Distr.
LIMITED
CS/ID/JC/VI/2
September, 2014
Original: ENGLISH
COMMON MARKET
FOR EASTERN AND SOUTHERN AFRICA
Eighth Joint Meeting of the Transport and Communications, Information Technology and Energy
Technical Committees
Djibouti, Republic of Djibouti
September, 2014
PROGRESS REPORT ON THE
STATUS OF IMPLIMENTATION OF COMESA INFRASTRUCTURE PROGRAMMES
(lm)
TABLE OF CONTENTS
Title
Introduction
Transport
Information and Communications Technologies (ICT)
Information Technology
Energy
Preparation and Financing of Infrastructure Projects
Page
ACRONYMS
ACBF
ACE
ADB
AGOA
AFCAC
AFRAA
AU
ARICEA
-
ATI
BADEA
CAADP
-
CCA
CCCL
CDE
CET
CICL
CIDA
CFC
COMESA
COMESANET
COMTEL
CNS/ATM
-
CSR
EAC
EDF
EPA
EU/ACP
ESA -IO
ESAF
FDI
FTA
IATA
IC
ICAO
ICT
IGAD
IMO
IPA
IRCC
IT
ITU
LLPI
LAAICO
LDC
-
African Capacity Building Foundation
African Commerce Exchange
African Development Bank
Africa Growth and Opportunity Act
African Civil Aviation Commission
African Airlines Association
African Union
Association of Regulators of Information and Communications for
Eastern and Southern Africa
African Trade Insurance
Arab Bank for Economic Development in Africa
Comprehensive African Agriculture Development
Programme
Corporate Council on Africa
COMTEL Communications Company Limited
Centre for the Development of Enterprise
Common External Tariff
COMTEL Investment Company Limited
Canadian International Development Agency
Common Fund for Commodities
Common Market for Eastern and Southern Africa
COMESA Network
COMESA Telecommunications Company
Communication Navigation Surveillance Air Traffic Management
System
Common Statistical Rules
East African Community
European Development Fund
Economic Partnership Arrangement
European Union/African Caribbean Pacific
Eastern and Southern Africa and Indian Ocean region
Enhanced Structural Adjustment Fund
Foreign Direct Investment
Free Trade Area
International Airlines Association
Intergovernmental Committee
International Civil Aviation Organization
Information and Communications Technology
Intergovernmental Authority on Development
International Maritime Organization
Investment Promotion Agencies
Inter Regional Co-ordination Committee
Information Technology
International Telecommunications Union
Leather and Leather Products Institute
Libyan African Arab Investment Company
List Developed Countries
MEFMI
MFN
MFA
NAOs
NAPS
NDRA
NGO
NEPAD
NORAD
NTOs
OPIC
PASU
PMAESA
PR
RECs
RIA
RIFF
RIRN
RISP
RTAs
SADC
SDI
SNCC
SOGA
SPS
SSATP
TDA
TIFA
TRASA
-
UNCTAD
UNDP
UNECA
UNESCO
UPU
USAID
USTDA
USTR
VSAT
WIB
WCO
WMO
WTO
ZEP-RE
-
Macro Economic Finance and Monetary Institute
Most Favoured Nation
Multi Fiber Agreement
National Authorizing Officers
National Association for the Prevention of Starvation
National Drug Regulatory Authority
Non-Governmental Organization
New Partnership for African Development
Norwegian Agency for Development
National Telecommunications Operators
Overseas Private Investment Capital
Policy Analysis Support Unit
Port Management Association of Eastern and Southern Africa
Public Relations
Regional Economic Communities
Regional Investment Agency
Regional Integration Facilitation Forum
Regional Integration Research Network
Regional Integration Support Programme
Regional Trading Agreements
Southern African Development Community
Spatial Development Initiative
National Congolese Railways
Strategic Objective Grant Agreement
Sanitary and Phytosanitary Standards
Sub Saharan Africa Transport Programme
Trade and Development Agency
Trade and Investment Framework Agreement
Telecommunications Regulators Association for Eastern
Southern Africa
United Nations of Conference Trade and Development
United Nations Development Programme
United Nations Economic Commission for Africa
United Nations Educational Scientific and Cultural Organization
Universal Postal Union
United States Agency for International Development
US Trade and Development Agency
US Trade Representative
Virtual Small Aperture Terminal
Women In Business
World Customs Organization
World Meteorological Organisation
World Trade Organization
PTA Re-Insurance Company
and
A.
Introduction
1.
This Report details the progress on status of implementation of COMESA Infrastructure
Programmes in Transport, Information Communications Technology (ICT), Information
Technology (IT) and Energy. The programmes are derived on the basis of the Decisions of the
Authority, the Council and Treaty Provisions.
2.
The Report highlights the activities undertaken by the Secretariat and member states
since the last Meeting of the Ministers responsible for Infrastructure in October, 2012 in Lusaka,
Zambia to the end of July, 2013.
3.
The coverage is sequenced under the three themes which include Policy and Regulatory
Harmonisation, Facilitation and Development of Physical Infrastructure.
B.
Transport
POLICY AND REGULATORY HARMONISATION
4.
The transport policy was developed under the COMESA Transport and Communications
Strategy and Priority Investment Plan completed in 2010 which provides the guidelines for
member states to incorporate the regional dimensions of transport as they develop or review
their national transport policies.
5.
The incorporation of the regional policy guidelines in national policies will ensure that
national policies are in tandem with the regional agenda thus enhancing harmony with respect
to implementation of regional facilitation instruments and the development of the desired
regional connectivity in physical transport infrastructure.
6.
The harmonisation of regulatory regimes in transport is on the basis of specific
subsectors and follows best practices developed and adopted at international levels with
respect to safety and economic regulation in various modes of transport.
7.
In the area of safety which covers transport infrastructure, equipment and competence of
service providers, COMESA has adopted the various instruments developed by ICAO under
Civil Aviation, the International Maritime Organisation (IMO) in maritime transport, the
International Union of Railways (UIC) for railways and various international practices developed
for road transport.
8.
In the area of economic regulation, COMESA together with EAC and SADC has
developed Competition Regulations in air transport and established a Joint Competition
Authority to oversee their implementation in the Tripartite region.
TRANSPORT FACILITATION
9.
In transport facilitation, COMESA has over the years developed various instruments in
order to remove the various bottlenecks which arise out of regulatory, licensing and
administrative procedures for cross border and transit transport operations.
10.
Under the auspices of the COMESA, EAC and SADC Tripartite, programming under the
Infrastructure pillar is ongoing to harmonize facilitation across the entire Eastern and Southern
Africa region.
(i)
Civil Aviation
11.
The Civil Aviation programmes covered in the report include Liberalisation of Air
Transport, the CNS/ATM Systems Project and the COSCAP Project. The section will be
covered in a substantive agenda item contained in the Report of the Meeting of the Directors of
Civil Aviation.
(ii)
Surface Transport
(a)
Road Transport Facilitation
12.
The road subsector currently conveys the largest proportion of freight and passengers in
the in intra COMESA region having upstaged the rail subsector which had been the primary
mode of transport in pre independence era. It is also the primary mode for freight transport
international seaborne trade in the region.
13.
Transport facilitation across borders is actively undertaken in order to reduce the cost of
conducting business in the COMESA region. The COMESA Trade and Transport Facilitation
Instruments have been developed over time in order to address the various constraints arising
14.
from disparities in policy, regulatory, administrative and procedural regimes among the
member countries
15.
The COMESA transport facilitation instruments have been developed in order to address
issues such as the licensing of transit and cross-border transporters, harmonisation of axle load
limits, vehicle overload control, gross vehicle masses, vehicle dimensions and road user
charges.
16.
Over the years, experience has shown that the failure to implement the COMESA
facilitation instruments has been primarily due to the lack of national legal frameworks to provide
for the enabling legal regimes to underpin their implementation, lack of capacity to undertake
oversight and the enforcement of the relevant protocols and Council decisions.
17.
This was clearly demonstrated from the six country Northern Corridor assessment
studies, from which the stakeholders recommended elaborate measures to address the lack of
implementation of key COMESA transport facilitation instruments.
18.
Following the assessment studies, country and corridor-wide stakeholder workshops
made the following recommendations in order to speed up the implementation of the road
transport facilitation instruments:


The establishment of legal and institutional frameworks for the issuing of licenses,
collection of road user charges and weighbridge management by the designated
institutions and agencies;
Designation of national institutions to issue COMESA Carrier licenses in each country;

Sensitization of the various stakeholders who include the national regulatory authorities,
transport service providers and freight forwarders on the agreed modalities for issuance
of licenses; and

The setting up of effective coordination among the licensing and various oversight
authorities among the six countries on the Corridor to address the problems that may
arise from time to time.
19.
While some Member States have made good progress in the implementation of some of
the instruments, others have not been able to make much progress towards implementation.
The status of implementation of the COMESA Transport Facilitation instruments is shown on
Annex II
(i)
The COMESA Carrier License
20.
With respect to the implementation, COMESA Carrier License, following the pilot project
undertaken along the Northern Corridor countries namely; Burundi, Congo DR, Kenya, Rwanda,
and Uganda and including Southern Sudan, a Model Legislative Instrument and Draft
Guidelines for Issuance of the License were prepared to assist member states in preparing
legislation and the processing of licenses.
21.
The ongoing project on the COMESA Virtual Trade Facilitation System (CVTFS) which is
currently being rolled out along the Djibouti and Northern Corridors will incorporate the Carrier
22.
License in its electronic monitoring transit and cross border transport operations along
the respective corridors.
23.
