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ENHANCED ACCESSIBILITY FOR DISABLED
PEOPLE IN URBAN AND PERI-URBAN AREAS

COUNTRY REPORT: MOZAMBIQUE

Prepared for: Prepared by:

CSIR-Transportek Universidade Eduardo Mondlane (UEM)
Meiring Naude Road, Brumeria Centro de Estudos e Engenharia (CEE-UP)
P.O.Box 395 Av. de Moçambique, Km 1.5
Pretoria, 0001 P.O.Box 257
South Africa Maputo
Moçambique

CSIR
TRANSPORTEK

April 2002
DOCUMENT RETRIEVAL PAGE
Title:
Enhanced Accessibility for Disable People in Urban and Peri-Urban Areas

Author: J. Camba

Client (Consultant): Client Report No: Date: Distribution:
CSIR - Transportek April 2002 CSIR - Transportek
Project No: (Sub-consultant): ISBN:
Centre for Engineering Studies (CEE-UP)
Synopsis:

People with disabilities in Mozambique, in general, enjoy extreme limited access to
transport. More than half of all Mozambicans are captive to public transport, of which
minibus-taxis and commuter buses are the main modes, especially in the major cities
(Maputo and Beira). None of these operators have given much attention to the
accessibility of their vehicles and facilities. A very small percentage of people with
disabilities can afford private vehicles with adaptive devices. Accessible transport
services are non-existing.

The aim of this report is to assess the extent and nature of current barriers to mobility
and access experienced by people with disabilities in urban and peri-urban environment
in Mozambique, taking as the study area the big Maputo (including the city of Maputo,
Matola and surroundings). Opportunities for mobility interventions are identified and the
local best practice with regard to addressing these barriers investigated.

In the opinion of some contacted people working in the disability sector, the disability
movement is now starting to be head, however, the political influence is still limited.
Non-discrimination legislation in various arenas exists, including in transport and built
environment arenas, but these are not always enforced.

Keywords:
accessible transport, access, mobility.

Related documents:
Not applicable
Signatures:

Language editor: Project Manager: Technical review: Director (CEE-UP):
J. Camba D. Juizo
DISCLAIMER

The information given in this document is based on the study of existing literature and
primary data collection through key informant interviews and focus groups with the
potential users.

The views and opinions expressed in this report are those of the author and do not
represent the views and/ or policies of any particular organization or organizations cited
throughout the report.

(i)
ACKNOWLEDGEMENT

This study could not experience successful completion without the involvement of the
various role players, including governmental authorities (central and local levels),
transport operators, and the organizations of the disability sector.

The assistance provided by the following persons is gratefully acknowledged:

 Mr. Olívio Pinto (National Director of Surface Transporta – Ministry of
Transport and Communications)
 Ms Mª Helena Magaia (Social Affairs City Councilor – Maputo Municipality
Council)
 Mr. Samuel Quive (Maputo Municipality Council)
 Ms Genita (Directorate of Woman and Coordination of Social Affairs)
 Mr. Eduardo Cumbe (“Transportes Públicos de Maputo” – TPM)
 Mr. Francisco Tembe (Forum of Mozambican Disability Associations -
FAMOD)
 Mr. Victorino Boane (President of ADEMO and Director of ADEMO
Communitarian School)
 Ms Eufémia Amélia and Mr. Lúcio both from the Ministry of Woman and
Coordination of Social Affairs.
 Mr. Pedro Miguel (Head of project department of ADEMO)
 Mr. Justino (President of AJODEMO)
 Mr. Celso Magumbe (General Secretary of ASUMO)
 Ms. Ester Tembe (Sign language interpreter)

Special thanks to Mr. Johane Zonjo, who assisted in the data collection through public
participation process of the target group, preparation of the focus groups, conduction of
interviews with focus groups, and interaction with various interested parties.

a
Surface transport refers to road, rail and marine transport

(ii)
TABLE OF CONTENTS

DISCLAIMER ...........................................................................................I
ACKNOWLEDGEMENT..........................................................................II
1. INTRODUCTION ..........................................................................1
2. BACKGROUND ...........................................................................1
2.1. Size and Characteristics of the Disability Sector....................................... 1
2.2. Disability/ Poverty Link ................................................................................ 2
2.3. Main Causes of Disability ............................................................................ 3
2.4. Level of Organisation of Disability Sector .................................................. 4
2.4.1 Current Level of Organization ......................................................................... 4
2.4.2 Political Influence of Disability Sector ............................................................. 5
2.4.3 Public Transport System General Description ................................................ 5
2.4.3.1. GENERAL .............................................................................................................. 5
2.4.3.2. COMMUTER BUSES (URBAN TRANSPORT) ................................................................ 5
2.4.3.3. COMMUTER RAIL ................................................................................................... 6
2.4.3.4. INFORMAL MINI-BUS TAXIS (CHAPA 100).................................................................. 6
2.4.3.5. INTER-URBAN TRANSPORT ..................................................................................... 6
2.5. Legislation, Policy, and Strategies.............................................................. 6
2.5.1 General ........................................................................................................... 6
2.5.2 Health ............................................................................................................. 7
2.5.3 Education ........................................................................................................ 8
2.5.4 Work ............................................................................................................... 8
2.5.5 Transport ........................................................................................................ 8
2.5.6 Social Affairs ................................................................................................... 9
3. NEEDS ASSESSMENT ................................................................9
3.1. Methodology ................................................................................................. 9
3.1.1 Focus groups ................................................................................................ 10
3.1.1.1. PREPARATION OF FOCUS GROUPS ........................................................................ 10
3.1.1.2. RUNNING THE FOCUS GROUPS ............................................................................. 10
3.1.2 Interactions and interviews at special schools .............................................. 11
3.1.2.1. COMMUNITARIAN SCHOOL OF ADEMO ................................................................. 11
3.1.2.2. SPECIAL SCHOOLS (NO. 1 AND NO. 2).................................................................... 11
3.1.3 Ad hoc interactions and interviews ............................................................... 12
3.1.4 Walk through/ photographs ........................................................................... 12
3.2. Problems and Barriers ............................................................................... 12
3.2.1 People with hearing impairments .................................................................. 12

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3.2.2 People with visual impairments..................................................................... 13
3.2.3 People Walking with Difficulty ....................................................................... 13
3.2.4 People Using Wheelchairs ............................................................................ 14
3.2.5 People with mental impairments ................................................................... 14
3.3. Priorities ...................................................................................................... 15
3.3.1 Accessibility to transport/ mobility ................................................................. 15
3.3.2 Other services .............................................................................................. 17
4. CURRENT PRACTICE ............................................................... 17
4.1. Access Card to Rights (CAD) .................................................................... 17
4.2. Free fares/ reserved seats ......................................................................... 18
4.3. Sidewalk on level of the road surface ....................................................... 18
4.4. Discussion .................................................................................................. 18
5. IDEAS FOR DEMONSTRATION PROJECT .............................. 18
5.1. General idea ................................................................................................ 18
5.2. Key sites ...................................................................................................... 19
5.2.1 Central Hospital of Maputo (HCM) ................................................................ 19
5.2.2 Ponto Final Bus Stop .................................................................................... 19
5.2.3 Milagre Mabote Ave. X Joaquim Chissano Ave. ........................................... 19
5.2.4 Xipamanine Terminal .................................................................................... 20
5.2.5 Bus Stops at Mercado Fajardo or Mercado Muangacana (Malanga) ........... 20
5.2.6 Train Station at CFM (Maputo) ..................................................................... 20
6. REFERENCES ...........................................................................21
APPENDIX A: FOCU’S GROUP QUESTIONNAIRES ............................1
APPENDIX B: MOZAMBICAN ORGANISATIONS OF DISABLED
PEOPLE .......................................................................................1
APPENDIX C: PHYSICAL PROBLEMS AND BARRIERS ON
PUBLIC TRANSPORT .................................................................1
APPENDIX D: LEGISLATION, POLICY, AND STRATEGIES ................1
D.1. Health System ............................................................................................... 1
D.1.1. The Constitution of Mozambique, 1990 – articles 54, 94, 95 and 68 .............. 1
D.1.2. Presidential Decree no. 11, 1995 ................................................................... 1
D.1.3. Law 25/91 – National Health System .............................................................. 1
D.1.4. National Health Policy (Act 4, 1995) ............................................................... 1
D.1.5. Resolution 20/99 – Policy with Regard to People with Disabilities .................. 1
D.1.6. Law 6/71 – Law of Basis for Rehabilitation ..................................................... 1
D.1.7. Law 4/87 – Rules of the Assistance National System Operation .................... 2
D.1.8. Decree 21/96 – Regulation of Medical Assistance to State Workers .............. 2

