Zimbabwe’s push to become a regional logistics hub is gaining momentum, underpinned by an aggressive infrastructure drive anchored on major transport corridors, urban interchanges, and innovative financing models. As the government accelerates road rehabilitation programmes and deepens public-private partnerships, attention is increasingly turning to the systems powering this transformation — from policy frameworks to project execution. In this wide-ranging interview, Zimbabwe Independent senior reporter Freeman Makopa (FM) speaks to Transport and Infrastructural Development Permanent Secretary Joy Makumbe (JM, pictured) on the ambitions, progress, and financing strategy shaping the country’s logistics future:
FM: What are the ministry’s top priorities for 2026?
JM: The ministry’s infrastructure priorities for 2026 are firmly anchored in the National Development Strategy 2 (NDS2) and Zimbabwe’s Vision 2030, which seek to position the country as an upper-middle-income economy through sustainable and inclusive growth. Our 2026 agenda is structured around five strategic pillars. These include completion and operationalisation of major road rehabilitation programmes on key national corridors such as the Harare–Beitbridge, Bulawayo–Victoria Falls, Kwekwe–Nkayi–Lupane and Harare–Kanyemba highways. We are also accelerating urban interchange development in Harare, Masvingo and Mutare to decongest cities and improve freight efficiency.
FM: What else are you looking at?
JM: Other priorities include modernisation of weighbridges, toll plazas, and border infrastructure to enhance revenue collection and reduce transport costs; strengthening Public-Private Partnership (PPP) frameworks to attract private capital; and upgrading rural roads to improve connectivity for agricultural communities and small to medium scale enterprise supply chains. These are not isolated interventions. They form an integrated national infrastructure agenda enabling agriculture, mining, manufacturing, and tourism — the productive sectors underpinning Zimbabwe’s economic transformation. The rehabilitation of Zimbabwe’s road network is proceeding through contractor-led programmes, emergency maintenance, and long-term concession agreements.
FM: Take us through what is taking place on each of the major projects.
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JM: On key economic corridors, the Harare–Beitbridge Road (A4 Corridor) is under active rehabilitation, with routine and periodic maintenance ensuring all-weather trafficability. The Harare–Chirundu Road is being developed under a PPP concession model, financed through toll revenues.
The Harare–Kanyemba and Kwekwe–Nkayi–Lupane roads are progressing under separate contractor engagements, while the Plumtree–Harare–Mutare road is under a long-term maintenance contract to ensure sustained trafficability. Across all programmes, the ministry applies performance-based contracting to ensure accountability on delivery timelines and quality.
FM: Please outline progress under ongoing road and transport infrastructure programmes.
JM: Significant progress has been recorded. Works have commenced on the Mabvuku, Msasa, and Delport interchanges in Harare. On the Harare–Masvingo–Beitbridge project, only 35km remain, with 547km already completed and opened to traffic. The Trabablas Interchange was completed and commissioned on May 30, 2025.
FM: The Bulawayo–Victoria Falls Road has been under the spotlight.
JM: On that corridor, 57km have been completed and opened to traffic. The Shurugwi–Mandamabwe Road was completed and commissioned on December 12, 2024. We also have the Christmas Pass bypass project in Manicaland and the Robert Gabriel Mugabe International Airport Road linking the airport to the CBD. Concession agreements for Forbes and Chirundu Border Posts have been signed and are nearing implementation. Inter-agency project review meetings have been institutionalised to improve coordination, risk management, and communication. In the coming months, the public can expect commissioning of additional interchanges in Harare and completion updates on corridor concession programmes.
FM: Tell us about financing models.
JM: Treasury allocations alone cannot close Zimbabwe's infrastructure financing gap. We are pursuing a diversified financing architecture, including toll-based PPP concessions, where private operators finance, rehabilitate, and maintain roads in exchange for defined concession periods. Output and Performance-Based Road Contracts (OPBRCs) will transfer long-term maintenance risk to contractors while guaranteeing standards. We are also pursuing blended finance structures combining government guarantees with development finance institution funding, alongside Build-Operate-Transfer (BOT) models for new infrastructure such as border posts and intermodal facilities. We are working with the Ministry of Finance to optimise infrastructure levy and toll revenue frameworks, ensuring ring-fenced funds flow predictably, improving bankability.
FM: Tell us more about PPPs.
JM: PPP facilitation is central to our investment strategy. Within the Zimbabwe Investment and Development Agency Act framework, we have developed investor information packs for priority corridors, established dedicated technical committees to process proposals, and streamlined approval processes for qualifying unsolicited bids. We continue to engage regional and international investors, including infrastructure funds and DFIs, while showcasing Zimbabwe’s project pipeline at investment forums.
FM: What is your medium- to long-term vision?
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JM: Transport infrastructure is a direct determinant of business competitiveness. Zimbabwe’s road network connects farms to markets, mines to ports, and manufacturers to regional customers. Poor road conditions increase costs, damage cargo, and deter investment. Our interventions address these constraints. By reducing transit times on the Harare–Beitbridge corridor — the main gateway to South African markets — we are reducing landed costs and improving export competitiveness. One-stop border posts, such as Chirundu, will reduce cross-border delays. Urban interchanges in Harare will ease congestion, cut travel times, and lower last-mile logistics costs. Collectively, these interventions support Zimbabwe’s ambition to become a regional logistics hub.
FM: What opportunities have been unlocked?
JM: The ministry is committed to local content. Contract frameworks require meaningful participation of local subcontractors, suppliers, and service providers. Tender documents specify minimum local participation thresholds, while the procurement pipeline is published to allow SMEs to prepare and form consortia. Preference is given to locally-produced materials where feasible. We also work with the Zimbabwe Institute of Engineers and the Construction Industry Federation of Zimbabwe to build local capacity. Infrastructure development is labour-intensive. Thousands of Zimbabweans are employed across construction, supervision, and related services. Improved roads also stimulate growth in logistics, agriculture, hospitality, and retail.
FM: What measures are in place to improve efficiency and accountability?
JM: We have strengthened project governance through monthly review meetings, strict contract administration under ZGCC4, compliance with the Public Procurement and Disposal of Public Assets Act, and engagement of independent supervising engineers to certify works before payment.
FM: How is the ministry leveraging technology?
JM: We are integrating technology into transport management through electronic tolling systems, weigh-in-motion infrastructure, and digitised road condition data under the Road Asset Management System. We are also integrating infrastructure data into national spatial planning platforms. Road safety remains a priority, with close coordination with the Traffic Safety Council of Zimbabwe and the Zimbabwe Republic Police on enforcement and awareness programmes.