At the Tripartite level, programming is ongoing under the banner of the Common
Tripartite Trade and Transport Facilitation Programme (CTTTFP) in which the development of a
common ESA wide carrier licensing system will be undertaken in order to ensure that transport
service providers can be issued with a single licence which can enable them to provide services
across the region without facing multiple licensing as currently obtains. A workshop will be
convened from 10th to 12th Nov 2014 in Gaborone, Botswana to discuss the implementation of
these instruments
24.
(ii)
Axle Loads Limits and Vehicle Overload Control
25.
The regional road network comprises an important asset for the transport of freight
within the COMESA region and even for seaborne international freight that transits through the
member states. The harmonisation of Axle Loads Limits and Vehicle Overload Control across
the member states is intended to ensure that vehicles operating on the road networks comply
with the pavement design standards. This compliance will reduce
26.
damage to the road infrastructure and hence avoid heavy expenditure in maintenance or
rehabilitation as roads fail to fail to meet their design lives.
27.
Regional Vehicle Overload Control studies funded by SSATP and JICA and undertaken
jointly by COMESA, EAC and SADC, have been undertaken and recommended appropriate
axle loads and Gross Vehicle Mass (GVM) standards applicable for the entire Eastern and
Southern Africa region. It is thanks to these that the entire ESA region now has a uniform
system for axle loads and GVM standards.
28.
In order to implement the standards the adopted standards, Guidelines were prepared
and have already been adopted by the three RECs and cover issues such as Legislation and
Regulations, Weighbridge infrastructure, weighbridge Operations , Enforcement , Institutional
Arrangements, Capacity Building. In addition, the issue of public awareness has also been
underlined.
29.
It is noteworthy that the EAC Legislative authority has already passed legislation to pave
way for the implantation of the agreed regional axle load limits and the 56 tonnes GVM
30.
The Tripartite is in the process of developing a Tripartite Strategy and Implementation
Plan for the synchronised and coordinated implementation of agreed measures focused at
supporting Member States to implement the legislative, policy, regulatory systems and
standards at national and corridor level necessary for ensuring harmonised vehicle overload
controls in the ESA region. A Tripartite workshop to deal with this issue has been scheduled on
10-12 November 2014, Gaborone, Botswana.
Recommendation
31.
The Committee 8th Meeting recommended that Member States participate in the
workshop.
(iii)
Management and of Maintenance of Road Infrastructure
32.
As roads are currently the primary mode of transport for both freight and passengers in
the COMESA region, currently accounting for nearly 90 per cent of freight, their management
and maintenance is key in conducting both intra COMESA and international trade.
33.
Taking cognisance of the predominance of the road subsector, the COMESA countries
have undertaken road sector management with the setting up of reforms in financing
maintenance, rehabilitation and new constructions in line with similar developments in the rest
of the African continent and other parts of the world.
34.
In this respect most of the countries in COMESA have established dedicated road funds
and road development agencies in order to undertake maintenance, and development of roads
for both the regional and national road networks. Among the COMESA countries that have
established such funds and road authorities are: Djibouti, Ethiopia, Kenya, Malawi, Rwanda,
Sudan, Uganda, Zambia and Zimbabwe.
35.
In most of the countries, the main sources of funds for road maintenance have been the
fuel levy while funding for new construction and rehabilitation the primary funding sources have
been government capital budget allocations, borrowing from development banks and funds from
cooperating partners provided either as loans or grants.
36.
The status of countries with respect to the reforms and establishment of road
development, maintenance and management institutions is shown on the Table I below:
Table A. I:
ESTABLISHED ROAD INSTITUTIONS IN COUNTRIES
Country
Road Fund
Road
Development
Authority/Agency
Burundi
Yes
Yes
No
No
Comments
Comoros
Congo DR
Djibouti
Yes
Egypt
Yes
Yes
Eritrea
Yes
Yes
Ethiopia
Yes
Yes
Kenya
Yes
Yes
Libya
Yes
Yes
Yes
Yes
Yes
Yes
Sudan
Yes
Yes
Swaziland
Yes
Yes
Uganda
Yes
Yes
Zambia
Yes
Yes
Zimbabwe
Yes
Yes
Madagascar
Malawi
Mauritius
Rwanda
Seychelles
(b)
Railways Operations and Management
Has 3 authorities responsible for
national, rural and urban roads
37.
The rail network in the COMESA countries comprises a mixture of one meter and Cape
gauge versions. Egypt has segments comprising standard gauge and other broader gauges
while Libya has been developing a brand new standard gauge rail network most of railway
backbones had been built by the beginning of the First World War. While a number of branches
and extensions were developed in the twenty first century, only Rutenga-Beitbridge line (first
direct railway link between Zimbabwe and South Africa)1, Tanzania Zambia Railway Authority
(TAZARA) and Beitbridge Bulawayo Railways (BBR) were constructed in the last forty years.
38.
The share of rail traffic both in terms of freight and passengers has over the last three
decades declined drastically. This decline has resulted in the railways losing revenue and
incurring heavy losses in the provision of services and hence turning to governments for
subventions in order to remain afloat.
39.
In trying to improve the performance in the railways and reduce dependence on the
public funds to stay in business, governments have tried to adopt new options to address the
challenge the railway have faced over time. The options have included concessioning of the
railways or restructuring of management. On the extreme end, closure of some branch lines
has taken place. In the last fifteen years, concessioning of railways has been undertaken in
Malawi, Zambia, Kenya, Zimbabwe and Uganda.
40.
Zambia has however rescinded the concession following the failure of the
concessionaire to meet the conditions of the concession agreement. In the case of Ethiopia and
Djibouti, the exiting narrow gauge network is being upgraded into the standard gauge and
construction work has already commenced. In the region, the rail concessions have in most
cases been with one concessionare who has taken over the rail network which has handed over
the all the fixed and mobile infrastructure to a single consignee who has been given mandate
over the railway asset to carry cargo and only pay a fee which largely is matched with asset
leasing fees. The case of Zimbabwe is different in that BBR constructed a railway line on a BOT
basis and brought its own operating equipment. The National Railways of Zimbabwe and BBR
operate on separate but connected networks.
41.
The concept of multiple access to the rail network has not yet been adopted for
implementation in any of the COMESA railways. The experience of concessioning in most
countries is that results have not been encouraging but in a number of instances, performance
has actually deteriorated (in terms of services and condition of infrastructure) compared to the
times prior to the concessioning. The current status of the railways in the COMESA region
railway services with regard to their current management structure is as shown in Table III
shown below:
Table III: Current Status of Railways in the COMESA Region
Country
Status of Rail Services
Congo DR
Partially operational
1
Current
Railway Comments
Operator
SNCC
and World
Bank
funding
ONATRA
rehabilitation
of
SNCC
infrastructure and equipment.
Zimbabwe (Rhodesia then) was linked to South Africa through Botswana until 1974.
Djibouti
Partially operational
Ethio/Djibouti
Railway
Egypt
Eritrea
Ethiopia
Operational
Partially operational
Partially operational
Egyptian Railways
Kenya
Partially operational
Madagascar
Partially operational
Malawi
Partially operational
Sudan
Swaziland
Operational
Operational
Uganda
Partially operational
Zambia
Operational
Zimbabwe
Operational
Operational scaled down and a
standard gauge network under
construction
Ethio/Djibouti
Railway
Operationally scaled down and a
standard gauge network under
construction
Rift Valley Railways Concessioned
(RVR)
Central
Africa Concessioned
Railways
Sudan Railways
Swaziland Railway Partial access granted to private
iron ore trains operator. New
Western Link to South Africa
under development.
Rift Valley Railways Concessioned
(RVR)
Zambia
Railway Railway Systems of Zambia
Limited
Concession revoked in 2012
NRZ and BBR
BBR built on PPP arrangements
Partial access to NRZ network
by BBR on North-Line
42.
At their Sixth Meeting held in Lusaka in October, 2012, the Ministers responsible for
infrastructure, directed that a under the Regional Railways Initiative (RRI), appropriate model
instruments be prepared to guide governments and railways authorities in the region when
dealing with the following issues:
(i)
Concsession agreements,
(ii)
Open access agreements that provide for separation in the ownership and
management of infrastructure and operation; and
(iii)
Inter-railway working agreements to enable single invoicing and locomotive and
rolling stock interchange. Most Inter-railway agreements provide for locomotive and
rolling stock interchange although it is rolling stock (wagons) that are mostly
interchanged.
43.
On the preparation of the above model instruments, funding has not been secured, but
the Secretariat will endeavour to work together with other organizations such as the African
Development Bank (AfDB) that are pursuing the same objectives to come up with the required
deliverables.
Recommendations
44.
The committee is requested to
(i) note the status of railway services in the COMESA region; and
(ii) urge Ministers to enact legislation in their respective countries to facilitate railway
reform
(c)
Corridor Development and Management
45.
The Corridor concept remains the primary approach in developing both regional
transport infrastructure and facilitation measures following the adoption by all RECs in Africa
and also in many parts of the world. In this respect, facilitation measures which include the
COMESA transport facilitation instruments. are in line with this approach
46.
In this respect, the COMESA programming and indeed the entire Tripartite have
continued to coordinate transport and trade facilitation programmes along the key corridors in
the ESA region. The rehabilitation of infrastructure, the implementation of One Stop Border
Posts (OSBPs) procedures and the monitoring of NTBs has proceeded primarily along corridors
in the region.
47.
The pilot Aid for Trade Programme along the North South Corridor under the auspices of
the COMESA, EAC and SADC Tripartite has continued to address the issues of physical
infrastructure and facilitation along the various segments of the Corridor. In this respect,
significant progress has been made in reducing transit times along the corridor with
interventions at key border posts such as Chirundu and Beit Bridge and other outlying borders
such as Mchinji and Kasumbalesa.
48.
