and ideal. Zambia is competing against other service providers in Nairobi, Johannesburg and other capitals in the region etc. The LCCI is ready to assist the aviation sector in order to improve customer service provision.

In responding to this comment and observation, Mr Mumbi reported that the ZACL had taken note. He also informed the delegates that the ZACL had an ongoing programme of skills development or skills improvement for airport frontline staff

• Livingstone in Zambia has one (1) domestic flight per day, while Victoria Falls in Zimbabwe receives five (5) domestic flights. With this scenario, how is Zambia going to develop and grow

tourism?

In response Mr Mumbi outlined that Livingstone’s throughput is on the lower side than Victoria Falls due to existing tourism market dynamics. Hence the ZACL is looking at the possibility of collaborating with stakeholders to effectively market Livingstone as an ideal tourism destination (stakeholders such as Ministry of Tourism (MoT), Zambia Tourism Agency (ZTA), Tourism Council of Zambia (TCZ)) etc

• Are costings favourable in terms of passenger and cargo coming into and going out of Zambia?

In response, Ms Mungaila stated that the industry goal is to ensure that everyone is entitled to affordable fees and rates. However, the cost of the fare is affected by external fundamentals such as taxes. There are several taxes that are charged on the fare at exorbitant rates. The tax regime should be looked into. On the other hand, there are fewer flights going into Mfuwe. On a more positive note, there is now a transit desk at the KKIA that attends to international passengers that are connecting to domestic flights.

Further, the cost of jet A1 fuel is high or steep due to the component of taxes. The transit time between international and domestic flights is a big constraint to the Zambian airline industry. erminal 1 at the KKIA is currently being worked on. The facilities currently do not allow for the smooth transfer of bags from international to domestic flights. This needs to be addressed if making Lusaka an aviation hub has to be realised. This should apply to both domestic and international airlines.

Contributing to the earlier response, Mr Asrat Jiru stated that the Zambian aviation sector was full of opportunities. Therefore, making Lusaka a hub airport should look at addressing issues pertaining to congestion and capacity constraints. Since authorities have already invested in infrastructure, stakeholders are now looking at increasing passenger traffic. There has been a 100 percent increase in passenger traffic between Lusaka and Ndola. Zambia Airways (2014) Limited has created new travellers or passengers and also increased its efficiencies. On the other hand, however, airport fees are extremely high. A family of five (5) is required to pay at least ZMW 2’000 in airport-related fees to travel from Lusaka to Livingstone. Hence airport fees are much higher than road transport charges for the same distance or between Lusaka and Ndola for the same family of five (5). These costs negatively affect the aviation model of profit maximisation.

Notwithstanding these constraints, Zambia Airways (2014) Limited takes serious consideration of environmental issues through the efficient fuel utilisation. The airline is always benchmarking fuel utilisation and sustainable fuel consumption (without

prioritising profit at the expense of the planet). The airline industry in Zambia needs support in order to adequately incentivise customers

• Mbala airport is not operational and this has affected the development and growth of tourism in the Northern Circuit. What is being done to operationalise the Mbala airport? Further, what is being done to address the cost of jet A1 fuel?

In response to this observation and question, Mr Mumbi informed the conference that Mbala airport is still in transition from a military to civilian airport. Civilian aviation operations will only commence once this process is completed. This will only commence once minimum ZCAA requirements as well as flight procedures are met and satisfied.

The ZCAA has been lobbying the Government as an interested stakeholder to address the various stakeholder concerns. The picture looks good. Factors that contribute to high fuel price have already been identified. These can be addressed and Government is already looking into this. There is a

authorities are serious about addressing these issues.

Similar to the measure of addressing the price of diesel: Government has stopped transporting crude oil from Dar-es-Salaam to Ndola and is now transporting refined diesel or co-mingled fuel. The following closing remarks were made by each of the panellists:

• ZCAA is there to facilitate the implementation of the SAATM and make transportation, travel and logistics seamless across the continent to increase passenger traffic

• ZACL: stakeholders should support the ZACL. With the upgraded infrastructure at all the major airports, capacity to handle cargo, freight and passenger traffic has increased and improved

• BoARZ: there is need for targeted airline incentives in order to grow and increase passenger and cargo traffic and numbers. Flights are coming into Lusaka from all over the world, but there is need to increase and able to deliver

• ZA: Zambia is a champion of air freedom of travel or air traffic. However, this is not yet being utilised by all players in the value-chain such as tour operators, car hire firms etc in order to fully utilise the infrastructure that has been

TOURISM: THE ROLE OF THE TRANSPORT SECTOR IN RE-POSITIONING DESTINATION ZAMBIA

The session was based on a statement made by Mr Evans Muhanga, Permanent Secretary in the Ministry of Tourism (MoT). His reflections were based on experiences and successes of Zambia’s tourism and travel industry. Some products are now fullydeveloped and matured. Others are still underdeveloped and not packaged to improve or enable great tourist experience. Zambia has 60 waterfalls, but these are not yet packaged as tourist products to make them competitive with their uniqueness etc. Livingstone has various tourist products and packages such as the Victoria Falls, Mosi-oa-Tunya National Park, hotels, guesthouses and lodges, bungee jumping etc. The Tourism Master Plan speaks to the diversification of tourism products, connection of tourism circuits etc and relationships between and among various players in the tourism valuechain. It gives impetus to improving connectivity by

river or sea, air, road or railway etc.

The mighty Zambezi River flows or runs into the Victoria Falls. However, there is need to navigate, make connections and travel on the Zambezi River and ought to be linked to all the eight (8) neighbouring countries that surround Zambia and the SADC region at large. This would lead to and result into improved trade or trade facilitation. This will thrive and improve tourism. Conversations such as plenary discussions arising from the 2023 LLZ Conference and Exhibition should lead to actionable and implementable programmes and activities to ensure that there is improved movement of people and the flow of goods (essentially trade facilitation). How does Zambia facilitate the entry of tourists into the country? There is need for collaboration between various Government agencies and ministries. Airports should be considered and treated as the main

distribution points. How is landing time of international flights connected or linked to existing domestic flight schedules to various destinations across the country i.e. North and South Luangwa National Parks, Lower Zambezi National Park, Kafue National Park, Lochinvar National Park, Kasaba Bay, Nsumbu National Park, Ndole Bay etc. There is need for connectivity within and between the various tourism circuits. How should the road network be? Runways at the aerodromes and airports? There is need for enhanced and improved tourism promotion and marketing. Hence a good transport system and connectivity for a competitive Zambia as an ideal tourism destination is needed. An effective transport system is critical and essential for improved tourist arrivals in Zambia and a competitive tourism and travel sector.

Land-Linked Zambia @2023: A Transport & Logistics Event

FEEDBACK: COMMENTS, QUESTION AND ANSWER SESSION

The following feedback in form of comments and questions were received after the statement provided by Mr Muhanga:

• Two (2) ferries which transport about 100 people each travel from Mpulungu to Nsumbu. Local ferry transporters have been exploring the possibility of partnering with their Tanzanian counterparts but nothing has materialised yet. Despite the reluctance by Tanzanian ferry operators to partner with their Zambian counterparts, they have been coming to Zambia without any restrictions. There is need for Zambian authorities to put measures to restrict the entry of Tanzanian ferry operators into Zambian waters. Zambian authorities could draw lessons from Kenyan authorities who put up measures that compelled Tanzanian ferry operators to partner with their Kenyan counterparts

• How long will the finalisation of formalities to make Mbala airport a civilian airport going to take in order to boost tourism in the Northern Circuit? This has been going on for a long time. There is need to open up the marine sector in Mpulungu

• How are Zambian stakeholders going to work together to ensure that, Lusaka becoming an aviation hub in Southern Africa, is actualised?

• Are there incentives that extend to the transport sector targeting roads that lead to tourism sites?