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D.1.9. Decree 3/86 – Regulation of Social Providence and Reform of the
Mozambican Army .......................................................................................... 2
D.1.10. Decree 49073 – Regarding to extension of benefits of the rehabilitation
process for the poor people, 1969 .................................................................. 2
D.1.11. Decree 16/88 – Regulation of social fund for medicaments and infantile
food supplements ........................................................................................... 2
D.2. Education System......................................................................................... 2
D.2.1. The Constitution of Mozambique, 1990 – article 92 ........................................ 2
D.2.2. Presidential Decree no. 10, 1996 ................................................................... 2
D.2.3. Resolution 8/95 – National Education Policy .................................................. 3
D.2.4. Law 6/92 – National Education System .......................................................... 3
D.2.5. Resolution 20/99 – Policy with Regard to People with Disabilities .................. 3
D.2.6. Law 6/71 – Law of Basis for Rehabilitation ..................................................... 3
D.3. Work System ................................................................................................. 3
D.3.1. The Constitution of Mozambique, 1990 – article 88 and 68 ............................ 3
D.3.2. Law 8/98 – Work Law ..................................................................................... 3
D.3.3. Law 5/89 – Law of Social Security System ..................................................... 4
D.3.4. Decree 46/89 – Regulation of Social Security System.................................... 4
D.3.5. Resolution 20/99 – Policy with Regard to People with Disabilities .................. 4
D.3.6. Law 6/71 – Law of Basis for Rehabilitation ..................................................... 4
D.4. Transport System ......................................................................................... 4
D.4.1. Resolution 20/99 – Policy with Regard to People with Disabilities .................. 4
D.4.2. Decree 15/96 – Regulation of Transport in Automobiles ................................ 5
D.5. Social Affairs System ................................................................................... 5
D.5.1. Decree no. 28/97 – National Institute of Social Affairs .................................... 5
D.5.2. Ministerial Diploma no. 12/98 – Internal Regulation of the National Institute
of Social Affairs ............................................................................................... 5
D.5.3. Resolution 12/98 – Social Affairs Policy ......................................................... 5
D.5.4. Resolution 20/99 – Policy with Regard to People with Disabilities .................. 5
D.5.5. Decree no. 16/93 – Food Subsidies Regulation ............................................. 5
APPENDIX E: PHOTOGRAPHS .............................................................1

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1. INTRODUCTION

Mozambique is a large country, with an area of 799,380 m2, and is situated at the
south-eastern coast of Africa. The total population is estimated at 17,2 million
inhabitants, according to 1997 Population Census (INE, 1998). After the
independence in 1975, few years latter, the country plunged into a civil war that
devastated the country over16 years. With the signage of the peace agreement in
1992, a new era have initiated whereby great challenges are imposed to the
Mozambican society in general, and to emerging governments in particular, for
interventions in various arenas including, amongst others, social initiatives to reduce
poverty.

People with disabilities in Mozambique, in general, enjoy extreme limited access to
transport. More than half of all Mozambicans are captive to public transport, of
which minibus-taxis and commuter buses are the main modes, especially in the
major cities (Maputo and Beira). None of these operators have given much attention
to the accessibility of their vehicles and facilities. A very small percentage of people
with disabilities can afford private vehicles with adaptive devices. Accessible
transport services are non-existing.

The aim of this report is to assess the extent and nature of current barriers to
mobility and access experienced by people with disabilities in urban and peri-urban
environment in Mozambique, taking as the study area the big Maputo (including the
city of Maputo, Matola and surroundings). Opportunities for mobility interventions
are identified and the local best practice with regard to addressing these barriers
investigated.

In the opinion of some contacted people working in the disability sector, the disability
movement is now starting to be head, however, the political influence is still limited.
Non-discrimination legislation in various arenas exists, including in transport and
built environment arenas, but these are not always enforced.

2. BACKGROUND

2.1. Size and Characteristics of the Disability Sector

There is a lack of reliable information on disability in Mozambique. Where available,
the reliability and detail of the information vary substantially by source. According to
the estimates of the World Health Organisation (SCUK and ADEMO, 2001), it is
calculated that approximately 10% of the country population is disabled
(representing about 1,724,000 people with disabilities). Due to the precarious

Page 1
conditions of health assistance prevailing in the country, associated with a past of
wars, which left landmines that created and are still creating numerous victims, this
number is likely to increase. Some representatives of contacted organisations of the
disability sector believe that the size of disabled population is greater than that
indicated above.

According to the 1997 Population Census (INE, 1998), approximately 80% of the
Mozambican population live in the rural areas. INE (1998) further indicates that only
5% of people with disabilities are literate (95% of illiteracy rate), which is an
extremely low percentage for a segment that represents 10% of the population. It
should be noted that, also according to the 1997 Census, the rate of illiteracy out of
the total population is calculated at 60.5%. This shows that, historically, people with
disabilities have been denied access to education. In fact, the lack of education
among the people with disabilities is seen as the main contributing factor to the
increase of poverty incidence within this population group.

The distribution of disabilities by type is not known, but it is thought that visual
impairment and physical disabilities are the most common type of disability, the last
being more abundant than the first. This is also thought that the prevalence of
hearing and mental impairment is also significant. It should be noted that the civil
war that devastated the country during 16 years, contributed substantially, and is still
contributing, for the increase of prevalence of physical disability.

2.2. Disability/ Poverty Link

Data such as average income of people with disabilities and that of non-disabled
people, which could show the link between disability and poverty, are not available.
However this link is evidenced by looking at the education level scenario among the
people with disabilities. Considering that this group has been for long placed in an
unfavourable position, it become evident that the educational level is, in general, low
with a significant percentage with no education at all (note that the WHO indicated
95% prevalence of illiteracy rate among the people with disabilities). Based on this,
and taking into account the link between education level and income level, it can be
concluded that the average income among the disabled is low than that of non-
disabled people. The interviews conducted with focus groups under this project
clearly provided this same indication. More than 90% of the interviewees referred to
be unemployed (and therefore, with no income).

Another important aspect pointed out by some of the contacted people with
disabilities has to be with a cultural problem, which further prevents people with
disabilities from access to fundamental human rights, such as the right to education.
For instance, a regular family having two or more kids, one of them being disabled,
the parents will normally send to school the non-disabled kids, so that they take care
of the disabled brother or sister in future. This attitude of parents has been indicated

Page 2
by many people as one of the main contributing factor for the higher prevalence of
illiterate people among the people with disabilities.

These findings therefore indicate the need to target the poorest population groups
with poverty alleviation strategies (such as skills training and other empowering
assistance), but also, there is a need to look at the component of civic education of
the communities in order to alert them on the consequences of certain attitudes that
are taken in the family. The excess of protectionism to a point that persons with
disabilities in the family are guarded against the outside environment removes from
them various rights and further worsens their condition of life.

2.3. Main Causes of Disability

There are no definitive statistics on the causes of disability in Mozambique.
However, based on social, economic and political conjuncture over the last two to
three decades, it is thought that the following are the main causes of disability:

 War (including people wounded with a shot and landmine victims)
 Illness (measles, polio, leprosy and epilepsy)
 Natural cause (born-disabled)
 Car accidents

Table 2.1 provides a summary statistics of the causes of disability of persons
interviewed under this project in a total of 120. This result evidences a greater
prevalence of landmine victims. Illness and natural cause (people who born
disabled) are the next most common causes of disability among the interviewees,
with 19% and 16%, respectively.