Along the Eastern and Horn of Africa region, dedicated corridor organisations have
already been established for the Central and Northern corridors. The Northern Corridor under
the TTCA has already established a dedicated system of monitoring transit NTBs in the ports,
weighbridges, en route and at border posts.
Recommendation
49.
The committee is requested to note the status of Corridor development and
management in the ESA region
(d)
One-Stop Border Posts (OSBP)
50.
One of the areas where trade conveyed by surface transport encounters serious delays
is at border posts when crossing frontiers across countries. Most of the border posts in the
Eastern and Southern Africa region have been causing major bottlenecks to the flow of traffic
resulting in long delays and high costs for transit and cross border operations.
51.
The delays have been caused by a wide range of factors but primarily due to duplicated
documentation and processing on each side of the border. In order to reduce these delays the
ESA region has embarked on the development of one stop border posts along the corridors as a
means for reducing long dwell times at border hence reducing the time and cost incurred when
crossing borders.
52.
Through the One Stop Border Posts (OSBP) strategy, the region has embarked on a
programme for the development of appropriate infrastructure and systems at border posts to
reduce delay encountered by transporters. This has entailed the construction of physical
facilities, harmonising national policies, preparing model legislation and assisting in the passing
legislation in member states.
53.
In addition, common operating procedures for all border agencies have been developed.
It has also included the procurement and installation of electronic data processing facilities,
improvement of communications in order to exchange data and capacity building for all
agencies staff in order to be able to apply the common operating procedures developed for the
one stop border posts.
54.
The ESA region has now operationalised three border posts namely; Chirundu
(Zambia/Zimbabwe), Malaba (Kenya/Uganda) and Nemba (Rwanda/Burundi). In a good number
of other border posts, work has already began for development as OSBPs. These are at various
stages of development. These border posts include Mchinji, Nakonde, Namanga, Rusumo,
Akanyaru, and Gishenyi/Goma and Malaba.
55.
It is planned that other OSBPs will be developed in various borders in the ESA region on
upcoming infrastructure such as the Kazungula Bridge connecting Zambia, Botswana, Namibia
and Zimbabwe, Nakonde- Tunduma between Tanzania and Zambia.
56.
The committee is invited to note the current status. .
(iii)
Maritime and Inland Water Transport
57.
The Maritime transport subsector will cover ports and shipping in both deep sea and
inland waterways in the COMESA region.
(a)
Maritime Ports
58.
The maritime ports considered here consist of the deep sea ports serving the COMESA
region and located in the Indian Ocean, the Red Sea and the Atlantic Ocean. In 2013, a number
of ESA ports serving the COMESA trade recorded increased performance in cargo traffic both in
(DWT) and container traffic in (TEUs) compared to 2012.
59.
In 2013, the port of Mombasa handled a total of 22.3 million tonnes of general cargo up
from about 21.9 million tonnes in 2012, a growth of 1.8 per cent. Container traffic declined to
894 000 from in 2013 from 903,463 TEUs in 2012 representing a decrease of 9.9% The port of
Dar es Salaam also recorded significant growth in traffic.
58. There was an overall increase in general cargo handled by South Africa’s major ports
between 2013 and 2012, there was a decline (12.2%) for the port of East London. Container
traffic measured in TEUs increased for most South African ports except for East London
where a decline of 21% was recorded. The port of Nqgura recorded a 27.2% increase. For
Durban, general cargo handled during 2012 amounted to 42 977 231 compared to 45 208
321 tonnes in 2013, while container traffic in 2013 amounted to 1.3 million TEUs compared
to 2.6million tonnes in 2012.
In the case of Durban general cargo volume increased by 5.2% between 2012 and 2013
and container traffic increased by by 5.1 per cent. There were also increases in general cargo
traffic for Richards Bay, East London and Port Elizabeth but East London and Cape Town
recorded decreases.
59. Port Louis in Mauritius registered a decline in both TEUs and general cargo The container
traffic declined from 417 467 TEUs in 2012 to 385 326 TEUs in 2013 representing a 7.7%
decline while cargo volume declined by 4.4% from 7 075 186 in 2012 to 6 760 701 tonnes in
2013.
60. The general cargo and container traffic for Djibouti in 2012 was 7 502 540 DWT
93.
and 791 797 TEUs respectively.
94.
The issue of harmonisation of port statistics and information dissemination for the
various stakeholders remains an important issue for the ESA region. The study carried out
under the auspices of the Tripartite in collaboration with the PMAESA Secretariat in order to
facilitate the improvement of the collection and compilation of Port Statistics and Performance
Indicators indicated that there would be tangible benefits in harmonising the statistical systems
among the ESA ports.
95.
This study was recommended a second phase where the actual work of undertaking the
systems harmonisation would be carried out. This would require the development of common
port information systems or interfacing with the ones that are already in existence in individual
ports in order to them to extract the data and produce the agreed reports in a common format..
Recommendation
96.
The committee meeting recommended that Port Authorities expedite the harmonisation
of systems for port statistics compilation and dissemination
(b)
(c) Inland Water Transport
Development of Standards and Regulations for Inland Water Transport
97.
The issue of the development of standards and regulations for inland water transport has
remained pending s reported in the last Committee meeting. This was also a decision that was
made during the, Ministerial meeting in Sharm El Sheikh, Egypt in 2005 which identified as a
priority the .preparation of standards and regulations for inland water transport in the COMESA
region. Development of Standards and Regulations for Inland Water Transport is one of the
terms of reference for the Nile River Transport Project Steering Committee. The standards so
developed will form the nucleus of inland waterway stands to be developed in the region. Egypt
will make her experts available to develop the standards and regulations.
98.
During a visit to Cairo in April, 2013 by the Secretariat, the issue was raised with the
representatives of the Egyptian River Authority who were supposed to lead the initiative and
they indicated that the Authority was ready to proceed with the tasks but funding was required to
undertake the various tasks which included the country assessments, preparation of draft
working documents and stakeholder’s meetings to discuss and agree standards.
99.
The Secretariat will continue to mobilise funding for the development of these Standards
and Regulations for Inland Water Transport in the regional inland waterways and lakes in order
to provide for safety of navigation in this transport segment which could have its share of
contribution expanded for greater benefit in the COMESA region.
Recommendation
100. The committee meeting is requested to note the status of development of Inland Water
Transport Standards and Regulations in the COMESA region
DEVELOPMENT OF PHYSICAL TRANSPORT INFRASTRUCTURE
a. Trans-African highway Project
The sector objective is to establish transport systems that provide efficient, cost-effective and
fully integrated infrastructure and operations which best meet the needs of customers and
promote social development while being environmentally and economically sustainable.
The project will be implemented in two phases, comprising the following:
Phase I: Civil works for: (i) rehabilitation of Lot A: Nakonde-Isoka (110km) and construction
of road side amenities; (ii) spot re-gravelling of 50km of feeder roads; (b) Consulting
services for (i) design review and supervision of the civil works; (ii) feasibility and detailed
engineering design of the one-stop-border-post at Nakonde/Tunduma and preparation of a
legal framework required for the extra-territorial operation of the one stop border post
between Zambia and Tanzania; (iii) road safety; (iv) sensitization and mitigation measures
for HIV/AIDS, STI and TB; (v) gender; (vi) monitoring of ESMP implementation and baseline
data collection; (vii) technical and financial audits; (viii) feasibility and preliminary design
and detailed engineering design of the Mtera Bridge in Tanzania; (ix) capacity building; (c)
Trade Facilitation; and (d) Compensation and Resettlement.
Phase II: Civil works for: (i) rehabilitation of Lot B: Isoka-Chinsali (90km) and construction
of road side amenities; (ii) construction of a one-stop-border post at Nakonde/Tunduma; (iii)
spot re-gravelling of 50km of feeder roads; and (iv) construction of the Mtera Bridge; (b)
consulting services for (i) design review and supervision of the civil works; (ii) road safety;
(iii) sensitization and mitigation measures for HIV/AIDS, STI and TB; (iv) gender; (vii)
monitoring of ESMP Implementation and baseline data collection; (viii) technical and
financial audits; and (c) compensation and resettlement.
Zambia-Tanzania (Nakonde/Tunduma) OSBP project submitted to NEPAD-IPPF for funding.
NEPAD agreed to fund it and it will start in February 2015. The project cost is $1.6 million. The
study will cover the following aspects:(i)
Assessing the current status of the Tunduma-Nakonde border;
(ii)
(iii)
(iv)
(v)
(vi)
Feasibility, preliminary and detailed engineering designs for the TundumaNakonde OSBP;
Environmental impact of the OSBP on the immediate communities at
Tunduma and Nakonde;
Social-economic impact of the OSBP on the immediate communities,
adjoining states and the region;
Legal and institutional framework to support OSBP operations; and
Preparation of bidding documents for items (i), (ii), (iii) and (iv) above.
The projects also include road sections in Zambia and a bridge in Tanzania as stated above.
Recommendations
The Committee Meeting recommends that
1. Member States involved are requested to implement the project and participate
in its activities.; and
2. Submit the necessary information related to the project.
b. North/South Corridor
The objective of the studies is to carry out prerequisite project preparation work to bring five road sections
in the three countries of Botswana, Malawi and Zimbabwe along the NSC to a ready state for investment
financing. These roads are:
i.
ii.
iii.
iv.
v.
64km Pandamatenga – Nata road section in Botswana;
111km Palapye – Martins drift (border with South Africa) road section in Botswana;
205km Lilongwe City Junction (M1) – Jenda road section in Malawi;
120km Bulawayo – Gwanda road section in Zimbabwe, and;
200km Gwanda – Beitbridge link in Zimbabwe,
The preparatory activities to be undertaken shall comprise:
 Full feasibility studies for rehabilitation of each of the road sections above, covering technical,
economic, environmental and social issues in order to provide the Tripartite and the respective
Governments with sufficient information for decision making on the preferred alignment and
proposed rehabilitation of the road sections; and
 Preparation of detailed engineering designs, drawings, cost estimates and tender documents for
the improvement of these international roads along the NSC
An advert has been launched for design and engineering of five roads in Malawi, Zimbabwe and
Botswana. The project is funded by NEPAD-IPPF. The total cost of th project is $5 million.