The following responses were received and were based on the feedback: comments and questions:

• Mr Muhanga agreed with the observations. There have been developments

in the Northern Circuit such as road and power development. The New Dawn Administration has given impetus to this. Monitoring of the developmental projects has been done jointly by the Ministry of Tourism (MoT), Ministry of Fisheries and Livestock (MFL) and Northern Province Administration – Office of the President. In order to improve road connectivity countrywide, the Government has engaged the World Bank through the $150 million Improved Rural Connectivity Project (IRCP). Development of tourism circuits requires a lot or money. The Government is also contemplating to partner with the private sector that are interested in constructing an anchor hotel or MICE facility in the Northern Circuit. The Government established the PPDF to ensure there is continued dialogue between the public and private sectors on issues that affect business establishment, growth, development and competitiveness. There is need for the Government and private sector to work together to unlock tourism business potential in the Northern Circuit and other tourism circuits across the country. This is essentially the reason why the Government embarked on upgrading Kasama airport. Further, Government takes cognisance of the fact that there is need to have timelines to the implementation of programmes and activities. The New Dawn regime has committed a lot of financial resources to the tourism sector.

In terms of making Lusaka as an aviation hub, airlines come into Zambia and go to many other countries in order to make them

profitable. The choice of where these airlines operate from is essentially a business decision. Nonetheless, Zambians should get used to air transport as a means of transport or travel and doing business.

• Mr John Chiluwe, Assistant Director of Transport in the MTL reported to the conference that Zambia was not doing well in the area of road infrastructure development due to the long periods of lack of maintenance or rehabilitation. This is despite the formulation of the National Transport Master Plan (NTMP) which explores different modes of transport. Marine transport is not being used for transportation purposes. But it has been outlined in the NTMP. It has not been developed further as there were no available statistics. Further, the MTL has a dedicated Department of Marine and Inland Waterways. Zambia needs to do more in the area of marine and inland waterways. But there is also need for mindset change in order for Zambians to start considering water as an alternative means of transportation. The Road Sector Investment Programme (ROADSIP) has previously been implemented in Zambia under phases I and II and was funded by both Government and donors. Implementation of ROADSIP III which started some two (2) years ago will be completed soon. Going forward, the Government will give priority to economic roads and determine the appropriate mode of financing (such as through PPP arrangements). This will be an investment plan for 15 years (and NOT 10 years as has been in the past).

Land-Linked Zambia @2023: A Transport & Logistics Event

FEEDBACK: COMMENTS, QUESTION AND ANSWER SESSION

As already stated, the World Bank has been providing support through a 10-year loan Improved Rural Connectivity Project (IRCP). Three (3) years have already been implemented and will cover all the 10 provinces of the country. Tenders are being developed for a range of contracts: road development, periodic maintenance and rehabilitation for a period of three (3) to five (5) years. The Government will link suppliers of the road materials or producers and contractors with

local authorities targeting economic roads. Roads should be built in a more environmentally sustainable, durable and productive manner.

• There are no specific incentives in the road sector. However, Government has a special arrangement with African Parks . Areas where lodges are being planned to be constructed, authorities or the Department of National Parks and Wildlife (DNPW) will ensure that such areas are investment-ready. However, main roads are being developed under the

Ministry of Infrastructure, Housing and Urban Development (MIHUD).

Though there are no specific incentives through PPP arrangements, issues that could be done together and how the private sector benefits are being explored and considered. This will be considered under the ROADSIP III

VEHICLE AND ASSET FINANCING: STANBIC BANK (ZAMBIA) LIMITED PRESENTATION

This presentation was made by Mr Horis Ng’andu Mainza, Head of Vehicle and Asset Financing at Stanbic Bank (Zambia) Limited. Mr Mainza indicated that Stanbic Bank (Zambia) Limited facilitates trade through motor vehicle and asset financing, movable assets, tractors, manufacturing plants etc as long as the asset is not a fixed building. The asset being procured is used as collateral hence easier for the borrower to access financing. This kind of financing unleashes potential to facilitate economic growth and create

capacity in the transport and logistics space.

Trade Finance: Stanbic Bank (Zambia) Limited invests in opening up markets and procuring equipment for its clients. An appropriate department supports clients in accessing high quality products from China – this is done through the Trade Department. The Bank also supports the cash-flow side of businesses.

Stanbic Bank (Zambia) Limited owns a licensed insurance brokerage hence businesses have access to insurance products. The

Stanbic Bank insurance broker ensures that businesses get the best insurance deal possible. The Bank has invested in high quality expertise and capacity.

African Parks is non-profit conservation organisation that takes on direct responsibility for the rehabilitation and long-term management of protected areas in partnership with the Government and local communities. In Zambia, the organisation is involved in Bangweulu Wetlands, Liuwa Plain and Kafue National Park (KNP)

FEEDBACK: COMMENTS, QUESTION AND ANSWER SESSION

The following feedback, in terms of comments and questions, were received:

• How does Stanbic Bank (Zambia) Limited make the work of transport and logistics businesses better?

• Biggest worry of businesses with borrowing is the cost of financing i.e. the level of interest rates? What is your comment?

• Are all products procured with financing of Stanbic Bank (Zambia) Limited insured?

The following responses were provided by Mr Mainza:

• Interest rates are a factor of a number of fundamentals prevailing in the market of the commercial banking sub-sector. Hence there is need for PPPs to facilitate for the reduction in the cost of funds. It is a competitive market which is driven

by various business and economic fundamentals. A truck bought with loan financing is cheaper than one (1) bought through vehicle and asset financing. If a high-capital intensive product is structured as short-term, it becomes more expensive than when structured long-term • Insurance is essentially used to reduce the risk associated with transportation. It is a critical component of the motor vehicle and asset financing portfolio of Stanbic Bank (Zambia) Limited

Business Development

Manager of the Namibian Ports Authority (NamPort). The Namibian Ports Authority (NamPort) operates in the marine transport sub-sector and is registered and listed under the Public Enterprises Governance Act No.1 of 2019. Ongoing developments, operations, programmes and activities are based on the Strategic Intent for the period 2021-2026.

NamPort is an enabler for transportation and trade facilitation etc for economic development. The marine transport sub-sector contributes some five (5) percent to Namibia’s GDP. Namibia currently has two (2) main ports: Lüderitz and Walvis Bay.

Port of Walvis Bay

The port of Walvis Bay is made up of a 30-km stretch of natural break water of the pelican peninsula. A commercial container terminal harbour was recently constructed at a total cost of

annual capacity to handle 750’000 MT worth of cargo. The fishing harbour is on the north port. There are some terminals that are operated by private companies. The Government of Namibia (and NamPort) is now looking at developing the northern port. The contractor has completed Phase 1 of the construction of the bulk liquid terminal. More investment opportunities are available in the north port of the Walvis Bay harbour.

Port of Lüderitz

The port of Lüderitz largely caters for South African mining companies that operate in the northern part of South Africa. It is smaller in scale or scope compared to the port of Walvis Bay. It has a throughput of 3 million MT of annual cargo.

Regional and Global Connectivity

Both ports of Walvis Bay and Lüderitz have links to major global economic shipping routes as well as regional

DR Congo, Botswana, South Africa and Zimbabwe.

Exports and Imports

NamPort facilitates the export and import of various types of goods (for Namibia and neighbouring countries) through the ports of Walvis Bay and Lüderitz. NamPort facilitates economic growth in Namibia by enabling regional development and cross-border trade. It promotes the ports of Walvis Bay and Lüderitz as preferred routes for sea-borne trade between the SADC region, Americas, Asia and Europe. Approximately 20 percent of the goods that are processed and handled through the port of Walvis Bay are destined for or originate from the Republic of Zambia. Most of these goods are copper cathode exports. The remainder of the goods are destined for or originate from Namibia, Botswana, South Africa and DR Congo.

The following feedback in form of comments and questions were received from the delegates and answers were immediately provided by Mr Ndjadila:

• Port of Walvis Bay seems to be big. Are some of the container terminals primarily for businesses or companies in Zambia?

The port of Walvis Bay has dry ports and Zambia has been allocated an area. Similar allocations have been made for Botswana, DR Congo, South Africa and Zimbabwe. The transporters of goods normally engage with operators of these dry ports in the southern port of Walvis Bay. NamPort has

been looking for investors in container terminals. No allocations yet, have been in the northern port of Walvis Bay

• Are bulk facilities being used for the importation of fuel for both the Namibian and regional markets?

Bulk facilities are primarily used for the importation of fuel commodities for the Namibian market, but occasionally importation is done for the regional market (including countries such as neighbouring Zimbabwe)

• How are goods transported to and from the ports of Lüderitz and Walvis Bay from source countries and

to their final destinations? Road or rail transport?