Table 2.1. Causes of disability

Causes of disability No. Percentage
Born disabled 19 16%
War/ landmine victims 62 51.5%
Illness 23 19%
Car accidents 3 2.5%
Other cause* 13 11%

TOTAL 120 100%

*Other causes indicated include unknown causes, work accidents, crime victims, etc.

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2.4. Level of Organisation of Disability Sector

2.4.1 Current Level of Organization

The Forum of Mozambican Disability Associations (FAMOD) is the national
umbrella body for all national disability NGOs. FAMOD, a member of Southern
African Federation of the Disabled (SAFOD), is the national forum where all national
welfare organisations, as well as national organisations of disabled people and
parents, come together to negotiate and develop common visions for the
equalisation of opportunities for people with disabilities. Government consults with
the FAMOD on matters related to disability. FAMOD members include:

 Mozambican Association of People with Disabilities (ADEMO)
 Mozambican Association of Disabled Militaries (ADEMIMO)
 Mozambican Association of Deaf People (ASUMO)
 Mozambican Association of Blind and People Suffering from Amblyopia
(ACAMO)
 Association of Parents and Friends of Mental Impaired Children
(ACRIDEME)
 Mozambican Association of Parents and Friends of Deaf People (AMOFAS)
 Association of Disabled People with University Education (ADESU)
 Association of Disabled Youth of Mozambique (AJODEMO)
 Lhuvuko Theatrical Group (GRUPO TEATRAL LHUVUKO)

A brief overview of each of these associations is provided in Appendix B.

Other institutions that impact specifically on the lives of disabled people include:

 the Division of Disability, Violence and other Traumas (DDVT), created
within the Ministry of Woman and Coordination of Social Affairs (MMCAS).
MMCAS is the central government organ in charge of implementing and
coordinating through to other organs all the social affairs related policies in
general, and those specifically affecting the women. DDVT oversees the
implementation and coordination of policies, legislation, and strategies with
regard to disability. The department of woman and coordination of social
affairs, falling under the town council of social affairs, represents this organ at
local level.
 the Supreme Court, which is the highest court in the country for constitutional
and other matters;
 the National Disability Council (still under creation), which is an institution
that will enforce the implementation of policies with regard to people with
disabilities. This organ will entail representatives of the various ministries and
other organizations from the civil society;

Page 4
 the Mozambican Human Rights League (LDH) and the Association of Human
Rights and Development: (ADHD): created to protect and promote the rights of
all Mozambicans.

2.4.2 Political Influence of Disability Sector

The political influence of the disability sector is still limited in Mozambique. The
gender issue seems to have much more influence on politics than it has disability
issues. Although there are some people with disabilities in the Parliament and other
legislative organs, disability matters, if mentioned during the speeches of the
politicians, are done rather superficially.

It is thought that this is partly due to the fact that, in Mozambique, disability
organisations are in general young and thus there wasn’t still time to make their
voice to be head loud enough. It seems that politicians still do not realise the
benefits that they can accrue from including in their government programmes,
actions having as the target group people with disabilities. Looking at a simple figure
of 10% out of the total population, which are disabled in Mozambique (according to
the estimate of the WHO), this number may be meaningless if one compares, for
example, with more than 50% prevalence of women. As discussed by SCUK and
ADEMO (2001), and this, the politicians fail to understand, this figure means that
millions of Mozambicans are directly or indirectly dependant on these disabled
people as father, mother, husband, wife, son, etc.

2.4.3 Public Transport System General Description

2.4.3.1. GENERAL

Public transport system in Mozambique does not differ much from that of most 3 rd
world countries. The lack of capability of the governments in the third world
countries to provide public transport in quantity big enough to meet the demand
creates an extensive “business” opportunity that is well availed by informal bus/
mini-bus operators.

The following sub-sections briefly provide an overview of the public transport service
considering the various modes of transport.

2.4.3.2. COMMUTER BUSES (URBAN TRANSPORT)

In major cities such as Maputo and Beira, commuter buses are operated by public
companies. In Maputo, “Transportes Públicos de Maputo” (TPM) was created in
1989 to serve the big Maputo including the city of Maputo, Matola and surroundings.
Of 103 units of buses owned by the company, only half are currently in operation.

Page 5
The occupation rate per trip is of about 70 to 90 passengers. The total number of
passengers transported per year is currently estimated at 28 millions (2001).

There are about 61 defined routes in total, of which only 32 are being explored.
Reasons for abandoning other routes include fleet shortage and poor condition of
roads. The price is currently fixed at MZM3,000 (Mozambican meticais), equivalent
to about 1.30 SA rands.

2.4.3.3. COMMUTER RAIL

Due to relatively small size of cities in Mozambique, commuter rail service is mainly
used for inter-urban and inter-territorial (to and from the neighbouring countries)
transport. This mode of transport has been seriously affected by the war, during
which it almost snuffed out. After the war, with the reinitiation of commuter rail
transport, it is especially demanded by low-income groups for their day-to-day
activities.

2.4.3.4. INFORMAL MINI-BUS TAXIS (CHAPA 100)

Informal mini-bus taxis (known as chapa 100) exist in almost all capital cities. In
smaller cities, informal mini-bus taxis are the only available option of public
transport. For trips within Maputo town, the price is currently fixed at MZM5,000
(about 2.20 SA rands).

The city of Maputo has about 2,700 licensed informal mini-bus taxis. Adding to this
is a significant number of non-licensed informal taxis. The term “Chapa 100” was
adopted when informal mini-bus taxis first came into market and, by this, it was
meant a “fixed price of 100 meticais”.

2.4.3.5. INTER-URBAN TRANSPORT

State owned companies for interurban transport are not operating and are currently
under a privatisation process. These include ROMON, ROMOC, and ROMOS for
the north, central and south regions, respectively. Currently, inter-urban transport is
mainly operated by private bus operators. Prices vary according to bus category and
distance travelled. Some of the companies providing inter-urban transport include
TSL, OLIVEIRAS, PANGA – PANGA, and other smaller ones.

2.5. Legislation, Policy, and Strategies

2.5.1 General

In Mozambique, Act 20 of 1999 establishes the “Policy for the People with
Disabilities” (MMCAS, 2001). The policy is based on the constitutional principle of
non-discrimination, and takes cognisance of the following existing specific rights:
Page 6
 Right to take an independent life;
 Right for integration among the family and the community;
 Right for rehabilitation and have access to compensation devices;
 Right to general, special and vocational education;
 Right to have access to a workplace;
 Right to benefit from measures of social protection;
 Right to facilitation of access to social services, enclosed spaces, public and
private transport as well as reserved seats;
 Right to influence, individually or through representative organisations, in
decision making of subject-matters affecting people with disabilities;
 Right to be informed and inform;
 Right of recreation.

The policy also complies with the principles of equality of opportunities, non-
institutionalisation, coordination, responsibility, complementarily, solidarity,
participation and information.

Disability issues are also addressed, either directly or indirectly, in a variety of other
legislation including the Mozambican Constitution (1990). A document named
“Responsibilities of the State of Mozambique with Regard to Disabled People” was
recently published, which congregates all the relevant policies, laws and strategies
affecting and/or with regard to disabled people, in various spheres of action. This
document results from a survey about existing legislation undertaken in order to
people with disabilities have the access to basic social services.

A comprehensive list of existing legislation affecting people with disabilities is
provided in Appendix D. Also included in this Appendix is summary of some of these
legal instruments. The following sub-sections provide a brief overview of legal
provisions under various domains.

