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The Real Cost of Trouble at the Weigh Bridge Gilbert Langat

The recent traffic snarl-up on the Northern Corridor at the Mariakani (near Mombasa) and Mlolongo (near Nairobi) weighbridges caused by protests by long haul transporters are a worrying trend. Despite privatisation of the weighbridges, corruption and inefficiency continue to thrive, and the authorities concerned do not seem to realise that the slightest delay raises commodity prices, and costs taxpayers time and resources as people get stuck in traffic jams. On the one hand, we have non-compliant transporters who want to exceed the maximum axle load limit, and on the other we have corrupt officials who have turned the new rules into a cash cow. The problem therefore requires a harmonised approach. Transporters argue that it is not practical to weigh vehicles on the basis of axle load because, in many cases, goods loaded in containers do not remain static but shift around in transition due to the nature of the roads and the terrain. While they may have a point, weighing per axle is a common practice around the world. This is because an axle (the central shaft holding a pair of rotating wheels) creates the pressure point at which, when the truck goes over a certain weight, it becomes a strain on the road surface leading to damage. If the weight is not evenly distributed along the axles, the result is severe rutting (damage caused by overloaded axles) of the roads that we have heavily invested in. Instead of arguing that the vehicles should only be weighed on gross vehicle weight, transporters should base their argument on a five per cent tolerance level per axle based on the type of cargo. Interestingly, there are a number of compliant transporters who spend less time on the road since they do not have to bribe their way through the police checks and weighbridges. Their vehicles and wheels also have a longer life because the cost of wear and tear is minimal. How does all this affect you, you might ask. Trade influences economic development and growth. It is dependent on the effective and seamless movement of imports and exports from the point of entry to the final destination.

The movement of goods involves clearance at the ports, transportation via road, rail or pipeline, and clearance at border points thereby forming a logistics chain, and should there be a delay at any point in this chain, it is costly to not only the owners of the cargo but also the users of the final products. It is estimated that Ksh100,000 ($1,200) is lost per day per truck as a result of the delays experienced due to the weighbridge standoff. This cost is passed on to the consumer and in the worst case scenarios, where companies experience such delays frequently, factories have shut down due to lack of raw materials. This generally increases the cost of doing business because transporters carry raw materials that make basic commodities such as biros or exercise books, and any delay in delivery causes manufacturers to cushion themselves by ordering larger stocks or increasing the unit costs of items to recover what was lost. Shortages such as those experienced in the petroleum sector often result from similar scenarios of delays at points of entry. Meanwhile, the Kenyan government ends up spending approximately Ksh21 billion ($250 million) to repair highways and another staggering Ksh120 billion ($1.4 billion) for reconstruction and new projects. This could otherwise be used for development projects such as building more schools or hospitals. It is high time that all players in the road sector put their heads together to agree on a common position.

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