Transportation of merchandise to and from the ports of Lüderitz and Walvis Bay is essentially done by road. Rail transportation is an alternative or another option (but this only accounts for at least 10 percent of the total cargo or freight)

BENEFITS OF DOMESTICATING TTTFP MODEL LAWS, POLICIES, REGULATIONS AND STANDARDS IN THE TRIPARTITE REGION

This session was principally based on a discussion by Mr Bernard Dzawanda, Senior Transport Economist at the COMESA Secretariat. Mr Dzawanda is responsible for regional issues pertaining to road, rail, aviation, maritime, inland waterways and pipeline transportation. Mr Dzawanda informed the delegates that the Tripartite Transport and Transit Facilitation Programme (TTTFP) covers three (3) Regional Economic Communities (RECs): COMESA, EAC and SADC. The TTTFP was designed primarily to address to address membership overlapping issues and in so doing address challenges through the implementation of harmonised road transport policies, laws, regulations, systems and standards that affect drivers, loads, motor vehicles and road infrastructure in the COMESA, EAC and SADC Member States. This is aimed at enabling the smooth flow of trade. There are agreed limits on cargo transportation, but also the TTTFP provides for a framework for load efficiency improvement and standardised transport mechanism. There are two (2) principal agreements that COMESA, EAC and SADC Member States are required to adopt:

• Vehicle load management agreement

• Multilateral cross-border Road Transport Agreement

(RTA)

The COMESA Secretariat develops model laws upon which Member States decide whether to adopt and domesticate or not. The process of adoption and domestication of TTTFP principal agreements and model laws will commence after the Council of Ministers have approved, and the Heads of State Summit has endorsed the Council of Ministers’ decision. Notwithstanding this process of finalising the adoption and endorsement, countries such as Uganda have already commenced with the process of domestication of the TTTFP model laws and principal agreements. Other Member States are equally free to commence with the process of adoption and domestication before the Council of Ministers’ decision and endorsement by the Heads of State Summit.

The African Union Commission (AUC) has adopted the TTTFP model laws as a benchmark for other RECs or regions in Africa. The European Union (EU) has also promised to provide an additional €12 million to support with the implementation of the five (5) TTTFP model laws and two (2) principal Road Transport Agreements (RTAs) by the tripartite Member States. Five (5) model laws have already been formulated

as the TTTFP winds up in May 2023, after which the region will be eligible for €12 million successor TTTFP or programme. The TTTFP was given an additional €3.5 million (in addition to the €18 million that the EU committed to the programme at inception) during the Covid-19 pandemic period. These additional finances were meant for the successful implementation of the Corridor Trip Monitoring System (CTMS) – the CTMS was aimed at managing people and goods movement during the Covid-19 pandemic (allowing cross-border road transport operators, drivers, regulators and law enforcement agencies to record and monitor driverwellness data such as Covid-19 test results).

Challenges of the TTTFP:

• Bringing all the Member States of COMESA, EAC and SADC to a minimum level of compliance (since the tripartite region has a large expanse or wide geographical area, different regulations, policies, systems, standards and language)

• Motor vehicle load management: methodology that is used for arriving at the dimensions. There is need to know vehicle dimensions, what is permissible and what is not etc in the country where the vehicle is travelling or passing.

The 5th Council of Ministers (CoM) meeting of the tripartite region (COMESA, EAC and SADC) was held virtually on Tuesday 28th March 2023 during which six (6) instruments relating to trade and customs were adopted: i) tripartite agreement on movement of businesspersons ii) annexes on elimination of import duties iii) trade remedies iv) rules of origin (RoOs) v) dispute settlement mechanism vi) Tripartite Free Trade Agreement (TFTA) protocol on competition policy. The CoM also adopted guidelines, manuals and working procedures developed on RoOs and technical barriers to trade (primarily comprising Sanitary and Phyto-Sanitary (SPS) matters and Non-Tariff Barriers (NTBs)). The other set of instruments adopted by the CoM relates to road transport: i) Vehicle load management agreement ii) Multilateral cross-border road transport agreement iii) Vehicle load management model law iv) Cross-border road transport model law v) Road traffic model law vi) Road traffic and transport transgression model law vii) Transportation of dangerous goods by road model law. In adopting these road transport instruments, the CoM applied the principle of variable geometry which allows the Member States that are not yet ready to apply them, to do so when they are ready. Out of the 22 tripartite Member States that have signed the TTTFP model laws and principal agreements, 11 (including Egypt, Uganda, Kenya, South Africa, Rwanda, Burundi, Botswana, Namibia, Eswatini, Zambia and Zimbabwe have already ratified it)

BENEFITS OF DOMESTICATING TTTFP MODEL LAWS, POLICIES, REGULATIONS AND STANDARDS IN THE TRIPARTITE REGION

Challenges of the TTTFP:

• Bringing all the Member States of COMESA, EAC and SADC to a minimum level of compliance (since the tripartite region has a large expanse or wide geographical area, different regulations, policies, systems, standards and language)

• Motor vehicle load management: methodology that is used for arriving at the dimensions. There is need to know vehicle dimensions, what is permissible and what is not etc in the country

where the vehicle is travelling or passing

• Regional weighbridge locational plan: once a motor vehicle or truck is weighed in one Member State, the results of this exercise ought to be communicated to other weighbridges on the route (of the transportation) within the tripartite region

• Other challenges associated with legal reforms relate to:

 Timeframe and the process of domestication / different legal systems among the Member States of

the three (3) RECs: COMESA, EAC and SADC

The 5th Council of Ministers (CoM) meeting of the tripartite region (COMESA, EAC and SADC) was held virtually on Tuesday 28th March 2023 during which six (6) instruments relating to trade and customs were adopted: i) tripartite agreement on movement of businesspersons ii) annexes on elimination of import duties iii) trade remedies iv) rules of origin (RoOs) v) dispute settlement mechanism vi) Tripartite Free Trade Agreement (TFTA) protocol on competition policy. The CoM also adopted guidelines, manuals and working procedures developed on RoOs and technical barriers to trade (primarily comprising Sanitary and Phyto-Sanitary (SPS) matters and Non-Tariff Barriers (NTBs)). The other set of instruments adopted by the CoM relates to road transport: i) Vehicle load management agreement ii) Multilateral cross-border road transport agreement iii) Vehicle load management model law iv) Cross-border road transport model law v) Road traffic model law vi) Road traffic and transport transgression model law vii) Transportation of dangerous goods by road model law. In adopting these road transport instruments, the CoM applied the principle of variable geometry which allows the Member States that are not yet ready to apply them, to do so when they are ready. Out of the 22 tripartite Member States that have signed the TTTFP model laws and principal agreements, 11 (including Egypt, Uganda, Kenya, South Africa, Rwanda, Burundi, Botswana, Namibia, Eswatini, Zambia and Zimbabwe have already ratified it)

BENEFITS OF DOMESTICATING TTTFP MODEL LAWS, POLICIES, REGULATIONS AND STANDARDS IN THE TRIPARTITE REGION

Challenges of the TTTFP:

• Bringing all the Member States of COMESA, EAC and SADC to a minimum level of compliance (since the tripartite region has a large expanse or wide geographical area, different regulations, policies, systems, standards and language)

• Motor vehicle load management: methodology that is used for arriving at the dimensions. There is need to know vehicle dimensions, what is permissible and what is not etc in the country where the vehicle is travelling or passing

• Regional weighbridge locational plan: once a motor vehicle or truck is weighed in one Member State, the results of this exercise ought to be communicated to other weighbridges on the route (of the transportation) within the tripartite region

• Other challenges associated with legal reforms relate to:

 Timeframe and the process of domestication / different legal systems among the Member States of the three (3) RECs: COMESA, EAC and SADC

 Languages: the tripartite region has four (4) main languages: Arabic, English, French and Portuguese. Hence the main focus is convergence, harmonisation and standardisation in order to reduce the cost of doing business (improved efficiencies) etc

The ensuing panel discussion was moderated by Mr Rodgers Nkandu, Registrar and CEO at the ZCILT. The panellists were Mr Dzawanda and Dr Emmanuel Sampa, Assistant Director (Road and Rail) in the MTL. The

moderator posed questions to which panellists responded. Additional questions were asked by delegates:

• Zambia is in the process of implementing the AfCFTA, but what is the link between the TTTFP and the AfCFTA or continental integration? The COMESA, EAC and SADC are Regional Economic Communities (RECs) which are the building blocks for the African Union (AU) or African Economic Community (AEC). When the AU was constituted, it assumed or adopted instruments from all the eight (8) RECs in Africa including tripartite instruments. The Yamoussoukro Agreement in the aviation sector was informed by COMESA instruments. The focus and aim is to facilitate travel and increase trade in the region and on the continent. Hence there are no differences between the TTTFP and the AfCFTA or between the tripartite and continental integration except with regards to the geographical scope.