2.5.2 Health

From the constitutional principles result particular obligations for the Mozambican
state in the domain of health, and these are:

 The state has the obligation to organise the sanitary and medical assistance
system that can benefit all Mozambicans
 The right of sanitary and medical assistance is acknowledged to all citizens,
in the terms of law
 All the citizens have the right for free medical assistance in case of
incapacity.

Article 68 establishes that “people with disabilities fully enjoy the rights stated in the
constitutional text, including the right to health and all the parameters described”.

Page 7
The Ministry of health has the special duty to ensure that “ all people with disabilities
have access to medical and medicinal assistance services and psycho-physic
rehabilitation”.

2.5.3 Education

According to the principle consecrated in article 92 of the Mozambican Constitution,
education constitutes a right of all citizens, and the state has the obligation to create
conditions as to all citizens have access to education.

The National Education Policy (Act 8 of 95) caters for two distinct groups of especial
education needs, including: a) Children that, not presenting impairment, can be
integrated in normal schools; b) Children that, presenting impairment of any kind,
demand education at special schools.

The Ministry of Education is incumbent on the implementation of public education
services and equip teachers with techniques and methodologies of special teaching,
so as for them to be responsible for the special need children.

2.5.4 Work

The specific rights of people with disabilities, in the domain of work system, should
be seen under four distinct grounds, namely:

 Right of rehabilitation
 Right to pensions and indemnifications
 Right of maintenance
 Integration and professional reinsertion
 Right to access to a workplace

For discussion of background of some of these rights, refer to Appendix D. The
Ministry of Work is incumbent to: a) ensure that the Social Security Institute fulfils its
obligation relating to invalidity pensions; b) ensure that, through Inspection of Work,
the employers meet their obligation of Social Security, in order to workers benefit
from invalidity pension in case of invalidity; c) control and supervise, through
Inspection of Work, the actions of the employers relating to the implementation of
the right to indemnification.

2.5.5 Transport

According to Policy with Regard to Disabled People (section 4.8), the state, through
the Ministry of Transport and Communications, is incumbent at: a) creating
conditions so that the people with disabilities progressively have access to public
transport; b) promoting measures of information and prevention of accidents in a
order to ensure safety of all citizens.

Page 8
The Regulation of Transport Automobile instituted by the decree 15/96 is currently
under revision and establishes two basic rights relating to people with disabilities,
including: a) People with disabilities are exempted from paying any tariff in urban
transport, and benefit from a reduced rate in inter-urban transport; b) In urban
transport, there will be reserved seats for people with disabilities.

2.5.6 Social Affairs

According to Policy with Regard to Disabled People (section 4.4), amongst other
aspects, constitutes responsibility of the MMCAS, stimulate an effective integration
of disabled children in pre-schooling activities and ensure social protection of people
with disabilities and their family, through mechanisms that can favour the autonomy
and integration in the community.

In parallel, the Policy for Social Affairs, approved by the resolution nº 12/98, of 9
April, regarding disability, it is consecrated, amongst other, the obligation of the
MMCAS to promote education, professional training and employment creation to
people with disabilities. Furthermore, MMCAS should promote access and
integration of this population group in teaching institutions and specialised schools.

Through Decree nº 28/97, was established the National Institute of Social Affairs, to
which is incumbent a particular responsibility for the implementation of food subsidy,
as consecrated in nº1 of article 4 of this legal diploma.

3. NEEDS ASSESSMENT

3.1. Methodology

The data relating to mobility needs and barriers experienced by people with
disabilities has been gathered from a number of sources. These include:

o Focus groups with 120 people with disabilities, undertaken in Maputo and
Matola areas.
o Interactions and interviews with people with disabilities undertaken at places
of concentration namely, at special schools dedicated to people with
disabilities.
o Other ad hoc interactions and interviews with people with disabilities met
elsewhere undertaken by the project team.

Page 9
o Walk through/photographs to assess existing physical barriers to
mobility/accessibility experienced by people with disabilities as well as current
practices with regard to addressing these barriers.

3.1.1 Focus groups

3.1.1.1. PREPARATION OF FOCUS GROUPS

The focus groups were aimed at identifying problems encountered while travelling,
and soliciting suggestions on improvements to the transport system. Four sets of
focus groups were formed discriminated into modes of transport that people have
been exposed to, including the following:

 bus users;
 mini-bus taxi (Chapa 100) users;
 train users; and
 those who seldom use public transport.

Appendix A presents the focus group’s questionnaires used for these four sets.
Where enough people were available, the focus groups were constituted by 6 to 10
elements, grouping together people suffering from disability of the same type. Types
of disability embraced include people with hearing impairment, people with visual
impairment, people who walk with difficulty, and wheelchair users. The
recruitment/identification of people to take part of the focus groups was done with the
help of the disability associations including ADEMO, ADEMIMO, ADESU, ACAMO
and ASUMO. Further two focus groups of hearing-impaired people were prepared at
the Communitarian School of ADEMO.

3.1.1.2. RUNNING THE FOCUS GROUPS

Work with the focus groups was done through a series of sessions of interviews.
During the sessions, time was given to people in the various groups to formulate
opinions and views with regard to public transport services rather than simple
answering of the questionnaires. This was found to be particularly useful as people
often spoke about aspects not reflected in the questionnaires.

Refreshments and transport to and from the venues were provided to participants.
Some difficulties were however experienced preparing and running the focus groups,
and these are:

 Not always was possible to meet enough people of a certain type of disability
or enough people who have been exposed to a given mode of transport to
form up the groups as needed (in these cases, available people were
considered to constitute smaller groups);

Page 10
 Elements of the groups included people who couldn’t read nor write;
 Elements of the groups included people not fluent in portuguese;

To mitigate the impact of the last two aspects mentioned above, the role of the
moderators was found to be crucial, inasmuch as it allowed the discussions to be
generated, involving all the participants. To run focus groups with people with
hearing impairment, the skills of the sign language interpreter to accurately convey
the words of the moderator/inquirer were fundamental to obtain good results. This
was measured by the quality of answers obtained from the interviewees.

Part I of Appendix E contains some photographs taken during the sessions of
interviews with the focus groups.

3.1.2 Interactions and interviews at special schools

3.1.2.1. COMMUNITARIAN SCHOOL OF ADEMO

Seeing the need to contribute towards reducing the lack of education among the
disabled, ADEMO inaugurated in 1999 it’s school called Communitarian School of
ADEMO. Currently with about 186 students, the school offers primary education up to
grade 6, which was introduced this year. With introduction of grade 7 (planned for
2003), the school aims at providing full primary and middle education (EP1 and
EP2)b.

Students at this school include people with hearing and intellectual impairments.
Besides the interviews conducted with two focus groups including hearing-impaired
people and the interaction had with the dean of school, interviews were also
conducted with parents of hearing-impaired children who use to accompany their kids
to school.

3.1.2.2. SPECIAL SCHOOLS (NO. 1 AND NO. 2)

These schools, which use to be only one in the past, were split into two in 1980, each
of them to attend a specific type of disability. The school no. 1 accommodates
hearing-impaired children while the school no.2 is dedicated at intellectual impaired
children. At present, both schools offer primary and middle education (EP1 and EP2).
Although the schools are subordinated both to the Ministry of Education (MINED) and
the Ministry of Woman and Coordination of Social Affairs (MMCAS), they are not
budgeted from the government for their operation. The schools are dependant on
revenues obtained from the payments of tuition fees.

b
In Mozambican education system EP1 denotes primary education (from 1 st to 5th grade) and EP2 denotes middle education
including 6th and 7th grades.

Page 11
MINED provides the teachers and pays their salaries, while the MMCAS helps with
the special training of teachers and other activities to ensure the functioning of the
schools.

Interactions were done with students and other people met at the schools. Opinions
and views gathered from these interactions, as well as those obtained from ad hoc
interactions and interviews (discussed later), were considered individually as part of
the assessment of current problems and barriers with regard to accessibility to
transport, suggestions on improvements to the transport system, etc., and did not
necessarily followed the questionnaires of the focus groups.