The Committee meeting noted the progress made on the project implementation
c. CNS/ATM Project
The Sector Goal of the project is to provide safe, efficient air navigation services in a unified
airspace to support trade, tourism and regional socio-economic integration in COMESA.
The objectives of the Technical Assistance (TA) are: (i) To determine suitable legal and
institutional requirements to establish a cooperative Regional Framework for a unified
airspace in the COMESA region; (ii) To Prepare detailed analysis of strategic technical,
financial, and operational options for the provision of upper airspace navigation services
using CNS/ATM and make recommendation for implementation modalities; (iii) To build the
partnerships needed for implementing the project and promote private sector participation in
financing and operating regional air transport infrastructure and services.
The project is hosted by Rwanda. The Project implementation Unit (PIU) is based in Kigali,
Rwanda. The project is funded by ADB. The Steering Committee held its first meeting in July
2014 and agreed on the studies terms of references. The TORs have been submitted to ADB
with advert for consultants’ short listing for no objection.
More information on the project will be in the Joint Civil Military meeting report which is
standalone agenda item.
d. Shire-Zambezi River Navigation Project
The project aims at undertaking a detailed feasibility study for the opening of the Shire River in
Malawi and Mozambique, and the Zambezi River in Mozambique and Zambia for navigation, in
order to demonstrate its technical, economic, financial, social and environmental viability and
sustainability. The proposed re-opening of the Shire - Zambezi Waterway for navigation to the
Indian Ocean is expected to contribute to the competitiveness of the economies of Malawi,
Mozambique and Zambia through the reduction of the cost of transportation. The intervention
will also foster regional integration and cooperation in a sustainable manner through the
development and the use of shared water resources. The Feasibility Study for Navigability of
Shire-Zambezi Waterway was initially planned to be a one year project, whose implementation
started on the 5th of November, 2013. It comprises among others the surveying of the rivers
Shire and Zambezi for a length of approximately 300 Km. All the project interventions are
focusing on the achievements of project outputs, which in turn are expected to achieve project
outcomes.
The first Interim Draft Report of the Sheri-Zambezi project feasibility study was submitted by the
consultants and discussed by the Joint Technical Committee meeting held from 27th to 29th
August which made comments on issues to be addressed by the consultant. The meeting
highlighted data inadequacies and failure to adhere to the terms of reference by the consultants.
The final report is expected to be submitted by mid-January 2015. The project is funded by the
African Development Bank.
The Committee meeting noted the progress made on the project implementation
e. The Establishment of the Navigation Line between Lake Victoria and the
Mediterranean (VICMED) Sea project r
The objective of this mega-project is to establish a Navigational Route connecting Lake Victoria
and Mediterranean Sea through the river Nile. Furthermore, the project supports the economic
development in the Nile Basin by raising the level of trade and transport of goods and
individuals. The main Targets of the prefeasibility study is to investigate the Navigational Route
between Lake Victoria and Mediterranean Sea.
A project proposal was submitted to the Secretariat. River Nile Transport Corridor pre-feasibility
study will be completed by Dec 2014. A Steering Committee was established in line with the
Council of Ministers decision. The Steering Committee met on 16th to 18th Sept 2014, Cairo,
Egypt and the meeting was also attend by ADB and NEPAD.
A proposal for a feasibility study will be developed to be submitted to NEPAD, ADB and Islamic
Development Bank for funding. The estimated cost of the feasibility study is $5 million.
More information will be in the Steering Committee meeting report which will be discussed later.
f. Lake Tanganyika Transport corridor
The Lukuga dam design and engineering has been completed. A request for proposal to
construct the dam has also been drafted.
ADB is funding design study for Mpulungu and Bujumbura ports in Zambia and Burundi
respectively. An advert has been launched for the Bujumbura and Mpulungu ports feasibility
studies. The consulting firms for feasibility study and detailed engineering design for the
Burundian side (Bujumbura Port) and the Zambian side (Mpulungu Port) would hopefully be on
board in September and November respectively.
The Committee meeting is invited noted the progress made on the project implementation
g. Central Corridor-Railway:
Dar Es Salaam - Isaka – Kigali/ Keza - Musongati Railway project.: The project objective of the
Dar Es Salam - Isaka – Kigali/ Keza - Musongati railway project is to contribute to the
implementation of an efficient and low cost transport system which will promote regional
economic integration, development of areas of high mining, industrial and agricultural potential
in Burundi, Rwanda, and potentially in the Eastern region of the Democratic Republic of Congo
and southern Uganda. The new Isaka-Kigali/Keza-Musongati railway line is an extension of the
existing Dar es Salaam-Isaka line. The existing Tanzanian railway line connects Dar es Salaam
with Isaka (980km) while the new railway line would connect Isaka to Kigali (494 km) on one
branch and Keza to Musongati (197 km) on another.
Investment for the Dar Es Salaam - Isaka – Kigali/ Keza - Musongati railway project is estimated
at around US$ 2.0 – 2.5 billion. Africa Action Plan estimates the wider associated railway
development at US$ 4.0 billion. At this stage the financing plan/ modality is not yet defined. The
current project study (Phase – II) financed by AfDB will detail the cost, and will also provide
recommendations on financing modalities, including involvement of private sector. The three
countries have held an investment forum inviting various governmental entities, multilateral
development institutions, and representatives of private sector to familiarize them with the
project, and to gear momentum for its financing.
The feasiblity study is funded by African development bank and implementing agency is
countries. Technical studies are currently underway, namely the Phase II of the project’s study.
The objective of this phase is to find the optimal solution to the construction of the railway line,
from Isaka in Tanzania to Kigali in Rwanda, and from Keza in Tanzania to Musongati in Burundi
with links to four (4) mine sites in Burundi The technical study has been completed and financial
analysis is in progress
The Committee meeting invited to noted the progress made on the project implementation
h. LAPSSET corridor-Railway
The railway network will provide vital regional links between Kenya, Ethiopia and South Sudan,
promote industrial growth and socio-economic development. The LAPSSET Railway Project is a
component of a broader spatial development initiative, the LAPSSET Corridor Project initially
covering Kenya, Ethiopia and South Sudan being championed by the government of Kenya.
The railway project is specifically for three countries; Kenya, Ethiopia and South Sudan and is
expected to cost USD7.1 billion dollars. It is a 1,710km Standard Gauge greenfield railway line
project anchored on Lamu port on Kenya’s coastline to Isiolo where it branches to Ethiopia and
South Sudan.
The main objectives are to create economic zone between the three countries through trade
promotion, transport linkage, alternative ways of accessing the sea and enhance the regional
integration. The specific objectives of the project are to
(i)
Open alternative transport links for South Sudan and Ethiopia to the sea through Lamu port in
Kenya for freight cargo.
(ii) Develop rail transport infrastructure between Kenya, South Sudan and Ethiopia;
(iii) Promote trade and regional integration through new railway transport links
(iv) Improve accessibility for the communities in the Corridor watershed to markets; and
(v) Provide better social and economic opportunities and contribute to the reduction of poverty.
Information and studies report are required from Ethiopia Kenya, and South Sudan.
A project proposal of LAPSSET railway corridor has been developed. It will be submitted to
NEPAD-IPPF for funding.
Recommendations
The 8th Committee meeting recommended that
3. Ethiopia, Kenya and South Sidan submit information and studies report to the
Secretarat.; and
4. Scretariat moblise financial resources for the project.
i.
Djibouti Corridor
The COMESA infrastructure Ministers meeting decided that the countries on The Djibouti
Corridor Member States are Djibouti, Ethiopia, Sudan and South Sudan according to the
COMESA Council of Ministers decision forming the corridor. The development of the corridor
will enhance regional integration, cross-border and international trade and tourism, provides
improved transport services and lower transport cost access between the three countries. The
principal beneficiaries are the cross-border traders and communities of the four countries in the
zone of influence and the region at large. The corridor will release the economic potential in the
sub-region. Projects on railway in Djibouti and Ethiopia and Djibouti ports are under
construction.
The sub-region lacks the one stop border (OSBP) projects which will facilitate the movement of
goods and people along the corridor. OSBPs can be implemented between Djibouti-Ethiopia
and Ethiopia-Sudan and Ethiopia-South Sudan.). This will be appropriate for the entire Djibouti
Corridor which by its definition serves the four countries (Djibouti, Ethiopia, South Sudan and
Sudan). A corridor authority has to be established to manage operate, monitor movement of
goods and people.
Recommendations
,The 8th Committee Meeting recommended that
a. Djibouti, Ethiopia, Sudan and South Sudan establish an authority for the corridor
and implement the OSBPs; and
b. Secreatriat has to assist the countries to establish the authority and develop the
legal and regulatory framework for the OSBs along the corridor.
C.
INFORMATION AND COMMUNICATIONS TECHNOLOGIES (ICT)
POLICY AND REGULATORY HARMONISATION
61.
The Model ICT Policy was developed and adopted by the Council in March 2003.. Most
of the Member States updated and reviewed their national policies in line with the regional one.
The policy has paved the way for the establishment of ICT regulators. Currently fifteenth
countries have regulators and the ministries handle regulatory functions in the remaining
countries. It also helped in facilitating the ICT sector reform. There are a number of policy
guidelines developed and adopted. They have been implemented by Member States
.
62.
On Cyber Security which is considered an important issue, the Secretariat facilitated the
development and adoption of cyber security policy guidelines and model law as well as etransaction law. Member States started establishing computer incident response team centre
(CIRT) and developed policies and legislations.
63.
A study on the Public Key Infrastructure (PKI) has been completedincluding the
regulations.. The Secretariat is looking for financing to bring the judiciary system on board and
enhance the capacity of all stakeholders as well as facilitate the development and
implementation of the PKI regulations.
64.
In information society measurement, regional indicators have been developed and
adopted. Some countries have developed one stop data base for ICT information and statistics.
Capacity building events have been done for the regulators and statistics bureau offices. Some
Bureau Offices have included ICT questions in their surveys and established ICT units.
65.
COMESA Secretariat also developed and adopted postal policy jointly with the Universal
Postal Union. The policy helped to fast track the postal sector reform where most of the postal
administrations are commercial entities with the one for Sudan being privatised. Postal
regulators have been established. COMESA assisted countries to review their postal policies
and legislation. The Secretariat is currently assisting Seychelles in developing postal regulations
in cooperation with Universal Postal Union (UPU) and the European Conference on Postal
Regulations.
COMESA Secretariat also developed and adopted broadcasting policy and model bill. View
countries implemented the policy and model law. A roadmap for digital migration has been
developed and Member States are expected to migrate to digital broadcasting by June 2014.
FACILITATION
Harmonization of ICT Policy and Regulatory Framework Programme
101. Facilitation in ICT covers telecommunications, broadcasting, and postal services and
concerns interventions which facilitate the removal of bottlenecks to the smooth provision of
services in these sub-sectors.
(i)
Telecommunications
102. The COMESA ICT programme developed among others a Model ICT Policy and Model
Bill as well as Model Regulatory Guidelines including cyber security and information society
measurement.
103. Fifteenth Member States have liberalized their ICT and established ICT regulators or
regulatory department.
Information society measurement
Some Member States produce reports. But few countries submit to the Secretariat reports e.g
Communications Authority of Kenya. The reports shall include analysis of data and statistics as
well as market analysis. Members are encouraged to submit reports to the Secretariat. ARICEA
agreed has requested Member States to submit their annual reports.
Recommendations
The 8th Committee Meeting recommended that Member States submit their annual reports to
the Secretariat.
(ii)
Broadcasting Sector Reform Programme
104. The Broadcasting Policy Guidelines and Model Bill main objective is to improve the lives
of the peoples of COMESA member states through a broadcasting system that serves their
needs and ensuring the availability of accessible, efficient, reliable, affordable and accountable
broadcasting services.
105. The Policy will facilitate the development of legislative and regulatory frameworks which
recognizes the role of broadcasting in society.
106. Concerning the implementation of digital broadcasting migration, Member States are
doing their best to meet the COMESA deadline which is June 2014.
107.
(iii)
Postal Sector Reform Programme
108. COMESA and UPU signed an MOU which will strengthen their relation for the benefit of
Member States. The two organizations will work together for postal sector development and
implement joint activities such as post code and addresses and organize training for postal
regulators and other stakeholders.
109. COMESA also cooperates with European Postal Committee for Regulations (CERP) to
assist Member States to review and update postal policy and laws as well as analyzing the
postal market. Sudan and Swaziland have benefited from CERP Consultancy in developing
their postal policy and regulatory framework.
110. Seychelles requested COMESA to assist in reviewing their postal policy and regulatory
framework. The draft final report is with UPU and CERP to identify the resource person who will
carry out the study.
Postal Quality of Service
Quality of service is an important issue for the postal sector and telecommunications
sector. Quality of services is on the UPU priority programmes. The ARICEA reported
that there is no information received on Members projects submitted to UPU quality of
services fund.
Kenya reported in the ARICEA Executive Committee meeting that they have a project
on quality of service. The project is funded by Kenya.
The Committee is invited to note the progress
a. .
ICT Consumer Protection Regulations
The consumer protection policy guidelines have been adopted by the Council of
Ministers. The Council of Ministers requested for development of the consumer
protection regulations to pave the way for implementation. A consultant has been
recruited and the regulations have been drafted.
The 24th Meeting of ARICEA Executive Committee discussed the regulations. It has
been agreed that the draft .regulations be circulated for Members for comments. The
comments have to be sent to the ARICEA Secretariat before or by 7th Nov 2014. Then
the revised draft regulations have to be presented to the next AGM for discussion and
adoption.
Recommendations
The 8th Committee meeting recommended that
a. The draft regulations be circulated to Member States for Comments;
b. Member State are request to send comments by 7th Nov 2014.; and
c. The comments be incorporated in the draft document and the revised one
be presented for next ICEA AGM.
Cyber Security Programme implementation
The 24th meeting of ARICEA Executive Committee discussed reports on cyber security.
Cyber Security affects entire African continent and the whole world. It is important for all
Member States to jointly fight this vice that is threatening the region and the world at
large. Today a new form of organized cybercrime aimed at financial gains, with an
expansion of the types of threats to various platforms and to various countries. Spam
has evolved to become a vehicle for delivering more dangerous payloads, such as the
dissemination of viruses, worms and Trojans that are today a means for online financial
fraud, identity or trade-secret theft as well as various other forms of cyber threats.
It is therefore a necessity today to implement the cyber security measures in this
moving electronic era. It is important to raise the awareness of the cybercrime and
bridge the gaps among Member States. It is important to organize a high level forum for
cyber security back to back with the next AGM where all the stakeholders have to be
invited. It is also important to carry out and assessment on the current status of cyber
security in the region and update the implementation road map. A letter has to be
circulated to members emphasizing on the implementation of the cyber security and
take all measures to protect COMESA cyber space.
It has been emphasized that the judiciary system has to be on board. A regional
agreement on cyber security has to be developed and be signed by Member States to
facilitate cooperation and mutual assistance. It was agreed that a COMESA/ARICEA
Cyber Security Board be established to facilitate the implementation of cyber security
policy and regulatory framework, PKI, CERT and identify a team to assist any Member
State if faced with an attack. The COMESA/ARICEA Cyber Security Board setting up
criteria and structure have to be included in the regional cooperation agreement.
Recommendations
The 8th Committee meeting recommended that:
a. Convene a High Level Cyber Security Forum back to back with the next AGM
which will be in Bujumbura, Burundi ;
b. COMESA Secretariat has to mobilise resource for the High Level Cyber
Security Forum and invite regional and international experts for exchange of
best practices;
c. A letter has to be circulated to Member States to raise their awareness and
alert them of the coming High Level Cyber Security Forum;
d. Develop a regional cooperation agreement on cyber security to facilitate
cooperation and mutual assistance;
e. Develop a check list for mutual recognition of PKI certificates; and
f. Organise training on CERT.
Digital Broadcasting Migration
The 24th Executive Committee of ARICEA discussed a report on the status of the digital
broadcasting. The report highlighted definition, background, policy and regulatory
framework, signal distribution, set top boxes, technology and standards, current status
and recommendations.
Many Member States may not be able to meet the ITU deadline of June 2015. Hence
Member States may consider supporting the year 2020 list which is a list of countries
requesting use of the analogue system until the year 2020. However Member States
have to agree on certain measures to protect their analogue system taking the example
of Mauritius and Reunion.
ARICEA Executive Committee has noticed that the report needs to be updated. The
Member States are requested to submitted information to the ARICEA Interim
Secretariat. The ARICEA Interim Secretariat has been tasked to update the report.
The 8th Committee meeting is invited to note the progress.
Facilitation in Information Technology (IT)
(e)
IT Master Plan
145. Terms of Reference for the recruitment of a consultant (who will develop the regional IT
strategy) were advertised. CVs were received and a consultant was selected to develop the
strategy. Work on the regional strategy is currently ongoing and is expected to be completed by
end of November. The regional IT strategy would serve as a guide for IT related activities to
implement in the region in line with global developments in the field of ICT.
Recommendation
146. The Secretariat should convene a presentation and validation workshop to review the
developed IT regional strategy and to develop a new IT Master Plan.
(f)
Geographical Information Systems
147. Work is ongoing for the development of a Peace & Security layer on the GIS system.
Continuous capacity building and skills transfers are ongoing in the development and
maintenance of GIS system.
(g)
Free and Open Source Software
148. Regional FOSS guidelines have been drafted to assist Member States to effectively
utilize Open Source Software for the advancement of ICT. The guidelines are attached as
annex 1.
149. The Secretariat is working on mechanisms on how best to disseminate the guidelines
and ensure they are adopted by the Member States.
Recommendation
150. The meeting recommended that the developed guidelines be circulated to the Member
States
(h)
e-Government
151. Discussions with Uganda on the MoU which is proposing the hosting of an eGovernance Academy are at advanced stage. The establishment of an e-Governance Academy
to promote the development of skills in e-Government and to ensure sustainability of eGovernment implementations is a project identified under the COMESA e-Government
programme.
Recommendation
152. The meeting recommended that the MoU between the Republic of Uganda and
COMESA on the e-Governance Academy be finalised and a roadmap for implementation of
activities be worked on.
(i)
E-Learning Programme
153. A draft business model had been developed and a new MoU with the Government of
Kenya is currently under consideration. The e-Learning business model would effectively
coordinate the addition of more courses onto the platform as well as the accreditation.
Recommendations
154.
The meeting recommended that
a. The Secretariat should convene a workshop for the Member States to adopt the
draft business model.
b. The Secretariat should ensure implementation of the business model to ensure a
responsive and active e-learning program.
(j)
ICT Trade Facilitation
i) The COMESA Virtual Trade Facilitation System (CVTFS)
155. The CVTFS roll out has commenced in the Northern, North-South & Horn Corridors that
includes Rwanda, Congo DR, Malawi, Zambia, Ethiopia and Djibouti. The roll out is being
consolidated and extended to other Non COMESA Member States i.e. Tanzania and
Mozambique. The COMESA Virtual Trade Facilitation System (CVTFS) is an ongoing project
where the intention is to provide for an online system of tracking cargo and transport equipment
along the designated corridors in the region. It involves the fitting of signal transmitting gadgets
fitted on vehicles or containers and enables them to be tracked as they transit across the region.
156. The CVTFS is a comprehensive system incorporating and integrating the features of
other trade facilitation systems such as those for transit data transfer, regional customs bond
guarantee, and electronic marketing systems.
ii)
ASYCUDAWorld Implementation
157. The Secretariat is currently working with two Member States who will soon be migrating
to ASYCUDAWorld (Swaziland and Comoros). The Secretariat also continues to provide
financial and technical assistance to Member States who are willing to migrate to
ASYCUDAWorld.
iii)
Electronic Certificate of Origin
158. The process of implementing a web based system to handle the electronic certificates of
origin was underway. Terms of Reference had been prepared and a tender notice was launched
on the COMESA website.
159.
Bids were received and successful bidder was selected.
160.
The implementation of the system has commenced.
iv)
Trade Facilitation portal
161. The Secretariat is currently developing a Trade Facilitation portal that will consolidate all
the Trade information and Trade Facilitation systems. A prototype is currently available at
http://trade.comesa.int.
Recommendations
162.
The meeting recommended that
a. Member States should facilitate the roll-out of the CVTFS along the different
corridors
b. The Secretariat should continue its technical support to Member States on
ASYCUDAWorld.
c. The Secretariat should continue mobilizing funding for ASYCUDAWorld.
d. The Secretariat should finalise the development of the electronic certificate of
origin and present it to the Member States for validation.
(k)
Data Center and Disaster Recovery (DR) Site
163. A redesign for a new data center for the Secretariat is currently underway to host the
new IT equipment which is currently being hosted in an interim server room. The primary focus
is on the Secretariat’s IT infrastructure and the setup of a new data center as well as a disaster
recovery site.
164. The new IT equipment is in place. DR site arrangements have been finalised and tested.
The systems are expected to go live by November 2014.
Recommendation
165. The Secretariat should fast-track the building and setup of the new data centre to house
the new equipment in a more secured environment.
DEVELOPMENT OF PHYSICAL INFRASTRUCTURE
i.
The COMTEL Project
166. The COMTEL project aim is to create the enabling platform for unlocking value in the
installed terrestrial fiber optic infrastructure by the regional networks and value added services
to break the region’s dependence on international clearing houses, international satellite
operators, undersea cable operators, international IP traffic peering, thereby keeping regional
traffic in the region and creating an environment for the uninhibited low cost movement of traffic
across borders.
167. The IP clearing house and Regional IP Peering points is an intelligent network overlay
which controls the routing of traffic running over operator networks. Traffic flows to the IP
Clearing House, will be for regional and international traffic only. Internal traffic within the
countries will be routed internally through local internet peering points in each country. The
feasibility study has been completed.
168. Cross Connect finalized the technical feasibility study and the economic viability. study.
The project will be presented to the operators and investors.
Recommendation
169. The committee is requested to note the progress made in the implementation of the
project.
(l)
170.
VSAT Closed User Group Communications Network
The VSAT network provides for voice, data and video conferencing.
171. Currently, the main focus is on reviving the VSAT equipment (which has started in
November 2013) in the faulty sites in the Member States. The reviving aims to ensure that the
VSAT Closed User group network is fully operational for the running of voice, data and video
services for maximum utilization of the network at affordable prices
Recommendation
172.
The Committee Meeting recommended that:
i.
ii.
D.
The Secretariat should make the reviving and operation of the VSAT Closed User group
network a priority; and
The Secretariat should ensure allocation of sufficient funding for the operation of VSAT
Closed User group network.
ENERGY
66.
The energy part of this report contains activities related to policy and regulatory
harmonization, facilitation and development of physical energy infrastructure.
POLICY AND REGULATORY HARMONISATION
67.
Activities covered under energy policy and regulatory harmonization include the
COMESA Model Energy Policy Framework, while activities related to the Regional Association
of Energy Regulators for Eastern and Southern Africa (RAERESA) will be presented as
substantive agenda item.
(i)
The COMESA Model Energy Policy Framework
The COMESA model energy policy framework contains a main energy policy goal; energy policy
objectives; key issues in the energy sector; supply and demand side policy objectives and policy
instruments; and cross cutting issues.
It provides the COMESA member States with harmonized guidelines that would facilitate energy
policy harmonization in the COMESA region in efforts to improve efficiency and increased
investment.
The objective of this model energy policy framework is therefore to provide an outline of
contents expected in national energy policy which countries can then domesticate/internalized,
therefore, harmonizing policies in the spirit of regional integration.
Table….. reveals the status of domestication/internalization of the COMESA model energy
policy framework by COMESA Member States. It is worth noting that national energy policy
documents of 11 countries are compliant with the COMESA model policy framework and that
three countries are in the process to review their national policies.
Table : The Status of Domestication/Internalization of the COMESA Model Energy Policy
Framework by COMESA Member States
Compliant
to
the Compliant
to
the Under Review expected Initiated
COMESA
Model COMESA
Model to Comply with the
Energy
Policy Energy
Policy COMESA
Model
Framework
Framework (Draft)
Energy
Policy
Framework
Burundi
Sudan
Kenya
Comoros
Democratic Republic
Madagascar
of Congo (DRC)
Malawi
Egypt
Mauritius
Seychelles
Swaziland
Uganda
Zambia
Zimbabwe
Source: Information compiles by COMESA Secretariat from the countries.
FACILITATION
Items to be reported under facilitation include the activities related to the Eastern Africa Power
Pool (EAPP) which will be presented as substantive agenda item and country energy profiles..
Country Energy Profiles
COMESA energy statistics study contains reports related to thirteen COMESA countries,
namely Burundi, Comoros, Egypt, Ethiopia,
Kenya, Madagascar, Mauritius, Rwanda,
Seychelles, Sudan, Swaziland, Uganda and Zambia.
It is expected that country energy profiles will give some insight of the energy sector of each
COMESA country in order to facilitate exchange of energy data and information among them.
This, in turn, will facilitate national and regional energy planning of the Member States and will
also make the environment conducive for investment in the energy sector through encouraging
the potential investors to make positive investment decisions.
The overall objective of this exercise is to foster the regional integration agendas of COMESA
through exchanging energy data and information, thereby, assisting the COMESA region to
achieve a higher level of strategic regional co-operation in the use and development of modern
energy resources including their infrastructure so as to maximize energy gains in the short,
medium and long terms.
The specific objectives of country energy profiles are to assist COMESA countries to exchange
energy data and information that facilitate their national and regional energy planning and also
to make the environment conducive for investment in the energy sector through encouraging the
potential investors to make positive investment decisions.
DEVELOPMENT OF PHYSICAL INFRASTRUCTURE
COMESA accords energy its rightful role in regional integration programming. This is because
energy is critical in enabling the production and productivity. In this regard, COMESA has
recognized energy and infrastructure at large as a priority and strategic focus area that requires
special attention. The Strategic Objective to be pursued is, therefore, to effectively address
constraints related to the improvement of energy in the region in order to reduce the cost of
doing business and also and to enhance competitiveness.
Power Interconnection Projects
173. Development and implementation of a number of power interconnection projects are
being fast-tracked by COMESA and the Tripartite. These projects include Zambia-TanzaniaKenya, Ethiopia-Kenya, Zimbabwe-Zambia-Botswana-Namibia (ZIZABONA), Democratic
Republic of Congo (DRC)-Zambia), Egypt-Sudan-Ethiopia, Ethiopia-South Sudan, EthiopiaSudan, Egypt-Sudan, Sudan-Eritrea, South Sudan-Uganda power interconnectors.
Zambia-Tanzania-Kenya Power Transmission Project
The 10th Energy Ministers’ meeting of Zambia-Tanzania-Kenya (ZTK) power interconnector
project was held in Dar es Salaam, Tanzania on 28 – 30 September 2104.
The objective of the meeting was to discuss the project implementation and to take decisions on
the following:
a. project implementation strategy;
b. project management;
c. signing of Heads of Agreements; and
d. financing mobilizing strategy.
The meeting took a number of decisions on the best way forward on the implementation of the
ZTK power interconnector project and also agreed on issues regarding the implantation
strategy.
The Ministers signed the Heads of Agreement (HOA). This means that the three countries have
expressed their commitment to the project at the highest level and that the project can now be
able to proceed further to other implementation phases.
(i)
It is worth noting that funding of Euro 4.4 million for the Project Management Unit (PMU) for the
project has been secured under the 10th European Development Fund, (EDF).
The report of the ZTK Ministerial meeting will be presented
Ethiopia-Kenya Power Interconnection Project
The construction of the project is expected to commence very soon following the securing of
finance through co-funders, namely, the World Bank, the African Development Bank the French
Development Agency and of course the Ethiopian and Kenyan governments. Engineering
supervision consultant to supervise the implementation and procure a contractor has also been
engaged.
Zimbabwe-Zambia-Botswana-Namibia (ZIZABONA)
Zimbabwe-Zambia-Botswana-Namibia (ZIZABONA) power interconnection project is expected
to reach financial close at the end of June 2015 and by that time, the EPC contractor is
expected to have been appointed, and the sponsors can thereafter be able to know the cost of
the project.
It is worth noting that the Southern African Poor Pool (SAPP) Coordination Centre procured
consultants for the following packages that were advertised during 2104 as follows:
a. Package 1: transaction and advisory services will be undertaken by FICHTNER of
Germany.
b. Package 2: coordination and supervision services will be undertaken by PHD Capital of
c.
South Africa, and
Package 3: environmental and social impact assessment of the line route in Zambia will
be undertaken by SWECO of Sweden.
NELSAP Power Interconnection Projects
t The Nile Equatorial Lake Subsidiary Action programme (NELSAP) of the Nile Basin Initiative
(NBI) is fast-tracking the implementation of the following power interconnectors:
a. Uganda-Kenya,
b. Uganda-Rwanda, Rwanda-Burundi; and
c. Upgrade of existing electricity system Burundi-DRC (Eastern part) Rwanda into 220 kv.
174. Most of these projects are expected to be completed in the next three years and there
will be urgent need to have the Eastern Africa Power Pool fully operational by then in order to
facilitate power trade in the region.
Power generation Projects
The average access to electricity in the COMESA region is low. It is around 35%. Installed
capacity of the COMESA region should therefore be increased from the current level of 55,800
megawatts in order to realize a full electrification rate in each of the countries and the COMESA
region as a whole.
However, a number of projects are at either at an advance stage of construction or being
developed. Those projects are expected to meet the growing electricity demand in the COMESA
region and increase access to electricity. Table …. reveals the status of power generation
projects under construction or under development for some COMESA countries .
Table : Power Generation Projects Under Construction for Selected COMESA
Countries
Country
Name of Project
Ethiopia
Gibe III
Zambia
Capacity
(Megwatts)
Type
1,870
Hydro
Genale III
254
Hydro
Genale VI
246
Hydro
Grand Renaissance
Ashegoda
Adama II
6,000
90
153
Hydro
Wind
Wind
Total
8,613
Itezhi-Tezhi
Kariba North Bank
Extension (almost
completed)
120
Hydro
360
Hydro
Maamba
300
Coal
Total
780
Table 3: Power Generation Projects Under Development
Country
Name of Project
Burundi,
Rwanda and DR
Congo
Ruzizi III
145
Hydro
Ruzizi IV
390
Hydro
Total
535
Democratic
Republic of
Congo
Inga
Malawi
Kapichira II
Uganda
Capacity (MW)
Type
3,500 - 40,000
Hydro
64
Hydro
Karuma HPP
600
Hydro
Isimba HPP
183
Hydro
Ayago HPP
600
Hydro
Total
1,383
Zambia and
Zimbabwe
Batoka Gorge
1,600
Hydro
Zambia
Kafue Gorge Lower
750
Hydro
Emco
300
Coal
Kalungwishi
247
Hydro
Total
Zimbabwe
1,297
Kariba South
Extension
300
Hydro
Hwange
600
Coal
Gwanda
100
Solar
Gairezi
30
Hydro
Total
1,030
Table 4: Other Power Generation Projects
Country
Burundi, Rwanda
and Tanzania
Name of Project
Capacity (MW)
Type
Rusumo Falls
63
Hydro
DR Congo and
South Sudan
Wanie - Rukula
288
Hydro
Ethiopia
Mandaya
2,000
Hydro
Kenya
Uganda
Helele Warabesa
422
Hydro
Baro
500
Hydro
Genji
Chemoga-yeda I and
II
Gilgel Gibe IV
Aysha
200
Hydro
420
1,400
300
Hydro
Hydro
Wind
Total
5,242
Ol-Karia and
Menengai
Ngong,L.Turkna and
Kinangop
Kindaruma
upgrading
1,646
Geothermal
630
Wind
24
Hydro
Kwale Sugar Factory
18
Cogeneration
Thika, Athi River
510
Thermal
Kitui and Kilifi
1,920
Coal
Mombasa
700
LPG
Total
5,448
Karuma
700
Hydro
Murchinson Falls
750
Hydro
Ayago
550
Hydro
Total
2,000
Although renewable energy is characterised by high up-front capital requirements that
contribute to making it appear expensive, nevertheless operating expenses may be low,
particularly if the fuel cost is zero (solar, wind). There is also an added benefit of reducing
national exposure to fossil fuel price volatility and attached costs. Renewable energy could play
a vital role in the energy mix and could be one of the solutions of the energy challenges that
many countries are facing. In addition, renewable energy has little or no greenhouse gas
emissions associated with it, making it an excellent source of carbon credits that bring additional
income. Table : shows selected renewable energy projects for selected counties.
Table : Selected Renewable Energy Projects
Burundi
PROJECT NAME
TECHNOLOGY
CAPACITY (MW)
Gitega
PV Solar
10
Bubanza
PV Solar
10
PROJECT NAME
TECHNOLOGY
CAPACITY (MW)
Private Project
Solar
50
PROJECT NAME
TECHNOLOGY
CAPACITY (MW)
Egypt
Photovoltaic plants
20
PROJECT NAME
TECHNOLOGY
CAPACITY (MW)
Kenya
Small Hydro
3
Kenya
Small Hydro
2.1
Kenya
Small Hydro
2.8
Kenya
Small Hydro
8
Kenya
Small Hydro
2.85
Kenya
Small Hydro
1
Kenya
Small Hydro
2.9
Kenya
Small Hydro
15[1]
Kenya
Small Hydro
0.8
Kenya
Wind Power
30
TECHNOLOGY
CAPACITY (MW)
Djibouti
Egypt
Kenya
Madagascar
PROJECT NAME
[1]
3 x 5 MW units
PROJECT NAME
TECHNOLOGY
CAPACITY (MW)
Atsimo Atsinana
Village PV Solar
0.232
Amoron'I Mania
Village PV Solar
0.251
Atsimo Andrefana
Village PV Solar
0.206
Haute Matsiatra
Village PV Solar
0.135
Vatovavy Fitovinany
Village PV Solar
0.342
Irohombe
Village PV Solar
0.028
Menabe
Village PV Solar
0.195
PROJECT NAME
TECHNOLOGY
CAPACITY (MW)
Nyamyotsi I
micro hydropower
0.1
Nyamyotsi Ii
micro hydropower
0.1
Mukungwa Ii
micro hydropower
2.2
Janja
micro hydropower
0.22
Mutobo
micro hydropower
0.2
Keya
micro hydropower
2.2
Gashashi
micro hydropower
0.2
Cyibili
micro hydropower
0.3
Repro
micro hydropower
0.105
Sogmr
micro hydropower
0.4
Nkora
micro hydropower
0.7
Enny
micro hydropower
0.5
Nyabahanga
micro hydropower
0.2
Agatobwe
micro hydropower
0.2
Nyirabuhombohombo
micro hydropower
0.5
PROJECT NAME
TECHNOLOGY
CAPACITY (MW)
SAEMS Nyamwamba SHPP
Small Hydro
14
Hydromax Waki Mini
Hydropower Plant
Small Hydro
5
Rwanda
Uganda
Zimbabwe
E.
PROJECT NAME
TECHNOLOGY
CAPACITY (MW)
Rusitu II
Hydro Power
4.5
Preparation and Financing of Infrastructure Projects
European Development Fund 11
Delivering on regional economic integration requires, among other measures, good regional
infrastructure. Despite robust gains in GDP in many of the EA-SA-IO countries in recent years,
infrastructure inefficiencies continue to slow down integration efforts and growth, and put stress on
national resources, both public and private.
The infrastructure deficit that hampers competitiveness needs to be addressed through investments for the
development of more integrated transport, energy, ICT and trans-boundary water networks that boost
interconnectivity and growth,. The overall objectives per sub-sector,




Reduce transport costs and boost intra-African trade;
Reduce energy costs and increase access;
Ensure water and food security;
Increase global connectivity
The overall objective is to "contribute to sustainable economic development through regional
economic integration, with an emphasis on the completion of more integrated markets, the
development of investment and productive capacities and the improvement of economic
infrastructures" and the following specific objectives shall be pursued:
The specific objectives are:
i.
ii.
iii.
Improved connectivity and efficiency of regional infrastructure networks
Improved strategic and regulatory framework; and
Capacity development on infrastructure
The Secretariat has contributed substantially to the regional infrastructure envelope. List of
physical and soft projects have been submitted to EU for inclusion in the infrastructure
envelope.
Infrastructure requires a lot of human and financial resources for preparation, construction,
operation and management. Capacity building and technology transfer are highly important for
SMEs, local manufacturing in Member States as well as for the Secretariat. Hence more
financial and human resources need to be mobilized for the infrastructure Division to enhance
infrastructure development within the region.
PIDA Project
Recommendations:
The meeting recommended that:
i.
ii.
The consultancy budget for infrastructure be increased by 50%; and
Appointment of one or two additional expert in the division.
AnnexI
COMESA Guidelines on Free and Open Source Software (FOSS)
Introduction
The COMESA Guidelines on Free and Open Source Software are a follow-up to the COMESA
Regional FOSS Framework of 2009 whose main objective was to provide a clear way forward
for the Free and Open Source Software (FOSS) programme which would lead to an increase
the adoption and use of FOSS especially in the public sector.
The guidelines highlight the basic principles and best practices for the acquisition of open
source software and applications, especially in public procurement and they may be used for
reference in the planning stages of any software procurements in public sector ministries and
organisations.
Free and Open Source Software (FOSS) is software which is liberally licensed to grant the right
of users to study, change, and improve its design through the availability of its source code. This
approach has gained both momentum and acceptance as the potential benefits have been
increasingly recognized by both individuals and corporate players.
Open Source vs Proprietary Software
Proprietary software comes at a relatively higher cost and is usually accompanied by restrictions
in license agreements and lack of access to the source code to allow for customization or
enhancement of the software to suit the requirements of the organization. The restrictions are
tied in to intellectual property rights of the developer and aim to protect the unlawful copying and
distribution of the software.
On the other hand, the open source software community is very collaborative, and gives more
rights to the user of the software to improve on and make changes to the software without any
issue of intellectual property rights.
In the open source software community, users of any open source software are free to:



Use the software for any purpose
Have access to the source code and study it and modify it as they wish
Redistribute the software without royalty payments or any other licensing restrictions
This allows for open source software products to undergo continuous improvements through
peer review and allowing for end products that are secure, robust and of comparatively higher
quality.
Advantages of Open Source Software
Lower Total Cost of Ownership (TCO)
FOSS has a considerably reduced Total Cost of Ownership (TCO) due to factors such
as costing less to acquire, lower upgrade and maintenance costs, no imposed license
management costs, and it is usually able to run on older hardware more efficiently.
Less process
Open source software rarely involves an up‐front purchase cost. Therefore acquiring
open source software can involve fewer approvals, fewer meetings, less process and
delay resulting from the financial approvals process inside government. When facing
deadlines less process is a welcome.
Greater flexibility
Licensing open source software does not involve negotiating a contractual agreement for
the software. No contract means less commitment, and allows for greater flexibility
should any changes need to be made.
Better sustainability
Market forces can undermine the sustainability of a software product. A software system
can become redundant through the consolidation of an overcrowded market or through
strategic mergers and acquisitions. Adopting an open source solution is a strategy to
help insulate IT investments from external market forces. Having “open source” rights to
the application code reduces dependencies.
Greater freedom
In the open source model of development third party vendors compete to offer software
support. Having “open source” rights to the application code ensures vendor lock‐in is
not a concern.
Self determination
Open source systems are developed in an open, collaborative manner. Supporters can
exert an influence on a system’s direction. Users have direct input into improvements
and setting priorities.
Adopting Open Source Software
An excerpt below is from the Office of the Chief Information Office of the Ministry of Citizens’
Services and Open Government in British Columbia, Canada outlining the basic principles for
the adoption of open source software:
1.
Open Source Software must be given impartial consideration (alongside proprietary
software) when being proposed in response to a procurement.
2.
The choice of software should be based on the business value proposition, the
assessment of the associated risks and compliance with standards.
3.
Acquirers must ensure their intended use of open source software is compatible with the
software’s license terms.
4.
Acquirers must ensure that the sources used for downloading and updating open source
software are trustworthy.
5.
Acquirers must undertake to keep their open source software patched and up‐to‐date,
consistent with best security practice.
Public Procurement and FOSS
Public procurement is the process by which government departments or agencies purchase
goods and services from the private sector. It takes place at both a national and regional level,
and the process will usually be subject to specific rules and policies covering how the relevant
decisions are made.
The primary aim of public procurement is to obtain value for money using a competitive
tendering process.
Strategies deployed by the public sector to promote the IT sector and have them successful in
the procurement process include:







Having in place such IT and Public Procurement policies, a sound legal and regulatory
environment, and a good overview of the IT industry in areas such as skills and new IT
implementations taking place
Transparent procurement process backed by documented procedures
Development of capacity in the public sector for gaps that have been identified in the IT sector
Carrying out awareness activities of developments in the IT sector such as conferences, training
and seminars
Developing and implementing sound institutional frameworks
Providing alternative means to allow the private sector to effectively participate in the tendering
process
Adopting and disseminating information on best practice software design to facilitate wider
participation
As regards the inclusion of FOSS in public procurement, it is recommended that the adoption of
policies aimed at equal consideration of FOSS in public procurement is given priority by
governments. It is common practice for tender requirements to show open bias against FOSS.
This is usually in the way the tender information is structured. Sometimes it is as a result of the
lack of knowledge about FOSS among the Government officials or consultants preparing the
tender documents while other times it is a deliberate effort aimed at driving the use of particular
solutions.(Recommendation from COMESA Regional FOSS Framework, 2009)
Two illustrations have been given below of concerns in the industry when public agencies are
procuring software.
Concerns
Example 1:
Of a sample of 3615 software tenders that were published between January and August this
year, 36 percent request Microsoft software, 20 percent ask for Oracle, 12 percent mention IBM
applications, 11 percent request SAP and 10 percent are asking for applications made by
Adobe.
Example 2:
Software tenders often have either implicit or explicit bias for software brands or even specific
applications. Of a thousand government IT organisations, 33 percent said compatibility with
previously acquired software is the most important criterion when selecting new applications.
"This implicit vendor-lock in means that a tender, meant to last for only five years, leads to a
contractual relation lasting ten, fifteen years or more."
The necessary policies, legal and regulatory frameworks help to ensure that all stakeholders in the
procurement process are able to effectively consider, adopt and use an alternative to the traditional
procurement process, and that is e-procurement. As the name implies, e-procurement is the
ability to conduct a procurement using e-mail and internet-based technology making the process
simpler and much more effective.
Naturally, e-procurement embraces a number of familiar e-commerce aspects and includes the term
e-tendering. E-tendering is the electronic advertising of tenders and entails the tender document
being supplied and submitted electronically.
COMESA has developed an e-procurement system based on open source software for its public
procurement programme and the system is available on http://promis.comesa.int.
Obstacles, especially in developing countries, to the full adoption of an e-procurement system
include:
 Reluctance to adopt e-procurement system by the main procurement agencies
 Insufficient IT infrastructure to support the technology
 Insufficient skills to maintain the technology
 Lack of awareness on the benefits of such a system
 Lack of recognition of electronic signatures, especially on cross-border trade
 Insufficient business process re-engineering to move to the new system
 Challenges in legislations to support the use of the system
The Guidelines for FOSS Procurement
Public Sector agencies are required to follow the FOSS procurement guidelines during all
procurement activities such as but not limited to software, hardware, IT related products and
services acquisitions. These guidelines will facilitate Public Sector agencies to derive best value
for money and all other benefits of FOSS. FOSS procurement should be based on merits, value
for money, transparency, security and interoperability, as well as in accordance with
procurement policies and procedures.
Public Sector agencies are required to consider the following key principles in the procurement
of software and such other ICT equipment:
Scalability
The option of scalability to allow the product to withstand frequent and high volume use is a key
principle, considering that usage of software in organisations grows with time due to an
increasing staff base. The flexibility provided by FOSS by allowing access to the source code
provides for scalability as the code may be optimized to adapt to any increasing demands on
the software.
IT Architecture
Consideration should be given to the overall design of the product which should, as much as
possible, be scalable and modular, and provide for flexibility for modifications and for integration
with other products. FOSS offers software, complete or as modules, free of charge online,
including source code and all the information needed to allow easy adaptability to specific user
needs. The flexible architecture provided by FOSS allows for easy integration with other
modules.
Support
Support should be available for the product through a number of alternative means, and without
the need for any software support and subscription arrangements. FOSS has a large support
base from its various online communities and various solutions are regularly provided based on
user experiences. This is aided by the fact that there are no copyright restrictions and the
source code is openly available.
Adoption
Rigorous testing and marketing, leading to adoption by the industry and the community should
be evidenced through the availability of the product and the market, and the documentation and
resources available for it. Through the active online communities, and because they are freely
and widely available, FOSS products are put through a lot of use and testing contributing to the
adoption of the product.
Community
An active and lively community which discusses various aspects of the software gives credibility
to public procurement professional to be able to confidently acquire a software. The main
benefit for FOSS users is the active community through which experiences are shared and
support is provided at no cost. The communities also discuss new developments in the field of
FOSS.
Interoperability
Public Sector agencies should be encouraged to use products (hardware and software) for
interoperability that support open standards and specifications in all future ICT developments.
Transparency
The move towards greater transparency of IT governance is central to the principle of
accountability. Procurement activities of Public Sector agencies must adhere to standard
procurement policies and procedures and tender specifications must be free of ambiguity.
Access to source code must be available wherever possible.
Security
Potential ICT solutions should be carefully evaluated on case by case basis prior to being
accepted as safe and free from security flaws for use in operations. The security aspect will
cover how vulnerable the product is to virus and other malware attacks and its stability during
operation. The evaluation may also consider the development method, program architecture
and target market for the product as these may greatly impact how secure a software is, and
how easy or difficult it is to breach.
Value for Money
Public Sector agencies procurement exercises seek to avoid unnecessary public spending.
Hence, procurement decisions are always to be based on the best value for money solution.
Merit
Procurement decisions should be based on merit, and there should be level terms applied for
evaluation of software.
Functionality
The responsiveness of the product to user requirements should be one of the main factors to
determine the decision to procure.
Usability
The ease of setup and configuration, user-friendliness, ease of support and maintenance
determines the usability of software and impacts on how well a product will be adopted.
Quality
Public sector agencies should ensure and find proof of rigorous testing to confirm that the
design of the software is solid to withstand all types of usage once in production.
Performance
An evaluation system should be able to confirm that the product had previously successfully
passed standard testing alongside other competing products based on the same benchmarks.
Documentation
The open source software product should have comprehensive documentation to meet the
needs of end users, administrators and software developers
Professionalism
Public procurement agencies should seek to have evidence of professionalism in the
development process and organization of the project.
Conclusion
These guidelines provide for best practices which would ensure that FOSS products get a fair
chance to be able to compete favourably on public procurements for software, and ensure the
best value for money on sustainable solutions that can be integrated with other solutions and
may be able to operate on a wide number of platforms without any vendor lock-in.
Of critical importance is the education and awareness of the personnel involved such as the
procurement experts, and the IT technical support who would provide the support for the
maintenance of the procured software.
Ultimately, a wide acceptance, adoption and use of FOSS has the potential to improve ICT skills
in the region, provide business opportunities and employment especially for the youth thereby
allowing for ICT to effectively contribute to the development of the region.