• What are the challenges hindering roll-out, full implementation and operationalisation of the TTTFP?

The challenges that hinder the roll-out, full implementation and operationalisation of the TTTFP include:

 Harmonisation of various frameworks such as the vehicle load management

 Language and cultural differences

 Member States produce similar goods and products resulting in low intra-African trade

 Problem of low valueaddition (hence most of

the intra-African trade is in the form of primary goods or raw materials). There might be need for a regional framework to coordinate regional valuechains (RVCs) or facilitating the implementation of Memorandums of Understanding (MoUs) such as the MoU between Zambia and DR Congo for the manufacture of Electric Vehicle (EV) batteries

• In the past there have been bilateral agreements, but it is still a challenge for transporters to access markets in neighbouring countries with regards to the issue of corridor matters. What difference will the TTTFP bring?

There are two (2) principal agreements:

 Multilateral cross-border Road Transport Agreement (RTA)

 Vehicle load management agreement

If these are adopted and domesticated by Member States, both of these will supersede bilateral road transport agreements (RTAs). Bilateral road transport agreements (RTAs) are specific and only apply to two (2) countries.

Corridor management institutions will be required to ensure that regulations are implemented to improve activities in the transport corridors (for corridor management efficiency) and also in order to address corridor-specific issues. Corridor authorities will be required to implement the regulations, policies and standards on behalf of Member States. This will feed into the corridor register.

BENEFITS OF DOMESTICATING TTTFP MODEL LAWS, POLICIES, REGULATIONS AND STANDARDS IN THE TRIPARTITE REGION

• Shouldn’t we be talking about an Africa-wide programme since there is now the AfCFTA in order to realise the dream of Cairo to Cape?

As already outlined, the TTTFP has been allocated an additional €12 million for follow-up support activities in relation to the implementation or adoption and domestication of the two (2) agreements and the five (5) models laws by Member States (with the ultimate goal of ensuring that this is rolled out to the rest of the continent). The additional EU support is aimed at ensuring that the TTTFP is replicated to other parts of Africa or to make sure that it is rolled out to the rest of the continent. There will be a meeting in early April in South Africa and another one in Arusha, Tanzania to discuss and agree on the next steps of the TTTFP and prepare for it to be rolled out to the rest of the African continent

• Are there other programmes that are aimed at providing linkages between different modes of transport such as aviation, rail, water and road to ensure synchronisation etc?

At continental level, the AU Agenda 2063 consists of mainly two (2) programmes:

 Establishment of the SAATM which is aimed at liberalising the air transport market. Currently, there are Bilateral Air Services Agreements (BASAs) between any two (2) countries in Africa. The SAATM will cover the whole African continent and will incorporate aspects of the Yamoussoukro Decision. The EU is currently providing support to Eastern Africa, Southern Africa and the

Indian Ocean regions of Africa through the Support to Air Transport Sector Development (SATSD) programme which is aimed to operationalise the SAATM, improve and build capacities of aviation regulatory authorities and improve air navigation facilities. The programme is being implemented in some 30 Member States of five (5) of the eight (8) RECs in Africa: COMESA, EAC, IGAD, IOC and SADC

 African Integrated HighSpeed Railway Network: there will require establishment of the standard gauge as proposed by the African Union Development Agency (AUDA)-NEPAD. The Agenda 2063 intention is to link all African capital cities by the high-speed railway network. Kenya has been one of the standard gauge trendsetters on the continent. It has constructed a standard gauge railway line from Mombasa to Nairobi which will extend to the border with Uganda. However, all countries in Southern Africa are on the Cape gauge and South Africa alone has approximately 22’000 km while Zambia has some 1’300 km. Therefore, this is a great challenge

• Stakeholders in the road transport sector are eager to see changes regarding obstacles in the region. What measures are being taken at COMESA Member State-level to ensure that there is an agreed timeframe for accelerated implementation of model laws?

Member States of COMESA are the principals. The main role of the COMESA Secretariat is to provide

technical and professional recommendations, but each Member State is sovereign and is free to accept or reject such recommendations. The COMESA Secretariat does not have an enforcement mechanism, but only encourages, advises, negotiates, benchmarks etc. Previously, Member States were encouraged to domesticate and implement COMESA resolutions through incentives under the Regional Integration Support Mechanism (RISM)

The follow-up discussion on the topic was provided by Dr Emmanuel Sampa, Assistant Director who is in charge of the Road and Rail portfolios in the MTL. Dr Sampa informed the delegates that the process of TTTFP adoption and domestication has already commenced in Zambia.

He outlined the benefits of the two (2) agreements and the five (5) models. He stated that most of the countries that subscribe to the TTTFP are land-locked and land-linked. Therefore, Zambia is hopeful that other Member States of the tripartite region will adopt and commence the process of domestication. The lack of liberalised transport systems has posed various challenges. Non-Tariff Barriers (NTBs) are numerous. Transporters experience several other challenges. Hence the transport agreements and model laws are aimed at benefitting transporters and national economies. Zambia has signed nine (9) bilateral Road Transport Agreements (RTAs). This is monotonous and challenging hence the need for one (1) multilateral cross-border road transport agreement.

BENEFITS OF DOMESTICATING TTTFP MODEL LAWS, POLICIES, REGULATIONS AND STANDARDS IN THE TRIPARTITE REGION

There is need for the prioritisation of infrastructure development which should move together or follow the adoption and domestication of agreements and model laws. Zambia has been facing motor vehicle dimension challenges with Tanzania. Hence Zambian transporters, that fail to meet minimum Tanzanian specifications and requirements, are charged whenever they enter Tanzania.

The Heads of State of COMESA, EAC and SADC will endorse and sign the TTTFP multilateral agreements and model laws within 2023, after which the process of adoption and domestication will commence. The process of adoption and domestication, in each Member State (including Zambia), will commence with the two (2) agreements and the five (5) model laws going to the Ministry of Justice (MoJ), after which Cabinet will review and then submitted to Parliament for ratification. Implementation will commence soon after that. The follow-up panel discussion was moderated by Mr Rodgers Nkandu, Registrar and CEO at the ZCILT. The panellists were Mr Dzawanda and Dr Sampa, Assistant Director (Road and Rail) in the MTL. The moderator posed questions to which panellists responded. Followup questions were asked by delegates:

• How can the two (2) agreements and five (5) model laws of the TTTFP be adopted and domesticated by tripartite Member States ahead of the adoption by the Council of Ministers (CoMs) and official signing and endorsement by the Heads of State Summit

(HoSS) in order to counter the delays?

Ongoing TTTFP delays will continue through to the adoption and domestication of the regional legal instruments, before implementation can commence by individual Member States. Therefore, there is need to ensure that the TTTFP multilateral agreements and model laws are adopted and domesticated by tripartite Member States. This will lead to seamless adoption, domestication and commencement of implementation by Member States.

It is true that finalisation of the programme, adoption and domestication of the multilateral agreements and model laws has delayed. As originally agreed with the funders, EU, the programme should have ended two (2) years ago. However, this was affected by the emergence and escalation of Covid-19. The process started with technical experts followed by senior officers, at the level of Permanent Secretaries (PSs), followed by the Council of Ministers (CoMs). After the CoM, the process went to legal experts i.e. Ministers of Justice (MoJ). Hence all ministers have approved the two (2) multilateral agreements and the five (5) model laws. But the final seal will be made or done by the Tripartite Council of Ministers (T-CoMs) which will be done in the next few days, after which the Heads of State Summit (HoSS) will take place. Before this happens, some countries have already started the adoption and domestication process

• Though the multilateral

agreements and model laws are not yet adopted, they are good and progressive. But when is the adoption, domestication and implementation going to happen?

Many tripartite Member States are not waiting for the official adoption, signing and endorsement of the two (2) multilateral agreements and five (5) model laws. They have individually gone ahead with the adoption and domestication process. For instance, Zambia made amendments to the Road Traffic Act No.11 of 2022 based on the TTTFP model legal framework as the best way to govern the road transport sub-sector. Other countries have equally gone ahead. The model legal framework has introduced demerit points for erring drivers and penalties will be instituted once a certain threshold of points is accrued

• How about maritime and inland waterways agreements, is there anything for the region and at continental level? There are some programmes which deal with maritime and inland waterways issues, but the TTTFP was meant for road transport. The Contracting Authority (CA) for the TTTFP was SADC (road transport) on behalf of the other two (2) RECs. On the other hand, COMESA has been leading on railway transport, while the Indian Ocean Commission (IOC) has taken the lead on maritime transport (and inland waterways). A new programme aimed at linking the Mediterranean Sea with Lake Victoria via Nile River is being supported by the African Development Bank (AfDB)

BENEFITS OF DOMESTICATING TTTFP MODEL LAWS, POLICIES, REGULATIONS AND STANDARDS IN THE TRIPARTITE REGION

• Will there be a successful adoption, domestication and implementation of the TTTFP multilateral agreements and model laws?

RECs are confident that the TTTFP multilateral agreements and model laws will be successfully adopted, domesticated and implemented. This is because of the associated benefits of these model multilateral agreements and model laws (which are admired by the financiers (EU) and other RECs in Africa). Fast-mover countries that will adopt, domesticate and implement these agreements and model laws will benefit from the €12 million follow-up activities. The TTTFP multilateral agreements and model laws will change the way the road

transport sub-sector operates in the region.

Zambian authorities are optimistic that other countries or the tripartite Member States will adopt, domesticate and commence the implementation of the multilateral agreements and the model laws. Zambian authorities would like to have a harmonised regional road transport sub-sector in order for the country to benefit as a transport hub. This will not only benefit Zambian road transporters, but other transporters in the region as well

Zambia @2023: A Transport & Logistics Event

DISCUSSING EFFICIENT BORDER MANAGEMENT IN A SIMPLIFIED TRADE REGIME

This panel discussion was moderated by Dr Emmanuel Sampa, Assistant Director (Road and Rail), in the MTL and the panellists were:

1. Mr Lawrence Mwalye, Principal Economist in the Ministry of Commerce, Trade and Industry (MCTI)

2. Mr Eric Shimumbwe, Trade Facilitation Coordinator at the Walvis Bay Corridor Group (WBCG)

3. Mr Afolabi Obisesan, Senior Manager (Specialised Finance) at the African Export-Import Bank (Afreximbank), Cairo, Egypt

The panel discussion was based on questions from the moderator and additional questions from the delegates and these were:

• Focusing on inter-agency coordination, what are the requirements for efficient border management?

Zambia has been a member of the World Trade Organisation (WTO) since 1995 and signed the WTO Trade Facilitation Agreement (TFA) in 2015. This instituted and resulted in a series of trade facilitation reforms in Zambia, beginning with the formulation of an appropriate legal framework i.e. the Border Management and Trade Facilitation Act No.12 of 2018. This law is aimed at reducing the amount of time traders spend at the border. Inter-agency collaboration is key to enable trade facilitation. The lead agency in inter-agency collaboration and coordination is responsible for constituting Joint Border Committees (JBCs) in order to address challenges in a coordinated manner. The Border Security Committee (BSC) is responsible for ensuring that there is adequate security at the border or at border posts. At national level, the National Trade Facilitation

Committee (NTFC) comprises membership of several border management and trade facilitation institutions and is chaired by the Secretary to the Cabinet (SC). The SC is the most senior civil servant hence coordination is done at the highest level of Government. The Technical Committee (TC) is chaired by the Permanent Secretary (PS) in the Ministry of Commerce, Trade and Industry (MCTI) and cochaired by the Commissioner General (CG) for the Zambia Revenue Authority (ZRA). The NTFC is also supported by a Secretariat which coordinates and anchors activities of the Steering Committee (SC) and Technical Committee (TC). Hence the NTFC governance framework is in place and operational (addresses border management and trade facilitation issues using a coordinated approach at various levels of governance). It is important that both hard and soft border infrastructure gaps are addressed. Border infrastructure should be adequate. Soft infrastructure requires that there is a coordinated approach to border management and trade facilitation: customs, immigration, agriculture, health, standards, security etc. Hence there is need for a single window. There is need to ride on digital technology for pre-clearance, corridor monitoring, Time Release Studies (TRS), corridor observatories etc in order to pinpoint inefficiencies (in line with best practices such as experiences of Covid-19). Innovative processes, coordinated digital and electronic processes etc will ensure that delays are addressed etc (innovative issuance permits etc)

• What are the requirements of physical infrastructure

such as physical One-Stop Border Post (OSBP) or TwoStop Border Post (TSBP)? Soft infrastructure is required for trade facilitation for not only goods being transported to their destination, but also for goods in transit. This ought to be effectively monitored by revenue authorities. There is need for acceptability of the transit mode or transit points. This should be able to reduce the time spent on or at the border by goods in transit. Hence there is need for revenue authorities to issue one transit bond which is acceptable to all other revenue authorities in the region in order to reduce the cost of doing business. Afreximbank has positioned itself to assist Governments in addressing this challenge in order to facilitate trade and thus reduce the cost of doing business

• Are there initiatives the Government of the Republic of Zambia (GRZ) is currently undertaking or implementing to enhance border management efficiencies? The OSBP requires appropriate infrastructure in both adjoining states (Zambia and the neighbouring country). The infrastructure should be able to accommodate authorities from both states (Zambia and the neighbouring country) in order to facilitate export and import trade. There are four (4) OSBPs in Zambia: Chirundu, Kazungula, Mwami and Nakonde. The Chirundu OSBP requires upgrades and improvements to its infrastructure. The existing infrastructure does not support full OSBP operations. On the other hand, the Kazungula OSBP has modern supportive infrastructure hence most of the traffic

has diverted from Chirundu to Kazungula.

Kasumbalesa is a traditional TSBP. It experiences a lot of challenges as a result of existing infrastructure such as perennial traffic congestion: at the border and along road from Chililabombwe to the border. The Government has taken note and initiatives are currently underway to address these shortcomings and challenges. The Government has adopted the Public-Private Partnerships (PPP) approach to address and upgrade infrastructure. And in order to address soft infrastructure challenges, the Government is pursuing development and implementation of a National Electronic Single Window (NESW) which will improve coordination among the various border agencies and their respective interaction with exporters and importers. Further, plans to introduce a one-payment system via ZRA are underway. The ZRA will be collecting a range of fees on behalf of other border agencies. The Government has conducted a number of Time Release Studies (TRS) or Time Measurement Studies (TMS) which outline various challenges and inform appropriate measures and interventions. Recently a TRS was done at the Kazungula OSBP and the results will be available before the end of 2023. Similar studies have previously been done for Chirundu, Mwami and Nakonde OSBPs. The TRS or TMS are aimed at enhancing transparency and sharing challenges experienced at the borders (and also to inform appropriate actions)

• What are the minimum border requirements to make it run more efficiently? What should be done to the legal framework

to make it more enabling? The apex law is the Border Management and Trade Facilitation Act No.12 of 2018. However, once a border post or TSBP transitions into a OSBP, it requires that there is an agreement between Governments of both adjoining states (Zambia and the neighbouring country). There are plans and considerations to upgrade Chanida, Kasumbalesa and Katima Mulilo TSBPs to OSBPs

• Why is it relevant to have a corridor management institution for the efficient management of borders? It is imperative to have a central coordinating unit which is independent of external interference, and which should be able to identify challenges and trade barriers along the transport corridor and at the border. Without corridor management institutions, needs for small-scale traders or SME businesses might not be catered for effectively. Infrastructural deficits are huge (especially road infrastructure). Poor road infrastructure impacts the turnaround time and thus leads to deficiencies. There are various Zambia Police (ZP) checkpoints where police officers ask for the same documentation. There is need to eliminate such trade barriers (hence the need for a corridor management institution). There are also visa requirements and excessive transit fees etc. There is need to streamline and harmonise such issues and requirements. Corridor management institutions identify challenges and trade barriers that corridor authorities and Governments ought to address. The costs associated with such

inefficiencies are normally passed on to the enduser or consumer. During the Covid-19 period, there were various practices at different borders such as social distancing, testing requirements etc. Trade flows suffered as a result. Corridor management institutions are advocating for 24-hour border operations at Kasumbalesa Border Post assuming security concerns and issues are addressed.

• Are there opportunities that could be exploited to enhance and make border operations and activities more effective and efficient?

One of the biggest barriers to effective and efficient border operations is the lack of transit bond. Therefore, RECs could play a major role in ensuring that acceptable transit bonds to all Member State revenue authorities are issued. But Zambia is not currently implementing the Region Customs Transit Guarantee (RCTG) Scheme. There is need for flexibility to enable the use of such a bond in countries where the truck is transiting before reaching its destination in order to reduce the cost of doing business. The intention or purpose is to ensure that the Guarantee Scheme is acceptable in the region.

• There are two (2) electronic single windows both of which are currently not working. Pre-Covid-19, only one (1) was non-functional. The private sector and / or users were subjected to training in readiness for the launch of both of these single windows, but nothing has come out of this. What are the delays to operationalise this? Zambia Revenue Authority (ZRA)? Ministry of Agriculture (MoA) and Ministry of Fisheries and Livestock (MFL)?

The NESW which is supposed to connect all border agencies in order to institute online clearance processes has already been developed. However, only a few border agencies are connected to this platform. Essentially, this is due to the lack of appropriate IT equipment. So the Government is looking at how best to equip all the border agencies. The Secretary to the Cabinet (SC) gave a directive to ensure implementation of reforms is fast-tracked and completed before the end of 2023. Progress will be reviewed in June 2023.

Piloting, roll-out and full implementation of the electronic Certificate of Origin (E-CoO) is also being explored. COMESA is currently piloting the digital Rules of Origin (RoO) system in 15 Member States before it is fully-rolled out. Implementation of the E-CoO is well-advanced in SADC Member States.

• Queues at the Kasumbalesa Border Post are normally in excess of 6 km. What is Zambia, in collaboration with DR Congo, doing to address this perennial problem?

On Monday 6th March 2023, the Minister of Commerce, Trade and Industry, Hon.

Chipoka Mulenga met with his DR Congo counterpart, Minister of Economy, Trade and Industry Hon. Antoinette N’samba Kalambayi to discuss, deliberate and address congestion issues at the Kasumbalesa TSBP and the possibility of establishing a OSBP. Before the OSBP is established and launched, authorities directed border agencies to commence 24-hour operations: clearance and acquitting of documentation as well as release of trucks. The road infrastructure is also being worked on to address border congestion issues. The DR Congo does not have a relevant law to fasttrack the establishment of a OSBP hence there is need for strong political-will to facilitate the development of appropriate legal framework. The legal framework should be the basis for the creation of the Kasumbalesa OSBP. The other challenge is the mismatch of procedures and processes between Zambian and Congolese authorities at the Kasumbalesa TSBP. The streamlining and harmonisation of these procedures and processes will enhance clearing and processing efficiencies. Goods entering Zambia are pre-cleared. However, this is not possible with DR Congo. Despite bilateral agreements between Zambia and DR Congo, there has been no effective implementation of the pre-clearance facility. Challenges at the Kasumbalesa Border Post are well-documented and yet implementation of proposed and agreed measures and reforms remains a great challenge. The Concession Agreement between the GRZ and the Zambian IP Border Crossing Company (ZIPBCC) was terminated on Friday 3rd March 2023.

• There are remarkable changes at borders in Zambia, despite ongoing challenges. Are there measures and reforms that will be implemented to address these challenges?

Construction of infrastructure at the Sakania Border Post in Ndola via a PPP arrangement using the Build, Operate and Transfer (BOT) mechanism is currently underway and is at an advanced stage. The process will be finalised soon. Reforms and measures are aimed at addressing shortcomings to the NESW (improving connectivity and migrating from TSBPs to OSBPs).

The Walvis Bay Corridor Group (WBCG) provides platforms for dialogue among stakeholders to facilitate exchange. It has an active WhatsApp group which facilitates the real time solving of challenges faced by transporters, logistics companies, customs brokers etc. It also provides wellness clinics (sponsored by partners such as SADC) to address various issues that affect truckers. The WBCG also conducts advocacy for infrastructure development and policy reforms. Afreximbank works closely with RECs in addressing various challenges being faced in the area of trade flows. It also works with insurance companies who are providers of insurance or issue transit bonds through the Regional Customs Transit Guarantee (RCTG) Scheme. It is also involved in advocacy with revenue authorities and other stakeholders in the value-chain. Afreximbank also supports the implementation of the Electronic Cargo Tracking System (ECTS) for effective border management

Land-Linked Zambia @2023: A Transport & Logistics Event

DISCUSSING EFFICIENT BORDER MANAGEMENT IN A SIMPLIFIED TRADE REGIME

The following closing remarks were made by each of the panellists:

• Afreximbank: endeavours to promote and facilitate intra-African trade through different modes of transport: air, rail, road and water (ensures efficient movement of goods across the borders and emphasises the need for efficient border management and trade facilitation. Afreximbank is open to collaborating with national authorities and RECs)

• WBCG: need for enhanced service delivery in addition to good border

infrastructure i.e. there is need to improve attitudes towards work (dedication to work regardless of time of day). There is need for trust among stakeholders: regulators, private sector, policymakers etc. Further, there is need to address both hard and soft infrastructure challenges

• MCTI: policy and legal frameworks are in place. What remains is to foster and accelerate implementation of reforms. There is need to enhance capacity of border agencies. Presently, it’s only the ZRA that has sufficient capacities (staff capacities

are developed from an inhouse training facility). There is need for other border agencies to also invest in capacity building or staff development. The MCTI is looking to address both hard and soft infrastructure and leveraging finance from public and private sectors. Further, in order to effectively address NTBs, there is need for enhanced collaboration between Zambia and other Member States from COMESA and SADC

ZAM PRESENTATION

This presentation was made by Ms Kawama Banda, Research and Policy Officer at the Zambia Association of Manufacturers (ZAM). In her presentation, Ms Banda stressed the linkages between the manufacturing and transport and logistics sectors. However, the challenge is that Zambian manufacturers prefer to use foreign trucks at the expense of local transporters. The main reason for this is cost: it’s cheaper to engage outbound trucks. Other challenges relate to the poor state of road infrastructure and the volatile and unpredictable

fuel pricing mechanism (which affects effective business planning). Notwithstanding these challenges, the ZAM commends the Government of the Republic of Zambia (GRZ) for the massive efforts being made to streamline and harmonise border procedures in order to reduce the cost of doing business. The Government should explore possible measures that could be instituted to stabilise the cost and pricing of fuel (in order to make the cost of doing business more predictable).

ROLE OF TRANSPORT AND LOGISTICS IN ECONOMIC DEVELOPMENT: ZACCI PRESENTATION

This presentation was made by Mr Alexander Lawrence, President of the Lusaka Chamber of Commerce and Industry (LCCI). He stated that the Zambia Chamber of Commerce and Industry (ZACCI) was happy to be part of the 2023 LLZ Conference and Exhibition. The transport sector plays a vital role in the economic development of the country. It is essential for facilitating both export and import trade. The transport sector is divided into four (4) main areas: air, rail, road and water transport. Zambia is an ideal transport hub for each of the various transport modes as it is surrounded by 10 countries plus one (1): including Burundi, Rwanda and South Africa. Burundi and Rwanda are

easily accessible via marine transport. Marine transport also covers the eastern parts of DR Congo and western parts of Tanzania. Therefore, there is need to look at Tanganyika Marine Services to cater for markets in the Great Lakes region. Zambia possesses geographical advantage of easier access to the COMESA and SADC market than other Member States. But there is need for infrastructure development to facilitate competitive market access. Poor road infrastructure is the main challenge for transportation. Hence there is need for a lot of transportrelated interventions from authorities. There is need to upgrade and revamp the Zambian railway

sector in order for businesses to compete favourably in the region. Support to firms should be considered. There is need to address and reduce the cost of transportation and delays and embark on effective and more efficient regional coordination. ZACCI commends the Government on the recent PPP arrangement for the Lusaka-Ndola Dual Carriageway. However, there is need for capacity building of public officers to address management deficiencies and road safety issues. There are several opportunities for Zambia, from being landlocked and land-linked.

Land-Linked Zambia @2023: A Transport & Logistics Event HIGHLIGHTS OF THE 2023 LAND-LINKED ZAMBIA CONFERENCE AND EXHIBITION

The highlights of the 2023 LLZ Conference and Exhibition, in line with the statement provided by Dr Emmanuel Sampa, Assistant Director (Road and Rail) in the MTL, were:

• Event was graced by the Minister of Transport and Logistics, Hon. Frank Museba Tayali, MP

• Various institutions were represented: Government and public sector, private sector, RECs, financial lending institutions etc

• First session covered:

-Reforms undertaken by Zambia: market access, improvement in the investment climate, macroeconomic framework for the transport sector, ease of doing business in the transport sector etc

• Second session covered:

- Tourism (developmental aspects in the sector)

- Travel and transportation as an enabler for tourism development etc

• Third session covered:

- Benefits of domesticating the TTTFP

- How to address numerous bottlenecks / NTBs to trade such as through harmonised systems and standards etc

- Important that the multilateral agreements and model laws are adopted and domesticated to ease the movement of people and cargo and facilitate the provision of transport services

• Fourth session covered:

- Efficient border management and Simplified Trade Regime (STR)

- Inter-agency coordination and harmonisation etc

- Simplification, streamlining

and harmonisation of systems, procedures and processes

- Involvement and importance of corridor management institutions

- Emerging NTBs and barriers to regional travel and transportation

- Embrace all the modes of transport (air, road, rail, water and pipeline transport) going forward

• Various exhibitors from within Zambia and the region

- Hope to do better in 2024 based on lessons learnt during the 2023 LLZ Conference and Exhibition

The closing remarks were provided by:

• Mr Chimwemwe Nyirenda, Managing Director at Africast Limited

In his closing remarks, Mr Nyirenda thanked the Government for providing an enabling environment to conduct the 2023 LLZ Conference and Exhibition. He stated that Africast Limited believed it could do better to meet stakeholder needs and expectations. The number of participants underlines the importance of the gathering. The delegates came from various countries including Angola, Botswana, Djibouti, DR Congo, Egypt, Mozambique, Namibia, South Africa, Tanzania, Zambia and Zimbabwe, Australia and UK. This signifies that there is a business case and opportunities in Zambia. He also expressed gratitude to sponsors of the event. Mr

Nyirenda also wished the foreign participants safe trips back to their respective countries of origin

• Mr John Chiluwe, Assistant Director, Ministry of Transport and Logistics

Mr Chiluwe expressed gratitude to Africast Limited. He reported that the MTL was pleased with the attendance, level of participation and stakeholder representation. The LLZ Conference and Exhibition is a good initiative which should continue. He thanked individual institutions and countries that were represented. The event should continue in order to establish and create a legacy and also the need to ensure that successive events are successfully organised and conducted.

Land-linking Zambia is an important thing. Attitude and mindset change are essential. Undoubtedly, it

will take time but Zambia should make progress as it heads in that direction: changing from land-locked to land-linked. Stakeholder consultation should work on the ground and continue to change the mindset. Zambian stakeholders should be part of the conversation as they are key in land-linking the country. Going forward, the Covid-19 pandemic should provide lessons for Zambia and other countries in the region and Africa at large. There is need to travel and learn from each other and network further and in order to generate business etc. Before planning for the 2024 LLZ Conference and Exhibition starts, delegates should continue collaborating and communicating. Mr Chiluwe offered best wishes and safe travels to both local and foreign delegates

Zambia @2023: A Transport & Logistics Event CONCLUSION

The closing reception or cocktail was held for the delegates at the Intercontinental Hotel in Lusaka at 6 p.m. and this was graced by the Mr Stephen Mbewe, Director Planning and Monitoring in the MTL. He reiterated the key messages arising from proceedings of the three (3)-day conference and exhibition and thanked all the delegates for participating in the second edition of the LLZ Conference and Exhibition. As already outlined, the

2023 LLZ Conference and Exhibition was held with the main objective and key focus of reconnecting borders and converting challenges into opportunities for sustainable transportation and tourism and travel across the continent. The conference and exhibition attracted participants from various African countries as well as Australia and the UK. The importance of transport and logistics as an enabler and facilitator cannot be understated as the

AfCFTA takes centre stage for continental economic integration.

Going forward, organisers of the successive LLZ Conferences and Expos or Exhibitions should ensure that other aspects of the transport and logistics sector are considered for discussion or presentation. The presentations and panel discussions could also be based on experiences from other African countries from which Zambia could draw lessons. This could ensure adoption of best practice by Zambian authorities and private sector operators. The organisers could also consider reviewing and addressing some or all of the 2023 LLZ Conference and Expo or Exhibition shortcomings: through increased use technology by delegates to ask questions, engagement of professional facilitators (director and

master of ceremonies and rapporteur), strict adherence to the programme and time allocated for each session etc. Further, Zambian authorities and private sector should ensure that outcomes of the 2023 LLZ Conference and Expo or Exhibition are critically reviewed and ensure that progressive recommendations are considered for implementation (in order to reduce the cost of doing business for an effective and efficient transport and logistics sector). There is also need to formulate appropriate policies, strategies and legal framework for the logistics space. Organisers could also work closely with the media to ensure the event is publicised (during preparations and also

dissemination of outcomes). Further, topics of discussion and presentation the 2024 LLZ Conference and Exhibition could include other aspects of transport and logistics in the supply-chain such as:

• Storage, warehousing and materials or cargo handling

• Packaging and unitisation

• Inventory management

• Transportation

• Information and control

• Customs management

• Order processing etc: any delivery process can only function if there is an order processing system in place

Going forward, organisers of the successive LLZ Conferences and Expos or Exhibitions should ensure that other aspects of the transport and logistics sector are considered for discussion or presentation. The presentations and panel discussions could also be based on experiences from other African countries from which Zambia could draw lessons. This could ensure adoption of best practice by Zambian authorities and private sector operators. The organisers could also consider reviewing and addressing some or all of the 2023 LLZ Conference and Expo or Exhibition shortcomings: through increased use technology by delegates to ask questions, engagement of professional facilitators (director and

master of ceremonies and rapporteur), strict adherence to the programme and time allocated for each session etc. Further, Zambian authorities and private sector should ensure that outcomes of the 2023 LLZ Conference and Expo or Exhibition are critically reviewed and ensure that progressive recommendations are considered for implementation (in order to reduce the cost of doing business for an effective and efficient transport and logistics sector). There is also need to formulate appropriate policies, strategies and legal framework for the logistics space. Organisers could also work closely with the media to ensure the event is publicised (during preparations and also

dissemination of outcomes). Further, topics of discussion and presentation the 2024 LLZ Conference and Exhibition could include other aspects of transport and logistics in the supply-chain such as:

• Storage, warehousing and materials or cargo handling

• Packaging and unitisation

• Inventory management

• Transportation

• Information and control

• Customs management

• Order processing etc: any delivery process can only function if there is an order processing system in place

Unlocking the Potential of Positioning Zambia as an Aviation Hub

Through the 2019-2028 National Transport Policy, the GRZ envisions a “sustainable, efficient, safe and integrated transport system capable of making Zambia a regional transport hub”. Achievements of this vision are considered as key milestones towards the successful implementation of national economic development aspirations as enshrined in the 8NDP. The aviation sector has been growing steadily due to the:

• Adoption and effective implementation of policies aimed at liberalising the use of the African airspace

• Promotion of free movement of goods and people

• Creating a competitive environment to promote economic development of air transport

• Increased passengers and air cargo traffic

• Improved operational effectiveness and efficiency

• Enhanced capacity in the aviation sector

• Promoting transparent stakeholder collaboration This session discussed reforms that Zambia has undertaken such as an improved business environment and investment climate to ensure business competitiveness and increased investments aimed at boosting economic development. The panellists discussed Government reform programmes and activities to create a stable and predictable macroeconomic framework. The discussion also highlighted the ease of doing business and why businesses should invest in Zambia.

Optimisation and Interoperability of the Railway Network Within the Tripartite

Region (COMESA, EAC and SADC)

Zambia’s vision in the transport sector is to create an efficient and integrated inter-modal transport system which will provide for interlinkages among the four (4) modes of transport (rail, road, air and water) and ultimately transform Zambia into a regional transport hub, taking advantage of Zambia’s geographical position in the tripartite region. The tripartite region has formulated and implemented policies that promote interoperability in the railway sub-sector in order to achieve the muchdesired benefits from the use of the railway systems. Such policies have promoted the safe and technical compatibility of trains and the railway infrastructure, railway sub-sector to compete more effectively with other modes of transport and enhancing efficiency in transport service delivery and trade facilitation. The session sought to discuss how Governments in tripartite Member States should foster collaboration by ensuring that different standards, technology and capital investment requirements are harmonised. Further, the discussion delved into collaborations with the private sector to implement regional railway projects and open up critical railway corridors which will enable trains to operate seamlessly across the tripartite region and beyond, including how to optimise the use of the existing railway network in the tripartite region.

Tourism: The Role of Transport Sector in Repositioning Destination Zambia

Transport is a key element in the development of the tourism industry in any

destination. Travel time is an important element in making travel decisions, especially in international tourism. In November 2022, the MoT and the ZTA launched a short-term strategy aimed at increasing the footfall into the destination. In achieving the ambitions of the strategy, the intra-African tourism services market has been identified as an emerging source market that will, in the postpandemic era, be key in the recovery and sustainability of the sector.

The cost of travel strongly influences demand. Therefore, in order to be competitive, the transport infrastructure as well as the mobility of travellers within the country of destination have to be key factors in the transformational agenda of the tourism sector. The tourism sector requires wellconstructed and organised terminals and planned schedules in road, rail, water and air as well as self-travel options that are safe and cost-effective.

Mining: Towards Three Million Metric Tonnes of Copper Production: Opportunity for the Transport and Logistics Sector

The President of the Republic of Zambia H.E. Hakainde Hichilema made a pronouncement that Zambia could realistically produce 3’000’000 MT of copper per annum by 2031. There are several ongoing initiatives being implemented by the Government to ensure that the country increases the copper production capacity which would positively impact the economy.

An outstanding challenge in the mining industry is the cost of transportation of mineral outputs to various destinations.

APPENDIX I – BACKGROUND SUMMARIES OF PLENARY SESSIONS

This could threaten the realisation of full potential of the industry especially with the advent of the AfCFTA that could provide a ready regional market for increased output. The session sought to discuss the underlying growth opportunities for the mining sector as well as prospects for increased market access in the wake of the AfCFTA. The session also focused on identifying opportunities for regional growth and development associated with the entire mining value-chain including the transport and logistics sector to fully leverage on the growth and developments in the mining industry (local and regional intermodal transport in increasing the mining output).

Benefits of Domesticating TTTFP Model Laws, Policies, Regulations and Standards in the Tripartite Region

The lack of an integrated and liberalised road transport market in the tripartite region (COMESA, EAC and SADC) poses numerous obstacles to trade by causing severe delays and increased transport costs, as well as challenges to road safety and durability. This session sought to discuss how to address the numerous obstacles to trade (that affect drivers, loads, vehicles and road infrastructure in the Member States of the tripartite region) through the implementation of harmonised road transport policies, laws, regulations, systems and standards. It also discussed and highlighted the development process and best ways to implement the harmonised transport policies, laws, regulations and standards for efficient crossborder transport and transit networks, transport and logistics services, systems and procedures.

Discussing Efficient Border and Management in a STR Recognising that trade is an important element contributing to the socioeconomic development of the nation (as a whole), Zambia (being a land-linked country, surrounded by eight (8) countries) has been striving to introduce and implement a sound border management system which is able to encourage infrastructure development, facilitation of the physical movement of goods and persons across the region and continent and overcome current and emerging NTBs at all the border crossing points. The session sought to highlight the complex nature of the requirement for efficient border management, inter-agency coordination and collaboration, physical infrastructure development, simplification and harmonisation of processes and procedures of trade documentation, simplification and harmonisation of processes and procedures related to means of transportation and / or the drivers. The session also explored emerging NTBs that impede trade and transportation.

Report: Land-Linked Zambia @2023: A Transport & Logistics Event

APPENDIX II – LIST OF THE 2023 SPONSORS AND EXHIBITORS

The list of sponsors for the 2023 LLZ Conference and Exhibition were:

• Grindrod Limited

• Stanbic Bank (Zambia) Limited

• Africa Export-Import Bank (Afreximbank)

• Cornelder de Mozambique

• SGC Transport & Logistics Limited

The list of exhibitors at the 2023 LLZ Conference and Exhibition were:

• Ministry of Transport and Logistics

• Civil Aviation Authority

• Zambia Development Agency

• Zambia Railways Limited

• Tanzania-Zambia Railway Authority (TAZARA)

Sponsors:

• Grindrod Limited

• Cornelder de Mozambique

• Stanbic Bank (Zambia) Limited

• ABSA Bank Zambia PLC

• Tanzania Port Authority

• Namibian Ports Authority (NamPort)

• SGC Transport and Logistics

Limited

• Jibu Hub

• South African Airways

• Zam Fastest Logistics Group

Limited

• Proflight Zambia Limited

• Yango Zambia

• Korridor

• Women in Logistics and Transport (WiLAT)

• Trade Kings Group

• Africa Export-Import Bank (Afreximbank)

Exhibitors:

• RwandAir

• Carbon Zambia

• Zambia Chartered Institute of Logistics and Transport

• Zambia Association of Manufacturers

• Repro Limited

• Zambia Cargo and Logistics

Limited

• NAC2000 Corporation Limited

• Barloworld Equipment

• Daewoo

• Tata International

• Export Trading Group (ETG)

• Nyamula Logistics Limited

• Zambia Customs and Forwarding Agents Association (ZCFAA)

• EcoBank Zambia Limited

• Shelton Freight Solutions Limited

• Haval

Land-Linked Zambia @2023: A Transport & Logistics Event

APPENDIX III – GOLF TOURNAMENT

The Golf Tournament took place on Wednesday 22nd March 2023 at the Bonanza Golf Course at Ciela Resort, Chongwe and was open to all delegates. It was sponsored by Grindrod Limited, SGC Transport and Logistics Limited, Cornelder de Mozambique, Tanzania Port Authority (TPA), Stanbic Bank (Zambia) Limited, Trade Kings Group and Intercontinental Hotel. The participating delegates came from the following:

• ABSA Bank Zambia PLC

• IHS Towers

• Other participating institutions

The prizes were presented to the winners by the Minister of Transport and Logistics, Hon. Frank Museba Tayali MP:

• Fourth (4th) position went to Mr C. Sinyangwe

• Third (3rd) position went to XXXXX

• Second (2nd) position went to Mr Chomba Kapambwe

• First (1st) position went to Mr Mangani Banda

Land-Linked Zambia @2023: A Transport & Logistics Event

APPENDIX IV – LIST OF DELEGATES

NAME

1.

2.

3.

DESIGNATION

Land-Linked Zambia @2023: A Transport & Logistics Event

Report: Land-Linked Zambia @2023: A Transport & Logistics Event

Land-Linked Zambia @2023: A Transport & Logistics Event

Land-Linked Zambia @2023: A Transport & Logistics Event

252. Bobby Singh Lusaka Happening

253. Mapenzi Masilani Zambia Chartered Institute of Logistics and Transport (ZCILT)

254. Kabamba Bwalya Phiri Zambia Chamber of Commerce & Industry (ZACCI)

255. Chimwemwe Nirenda Africast Limited

256. Thembani Chizhuka

Public-Private Dialogue Forum

257. Jacqueline Saidi Chishimba Public-Private Dialogue Forum

258. Roseta Chabala

Public-Private Dialogue Forum

259. Chiwama Musonda Public-Private Dialogue Forum

Founder and Director

Education and Membership Officer

Membership Officer

Managing Director

Internal and Media Communications Intern

Director Strategic Communication and Partnerships

Deputy Director General

Head of Research and Lead Analyst

Thank You

For Attending The 2023 Land-Linked Zambia

SEE YOU NEXT YEAR 28TH - 29TH MARCH, 2024