3.1.3 Ad hoc interactions and interviews

Wherever possible, ad hoc interactions occurred with disabled people met elsewhere.
In general people revealed extreme openness and willing to discuss about the object
of the project.

3.1.4 Walk through/ photographs

A walk through the study area was aimed at assessing physical problems and
barriers to mobility/accessibility experienced by people with disabilities as well as
current practices with regard to addressing these barriers.

3.2. Problems and Barriers

APPENDIX C contains a summary of the problems and barriers identified by the
above studies. Problems are categorised by the type of disability (people with
hearing impairments, visual impairments, intellectual disabilities, people who walk
with difficulty, and people who use wheelchairs) and the stage in the trip during
which the problems occur (pre-trip, infrastructure related, on-board vehicles).

Part II to IV of Appendix E, contain photographs showing the features of typical
vehicles, and infrastructure-related and other barriers.

Some of the major issues that emerged include:

3.2.1 People with hearing impairments

 Officials do not understand sign language; passengers have to write down
requests for tickets; time consuming and officials become impatient;
problem exacerbated by illiteracy;
 Some officials become aggressive when a deaf approaches them and
uses sign language. Because they cannot see any physical disability, they
think he/she is pretending to cheat them to be exempted from paying;
 Limited space due to overcrowd hinder communication;
Page 12
 Destination signs not exhibited on chapa 100. Ticket collectors shout
destination and route, but the deaf can’t hear and thus do not know which
vehicle to catch, and;
 Prices of chapa 100 too high.

3.2.2 People with visual impairments

 Long walking distances to access bus or taxi routes and train stations;
 Can not see bus or taxi approaching. Presence of vehicles often perceived
too late to find a seat;
 Signage too small for visually impaired to read;
 Cannot perceive of the green at signalised intersections. Use should be
made of sonorous pedestrian’s robots;
 Proximity of people due to overcrowd causes discomfort and stress (sense
of insecurity);
 No schedules or other information available in Braille; passengers have to
learn schedules; do not know when changes are made;
 No exemption or special tariff is given to companions of the disabled;
 Doors of vehicles difficult to locate;
 As a result of limited / non-existent vocal communication, passengers are
unable to determine when they have reached their stop;
 Limited hand railings at stops, ranks and stations;
 Obstacles and safety hazards at stops, ranks, stations and terminals,
including vehicles parked and garbage on sidewalks, and;
 Often holes opened up by contractors at sidewalks are not readily closed.

3.2.3 People Walking with Difficulty

 Long walking distances to access bus or taxi routes and train stations;
 Fast acceleration / braking by most of chapa 100 drivers lowers travelling
quality and imposes safety hazard;
 Vehicles often go overcrowded. Difficulties are experienced during
boarding and inside-vehicle;
 Boarding from rear door makes it difficulty to walk through the aisle for
disembarking from the front door;
 No priority seats provided near entrance;
 Height to first step of buses too high;
 Ticket collectors/ drivers are afraid of letting the disabled to board fearing
that he might have no money to pay;
 Prices of chapa 100 too high;
 Limited distances between seats hinder movement;
 Steps often too high;
 Some drivers stop some metres away from defined stopping points, which
makes it difficult for special needs passengers to reach vehicles timeously
enough to get a seat;

Page 13
 Obstacles and safety hazards at stops, ranks, stations and terminals,
including vehicles parked and garbage on sidewalks, and;
 Often holes opened up by contractors at sidewalks are not readily closed.

3.2.4 People Using Wheelchairs

 Height at which signage indicating routes and timetables is placed often
makes it difficult for wheelchair users to read;
 Curb cuts/ramps to access sidewalks not provided;
 Sidewalks are poorly maintained and in most cases the condition render it
impossible to travel over and wheelchair users are forced to negotiate
space with motorised vehicles;
 Poorly maintained pavements, especially in peri-urban areas, undermine
mobility of the disabled. Steep slopes are also a problem, especially for
wheelchair users;
 Drivers/Ticket collectors not trained in assisting special needs passengers
and, generally, not aware of the needs and problems of such passengers;
 Cannot board vehicles in wheelchair – no ramps or lifts or platforms to
overcome height difference. Vehicles lack space and do not allow
wheelchairs to fit in and most of them don’t even have a luggage van;
 Aisle widths and entrances often too narrow, especially for wheelchairs;
 Vehicle entrance angles difficult to manage;
 Insufficient in-vehicle signalling and distress equipment limits
communication between the driver and the disabled passenger (e.g. of
simple equipment: bell-push that can be operated with palm or side of
hand);
 Stairs and curbs present obstacles at stops, stations and terminals;
 Clearance at shelters and waiting areas not always appropriate;
 Sidewalk height at stops and terminals present obstacles at stops, and;
 Discontinuities at pedestrian crossings prevent wheelchair users from
moving through.

3.2.5 People with mental impairments

 Unless a mental impaired person holds a card that gives him/her access to
certain rights (e.g., free access to transport), no consideration is given to
him/her (mental impaired person is normally considered as foolish person,
deserving little or no respect).

Helminen (1995) provides some important principles to be considered when living
and working with mental impaired children. As stated by this author, everybody has
some capability and can learn something, although (for some) the learning may be
too limited. People need to be educated in order to alter the way they perceive of a
mental impaired person and improve the daily interaction.

Page 14
3.2.6. Problems/ barriers in public buildings

Problems and barriers with regard to other services pointed out during the
interactions with people with disabilities include:

 Ramps not provided in most public service buildings;
 Often lifts are out of order and others are too narrow;
 Toilets of most public service buildings are not designed for the disabled;
 Slippery floors of buildings presents safety hazard especially for visual
impaired and people who walk with difficulty, and;
 Often reserved areas to accommodate wheelchairs not provided inside
auditoriums or similar rooms for public use (e.g., playhouse, sanctuary,
etc.)

Many of the problems experienced by one group of disabled travellers are also
experienced by other groups and also, to some extent, by people with no disability.
Many interventions will thus benefit more than one group of disabled people as well
as people with no disabilities.

3.3. Priorities

Through the interactions discussed above, priorities for removing barriers to the
accessibility and mobility of people with disabilities were identified. Additional input
about priorities was obtained from the workshop organised by FAMOD, which
brought together all disability associations to discuss, amongst other matters, about
plans of important issues to be addressed throughout the African Decade for People
with Disabilities (ADPD).

After realising that many African countries failed to comply with the World Action
Programme (WAP) launched by the United Nation (UN) for the Decade for People
with Disabilities (1983 – 1992), the Social Affairs Commission of the African Union
(AU) declared the ADPD (2000 – 2009). The objectives of the ADPD are twofold:

 Poverty alleviation among the people with disabilities and their family; and
 Civic education and promotion of awareness on disability.

The following two sub-sections provide a summary of transportation and other
services (access to public buildings) -related priorities, based on the data obtained
from various sources.

3.3.1 Accessibility to transport/ mobility

Infrastructure – related measures
 Curb cut/ramps should be provided on sidewalks;

Page 15
 Sidewalks should be free of obstacles (garbage, open holes by
contractors, parked vehicles on sidewalks are the main obstacles);
 Sidewalks/pavements should be properly maintained (potholes and severe
disintegration hinder mobility);
 Provision of ramps at key bus stops, terminals and train stations.

Bus services (TPM)
 Buses should be rather accessible. Important features include proper
entrance design, low floors, open spaces to accommodate wheelchairs,
wide aisles, proper spacing between chairs and enough vertical
stanchions)
 Drivers and ticket collectors need training to assist special needs
passengers
 Officials should observe more respect and consideration to people with
disability
 Buses should explore more routes, especially to peri-urban areas (greater
proportion of disabled population live in peri-urban areas)
 Overcrowd should be avoided;
 Special tariff (or exemption) for people with disabilities

Informal taxi services (Chapa 100)
 Mini-buses used in informal taxi service should be rather accessible
(proper entrance design and spacing between chairs are the important
features);
 Drivers and ticket collectors need training to assist special needs
passengers;
 Drivers and ticket collectors should observe more respect and
consideration to people with disability;
 Mini-buses should exhibit destination signs with indication of the route and
destination;
 Stringent fines should be applied to drivers to discourage poor driving
behaviour;
 Provision of ramps at key stops and terminals;
 Overcrowd should be avoided (all passengers should be seated while
traveling);
 Special tariff (or exemption) for people with disabilities.

Train services (CFM)
 Officials need training to assist special needs passengers;
 Officials should observe more respect and consideration to people with
disability;
 Trains should provide for on-board medical assistance;
 Improvement required of security measures;
 More trains should run during daylight;
 Special tariff (or exemption) for people with disabilities.

Page 16
3.3.2 Other services

Priority places for accessibility/mobility intervention include:

Public services - Estate
 Schools
 Hospitals
 Churches

Public services - Private
 Banks
 Clinics
 Hotels
 TDM (Telecom company facilities)
 EDM (Electricity company facilities)
 Post-offices
 Airports

4. CURRENT PRACTICE

Current practice to enhance accessibility/mobility of people with disability is at
present very limited. Some of the practices, include:

4.1. Access Card to Rights (CAD)

Still in the planning process is a project for the implementation of an Access Card to
Rights (Cartão de Acesso à Direitos - CAD). CAD is an instrument being drawn up
to improve access to rights of people with disabilities in various arenas, proclaimed
under existing legislation. CAD project is part of the Institutional Support Programme
under implementation at the MMCAS. The first phase of this project, completed in
1997, consisted on a survey of existing legislation affecting people with disability
and proposal of the card layout. In order to assess the social and economic impact
of implementing the CAD, the government recommended that a Social-Economic
Impact Study be carried out in the next phase. This was done, but since no accurate
data about the size of the disabled population in the country is available, the study
did not provide any indication of the cost that the implementation of CAD would
require.

Page 17
4.2. Free fares/ reserved seats

Free fares policy for seniors and people with disabilities is currently implemented by
TPM. Problems are however still experienced in obtaining the get-pass. About half
of the people with disabilities accosted during this study were not get-pass holders.

Reserved seats policy is not always enforced, although, according to the Internal
Regulation of TPM, there are reserved seats for people with disabilities in the buses.
The absence of reserved seat signs is indicated as being one of the reasons for the
failure in the implementation of this policy.

4.3. Sidewalk on level of the road surface

Approximately 4 km of sidewalk on level with the road surface is provided at Via
Rapida. Often this sidewalk is used by wheelchair and tricycle users without
conflicting with motorised vehicles. The access to the sidewalk area is made at
intersections, where the concrete kerb separating the sidewalk area from the
carriageway, is opened to allow for the access of non-motorised vehicles. Although
it was not specifically conceived for this purpose, it improves the mobility and safety
of people with disabilities.

4.4. Discussion

As far as improvement on mobility and accessibility to transport for people with
disabilities is concerned, the above scenario of current practices therefore indicates
a fairly embryonic stage. Many contacted individuals (from the governmental
institutions, transport operators and disability associations) do think that the project
being introduced represents in fact this unique opportunity and should serve to
create the necessary awareness among the various role players.

5. IDEAS FOR DEMONSTRATION PROJECT

5.1. General idea

In order to test some of the concepts and materials developed under the project, a
small-scale demonstration project is envisaged.

Key sites have been identified for implementation of a small-scale project
addressing some infrastructure related measures. The sites include bus stops,
railway station, and other infrastructures such as sidewalks at key routes. Inputs
have been asked from the main transport operators, city councils (Maputo and
Matola), and potential users through the disability organizations. A brief description

Page 18
of identified sites as well as the idea on the type of intervention envisaged is
provided in the next sections. Also provided is an indication of priorities classified as
IMMEDIATE, SHORT TERM and MEDIUM TERM.

5.2. Key sites

5.2.1 Central Hospital of Maputo (HCM)

HCM is situated at the city centre in Maputo and is the main hospital unit
countrywide. A number of disabled people make a trip daily to the hospital for
physiotherapy care. Improvements at bus stops next to the hospital to provide better
access will therefore benefit these people. Direct benefit will also be enjoyed by
seniors, patients and expectant women looking for health care at the hospital. The
following are ideas for accessibility intervention:

 Provision of ramps to access buses and mini-buses;
 Provision of curb ramps at nearby sidewalks;
 Improvement of pedestrian crossing; and
 Sidewalk repair.

Priority: IMMEDIATE

5.2.2 Ponto Final Bus Stop

Ponto Final is one of the busiest bus stops in town. The site has been identified by
disabled people as presenting a potential for accessibility intervention. This was
confirmed by the Directorate of Social Affairs of the Maputo City Council. A visit
made to this site determined the following possible interventions:

 Provision of ramps to access buses and mini-buses
 Provision of curb ramps at nearby sidewalks
 Minor sidewalks repair

Priority: SHORT TERM

5.2.3 Milagre Mabote Ave. X Joaquim Chissano Ave.

This point is located at about 100 metres of the Communitarian School of ADEMO.
Although there is no defined bus stop at this point, it is often used by the informal
mini-bus taxis for boarding and disembarking of passengers. Considering its
proximity to the Communitarian School of ADEMO and the Rehabilitation Centre
functioning inside the school, the proposed site is regarded strategic for accessibility
intervention. Limiting aspects for the idea of accessible bus stop provision identified
include the limited width of the carriageway (currently used for the two directions).

Page 19
Furthermore the absence of shoulders at Joaquim Chissano Ave., which imposes a
potential for extreme lateral friction for the moving traffic.

Priority: MEDIUM TERM

5.2.4 Xipamanine Terminal

Xipamanine is a fairly dense populated suburb around Maputo. The terminal of
informal mini-bus taxis located in the vicinity of the well-known Mercado de
Xipamanine is used by hundreds of people every day. Besides the poor condition of
the existing transportation infrastructure, the complex pedestrian environment
further prevents people with disabilities (living in Xipamanine and Chamanculo
areas) from access to public transport. The data from the Community-Based
Assistance Programme indicates greater prevalence of people with disability within
the Municipality, in the Municipal District no. 2, which includes Chamanculo C,
Chamanculo D and Malanga. Although a profound intervention was ideally required
at this site for improved accessibility, taking into account the budget limitation, the
intervention under the demonstration project should be limited to provision of ramps
and few other isolated measures.

Priority: IMMEDIATE

5.2.5 Bus Stops at Mercado Fajardo or Mercado Muangacana (Malanga)

The bus stops at Mercado Fajardo (at the Trabalho Ave.) and Mercado Manguacana
(at the 24 July Ave.), both in Malanga suburb, are also known as being often used
by people with disabilities. The existing bus stops should be upgraded by providing
ramps. Improvement is also required at the existing sidewalk next to the bus stop at
the Mercado Manguacana, which serves disabled people attending at meetings at
the Urban District no. 2 head office located some tenth of meters upwards along the
24 July Ave. Due to the commercial activity that takes places at these locations,
mobility of people with disabilities is severely prevented because of the obstacles
present at the sidewalk.

Priority: SHORT TERM

5.2.6 Train Station at CFM (Maputo)

There are two general methods of providing access to trains from platforms,
although each method has several variants (Rickert, 1998). One of them is through
the use of portable hand-operated lifts while the other is by using high platforms,
which permit all passengers to board on a level surface. From an informal
discussion had with a senior staff of the Engineering Division of CFM, it was
manifested possible interest in implementing one of the methods at the main train
station in Maputo. The elevation of the platform up to the same level as the train

Page 20
floor with access ramps is an idea to be further explored for possible
implementation.

Priority: SHORT TERM

6. REFERENCES

INSTITUTO NACIONAL DE ESTATÍSTICA (INE), 1998. Censo Populacional: 1997.
Mozambique webpage:

BANCO INTERAMERICANO DE DESENVOLVIMENTO (BID), 1998. Facilitando
Transporte para Todos. Editora Charles L. Wright, Washington, D.C., USA.

HELMINEM, H., 1995. Crianças Deficientes: Também nossos filhos. Ministério da
Coordenação da Acção Social, Maputo, Moçambique.

MINISTÉRIO DA MULHER E COORDENAÇÃO DA ACÇÃO SOCIAL (MMCAS),
1998. Responsabilidades do Estado Moçambicano em Relação a Pessoa Portadora
de Deficiência. Maputo, Moçambique.

RICKERT, T., 1998. Mobility for All: Accessible Transportation Around the World.
Access Exchange International (AEI), San Francisco, USA.

SAVE THE CHILDREN - UK (SCUK) and ADEMO, 2001. Vidas e Visões de
Pessoas Portadoras de Deficiência em Moçambique. Maputo, Moçambique.

Page 21
APPENDICES

APPENDIX A: FOCUS GROUP QUESTIONNAIRES
APPENDIX B: MOZAMBICAN ORGANISATIONS OF DISABLED PEOPLE

 Forum of Mozambican Associations of the Disabled (FAMOD) is the national umbrella body
for all national disability NGOs. It is the national forum where all national welfare
organisations, as well as national organisations of disabled people and parents, come
together to negotiate and develop common visions for the equalisation of opportunities for
people with disabilities. Government consults with the FAMOD on matters related to
disability. FAMOD members include nine disability associations described next.

 Mozambican Association of People with Disabilities (ADEMO) is the biggest disability
organization with more than 70,000 members across the country. ADEMO was the first to be
established in 1989. Its main functions are Development, Civil and Human Rights, Advocacy
and the Integration of the disabled in the society.
 Mozambican Association of Disabled Militaries (ADEMIMO), has a membership of more
than 7000 members across the country, was established in 1992. Its main functions are
Development, Civil and Human Rights, Advocacy and the Integration of the disabled
militaries in the society. Disabled military is defined as military or para-military, fighter for
FRELIMO and/or RENAMO, who has acquired physical, sensorial, mental or psychical
disability during the process of the national liberation fight, armed confrontation, defence
and security of the country.
 Mozambican Association for the Deaf (ASUMO) counts with more than 400 members
countrywide. Was established in 1999. Its main functions are promotion of Human Rights,
elevation of scientific knowledge, social rehabilitation of the deaf and their integration in the
society.
 Mozambican Association of Blind and People Suffering from Amblyopia (ACAMO) is a voice
of 1500 blind and partially sighted people across the country. Was established in 1992. Its
main functions are promotion of Human Rights and Equal Opportunities for the visual
impaired people.
 Association of Parents and Friends of Mental Impaired Children (ACRIDEME) was
established in 1994. Its main functions are participation in the integration within the family
and the society, ensure social well being, professional training amongst other Human Rights
of mental impaired children.
 Mozambican Association of Parents and Friends of Deaf People (AMOFAS) is a voice of
more than 350 parents and friends of deaf people, established in 1995. Its main functions
are promotion of greater educational level among the deaf.
 Association of Disabled People with University Education (ADESU). Its main functions are
promotion of moral and material support to the disabled student at university. The
association further aims at influencing the society in order to promote equal rights and
access to the employment market, through sensitisation campaigns.
 Association of Disabled Youth of Mozambique (AJODEMO) was established in 1993. Its
main functions are promotion of Human Rights and Equal Opportunities for the disabled
youth.
 GRUPO TEATRAL N’LHUVUKO is a theatrical group of young disabled (although including
non-disabled members) founded in 1987. Its main function is to spread Human Rights of the
disabled through communitarian theatre.

Page B1
APPENDIX C: PHYSICAL PROBLEMS AND BARRIERS ON PUBLIC
TRANSPORT

PRE / POST TRIP
Issue Description

with

Wheelchair
impaired

impaired

difficulty
Visually
Hearing

users
Walk
Non-motorised  wheelchairs/ tricycles are too expensive; X
transport/ many disabled can’t afford to get one;
compensation  not all disabled have access to
devices compensation devices; availability in the X X
national market is too limited and where
available the price is not affordable for
many disabled people; Importation of
compensation devices should be tax free;
Excessive  long distances to access bus or taxi
walking routes and train stations; no door-to-door X X X
distances transport exists
Hailing vehicles  can not identify bus or taxi approaching; X
hail it too late
 some drivers stop some metres away
from defined stopping points, which X X
makes it difficult for special needs
passengers to reach vehicles timeously
enough to get a seat;
Communication  destination signs not exhibited in most
chapa 100 vehicles. Ticket collectors X
shout out destination and route, but the
deaf can’t hear; do not know which
vehicle (chapa 100) to catch;
 officials do not understand sign
language; passengers have to write X
down requests for tickets; time
consuming and officials become
impatient; problem exacerbated by
illiteracy;

Page C1
 some officials become aggressive when
a deaf approaches them. Because they X
cannot see any physical disability, they
think he/she is pretending to cheat them
to be exempted from paying;
 height at which signage indicating routes
and timetables is placed often makes it X
difficult for wheelchair users to read;
 signage too small for visually impaired to X
read;
 no schedules or other information
available in Braille; passengers have to X
learn schedules; do not know when
changes are made;

ON-BOARD VEHICLES

Issue Description

Walk with

Wheelchair
impaired

impaired

difficulty
Visually
Hearing

users
Driver training  drivers not trained in assisting special X X X X
needs passengers;
 drivers seldom have a general X X X X
awareness of the needs of special needs
passengers;
 fast acceleration / braking by untrained X X X X
drivers lowers traveling quality and
imposes a safety hazard
Layout of  seldom any priority seats near entrance; X X X X
mainstream
 aisle widths and entrances often too X X X
public transport narrow, especially for wheelchairs;
vehicles  hand railings insufficient to help special X X X
needs passengers board vehicles and be
seated;
 limited distances between seats hinder X X
movement. Problem exacerbated by
overcrowd;
 doors of vehicles difficult to locate; X

 vehicle entrance angles difficult to X X
manage;

Page C2
 no seats fitted with restraints and/or X
seatbelts that can be easily fastened and
opened
 steps often too high
 can not board vehicles in wheelchair – no X
ramps or lifts or platforms to overcome
height difference
In-vehicle  insufficient in-vehicle signalling and
communication distress equipment; limits communication
between the driver and the disabled X X X X
passenger (e.g. of simple equipment:
bell-push that can be operated with palm
or side of hand)
 limited space due to overcrowd hinder X
communication;
 can not ask where taxi / bus is going, as X
drivers do not understand sign language

 as a result of limited / non-existent vocal X
communication, passengers are unable to
determine when they have reached their
stop;
Stops  ticket collectors/ drivers are afraid of
letting the disabled to board fearing that X
he might have no money to pay;
 clearance at shelters and waiting areas
not always appropriate; X
In-vehicle  although overcrowd causes discomfort to
environment all passengers, this has increased impact X X X X
on people with disabilities. Visually
impaired further experiences stress
(sense of insecurity);
Boarding and  vehicles often go overcrowded. X X X
alighting Difficulties are experienced during
boarding and inside-vehicle;
 boarding from rear door makes it difficulty
to walk through the aisle for disembarking X X
from the front door. Problem exacerbated
by overcrowd;
Payment  no exemption or special tariff is given to
companions of the disabled; X
 Prices of chapa 100 too expensive X X X X

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INFRASTRUCTURE

Issue Description

Walk with

Wheelchair
impaired
impaired

difficulty
Visually
Hearing

users
Facilities  limited hand railings at stops, ranks and X X X
stations;
 stairs and steps in stations and ranks are X X
barriers to passengers with mobility
impairments;
 cannot perceive of the green at signalised X
intersections. Use should be made of
sonorous pedestrian’s robots;
Obstacles and  curb cuts/ramps to access sidewalks not X
safety provided;
hazards at  sidewalk height at stops and terminals X
stops, ranks, present obstacles at stops
stations,  sidewalks are poorly maintained and in
sidewalks and most cases the condition render it X X X
terminals impossible to travel over and wheelchair
users are forced to negotiate space with
motorised vehicles
 poorly maintained pavements, especially
in peri-urban areas, undermine mobility of X X
the disabled. Steep slopes are also a
problem, especially for wheelchair users.
 often holes opened up by contractors at
sidewalks are not readily closed. X X X
 obstacles and safety hazards at stops,
ranks, stations and terminals, including X X X
vehicles parked and garbage on
sidewalks;

 discontinuities at pedestrian crossings X
prevent wheelchair users from moving
through.

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APPENDIX D: LEGISLATION, POLICY, AND STRATEGIES

D.1. Health System

D.1.1. The Constitution of Mozambique, 1990 – articles 54, 94, 95 and 68

From the constitutional principles result particular obligations for the Mozambican
state in the domain of health, and these are (MMCAS, 2001):

D.1.2. Presidential Decree no. 11, 1995

This decree establishes that the government has the “obligation to organise
psychological and physical rehabilitation services in order to fulfil the needs of people
with disabilities”.

D.1.3. Law 25/91 – National Health System

According to the principles consecrated in the Policy with Regard to People with
Disabilities, it is incumbent to the Ministry of Health, through the National Health
System, the medical and functional treatment and rehabilitation of people with
disabilities.

D.1.4. National Health Policy (Act 4, 1995)

With regard to provision of health care services, it establishes that the Ministry of
Health has the duty to: a) develop and promote psycho-physic rehabilitation activities
to allow for the reintegration of the individual in the community and in productive
activities; b) create a public health system to which all people have access and
release integrated health care services.

D.1.5. Resolution 20/99 – Policy with Regard to People with Disabilities

In the context of the health system it establishes that it is incumbent to the Ministry
of Health to: a) ensure the education for the health, illness and disability prevention,
precoce diagnosis and stray, and medical and functional treatment and
rehabilitation; b) manage and coordinate public services of supply, adaptation,
maintenance and renewal of proteases and other required compensation devices.

D.1.6. Law 6/71 – Law of Basis for Rehabilitation

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Base VII of this legal instrument states a special obligation of the Ministry of Health
to: a) organise, in collaboration with other services and entities, medical
rehabilitation service in central and regional hospitals; b) promote the admission
and treatment of people with disabilities at an adequate hospital, in ambulatory or
interning regime.

D.1.7. Law 4/87 – Rules of the Assistance National System Operation

Section 1 of article 5 imposes exemption on payment of any hospitable fee for,
amongst other ill-favoured people, the people with disabilities.

D.1.8. Decree 21/96 – Regulation of Medical Assistance to State Workers

Section 1 of article 7 establishes that the state workers have access to certain
interning places, regardless of advanced payment of the interning fee, and is
guaranteed to them, the access, and the medical and functional treatment and
rehabilitation.

D.1.9. Decree 3/86 – Regulation of Social Providence and Reform of the Mozambican
Army

According to the decree 3/86 members of the Army and para-militaries have the
right to access and obtain medical and functional treatment and rehabilitation at
exclusive expenses of the military health services in coordination with the public
health sector.

D.1.10. Decree 49073 – Regarding to extension of benefits of the rehabilitation
process for the poor people, 1969

The decree establishes that it is incumbent to the Ministry of Health to instruct the
orthopaedic centres in order to provide proteases and other compensation devices
free of charge to all people in indigent condition.

D.1.11. Decree 16/88 – Regulation of social fund for medicaments and infantile food
supplements

D.2. Education System

D.2.1. The Constitution of Mozambique, 1990 – article 92

According to the principle consecrated in article 92 of the Mozambican Constitution,
education constitutes a right of all citizens, and the state has the “obligation to
create conditions as to all citizens have access to education”.

D.2.2. Presidential Decree no. 10, 1996

This decree approves the Organic Statute of the Ministry of Education, which
establishes that is incumbent to this organ: a) Ensure that all citizens have a
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growing and permanent access to the benefits of science, culture and to technical
and professional training; b) ensure obligatory schooling; c) Provide to citizens
equal opportunities of access to different education levels, according to his/ her
capabilities, and; d) Ensure the access to different education levels of children and
the youth coming from families with scarce resources.

D.2.3. Resolution 8/95 – National Education Policy

D.2.4. Law 6/92 – National Education System

Article 29 establishes the implementation of special education modality intended for
the education of children and youth with physical disabilities, and sensorial and
mental impairments, as to provide to this target group education in all levels as well
as vocational education.

D.2.5. Resolution 20/99 – Policy with Regard to People with Disabilities

With regard to the education system, this resolution establishes that the National
Education System must ensure to people with disabilities, in general, and people
with special education needs, in particular, the access and integration in
educational facilities or in special schools, in appropriate pedagogic, technical, and
human conditions

D.2.6. Law 6/71 – Law of Basis for Rehabilitation

Consecrates the particular responsibility of the Ministry of Education for vocational
rehabilitation of people with disabilities.

D.3. Work System

D.3.1. The Constitution of Mozambique, 1990 – article 88 and 68

According to the principle consecrated in article 88 of the Mozambican Constitution,
“the work constitutes a right of all citizens, regardless of sex”. Article 68 establishes
that “people with disabilities fully enjoy the rights stated in the constitutional text,
including the right to work and social protection in case of a work accident”.

D.3.2. Law 8/98 – Work Law

According to this legal instrument, “whenever that, in case of work accident or as
result of professional illness, it results on incapacity to perform the work, the worker
has the right to have: a) a pension, should it be total or partial permanent
incapacity; b) an indemnification, should it be total or partial temporary incapacity”.
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D.3.3. Law 5/89 – Law of Social Security System

D.3.4. Decree 46/89 – Regulation of Social Security System

The pension alluded in Law 8/98 (Work Law) is called invalidity pension and is
established through decree 46/89. Under supervision of the Ministry of work, the
Social Security System must pay the pension.

D.3.5. Resolution 20/99 – Policy with Regard to People with Disabilities

In the context of the work system it establishes that it is incumbent to the Ministry of
Work to: a) promote the development of specific professional training in pedagogic,
technical, and human conditions appropriate to the people with disabilities; b) create
conditions to allow for the maintenance, professional integration or reinsertion of
people with disabilities in the employment market, through rehabilitation measures
and technical/professional reconversion; c) Allow for a progressive introduction of a
mechanism of percentages to ensure the admission of people with disabilities in the
public and private sector, through the provision of adequate incentives; d) promote
the creation of alternative modalities of employment for people with disabilities, as
well as supervise adopted measures.

D.3.6. Law 6/71 – Law of Basis for Rehabilitation

Paragraph b) of Base II establishes that “the rehabilitation of people with disabilities
aims at helping them to readapt from previous activities and assist on the choice
and learning of a new profession suitable to the type of disability”

Section 2 of Base III stipulates that “vocational rehabilitation consists on exploitation
of psycho-somatic capabilities of people with disabilities, after benefiting from
medical rehabilitation and special education, and encompasses vocational
orientation and adaptation to work”.

Finally, according to paragraph a) of Base VIII, it is incumbent to the Ministry of
Work the “responsibility to secure the training of people with disabilities after being
rehabilitated”

D.4. Transport System

D.4.1. Resolution 20/99 – Policy with Regard to People with Disabilities

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D.4.2. Decree 15/96 – Regulation of Transport in Automobiles

The Regulation of Transport Automobile instituted by the decree 15/96 is currently
under revision and establishes two basic rights relating to people with disabilities,
including: a) People with disabilities are exempted from paying any tariff in urban
transport, and benefit from a reduced rate in inter-urban transport; b) In urban
transport, reserved seats must be provided for people with disabilities.

D.5. Social Affairs System

D.5.1. