Governance of Transport Corridors in OIC Member States:
Challenges, Cases and Policy Lessons
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executive director.76 The CFM works together with the private sector in operating both rail-and port
services. As a member of MCLI, The CFM is “interested in promoting and developing Maputo
Development Corridor”.77 According to a UKaid report the private sector (“investors and interest
groups”) in Mozambique has a strong position in the field of “infrastructure policy making” compared
to a “relatively weak Government capacity” in the same field (UKaid, 2011).
Infrastructure, Finance, Planning and Programming.
A road fund has been set up to oversee and centralize “funding for routine road maintenance.” In 2006,
the total budget for this fund was $87.6 million (Dominguez-Torres and Briceño-Garmendia, 2011).
From a report on Mozambique from 2011: “At present, Mozambique spends only $664 million on
meeting its infrastructure needs.[…] Around two-thirds of the total is allocated to capital expenditure
and one-third to operating expenditures. Operating expenditures are entirely covered by budgetary
resources and payments from infrastructure users. The two largest sources of funding for
infrastructure investment are the public sector and the donors, each providing about $230 million per
year on average. The private sector has been investing at less than one-half of this level. Existing
spending is predominantly channeled to the transport, power, and ICT sectors. This level of spending
absorbs about 10.1 percent of Mozambique’s GDP, a comparable level of effort to that found in other
resource-rich African states, which have on average been spending around 10.6 percent of GDP on
infrastructure in recent years” (Dominguez-Torres and Briceño-Garmendia, 2011).
Corridor Performance Monitoring/Dissemination
No additional relevant information was found.
Corridor Promotion and Stakeholder Consultation
One of the responsibilities of the CFM cited on their website is: “To promote the development of
transportation and logistics activities through increased private sector participation in their operation
and management […]”.78
Capacity Building, Technical Assistance/Studies
No additional relevant information was found.
Legal Framework
There are two major agreements on regional integration in Southern Africa: the Common Market for
Eastern and Southern Africa (COMESA) and the Southern African Economic Community (SADC)
(World Bank, 2012). Mozambique is a member of SADC, though not of COMESA. As a member of SADC,
Mozambique is guided by the SADC Protocol with regard to the areas of Transport, Communications
and Meteorology”.79
NIGERIA
General Information
Various studies agree that customs efficiency is sub-par in Nigeria. In 2012, the country was placed at
number 146 (out of 150 countries) by the Logistics Performance Index. A reason for this problem is “
the complexity of the current trade policy regime”; especially a system of import bans upheld by the
Nigerian government. Nigeria is part of the Economic Community of West African States (ECOWAS).
Officially all trade barriers should have been removed. Several studies show that not all of Nigeria’s
commitments in this respect have been implemented (von Uexkull& Shui, 2014). This is not a Nigerian
problem, but a regional one: “In West Africa, both the processes, and degree of regional integration
have lagged behind expectations, andmany political commitments have either not been translated into
policy and regulatory reforms, or reforms are not implemented.” As a result, regional integration is not
as strong as it could be (Hoppe & Aidoo, 2012). A presentation at the 2016 WTO trade facilitation
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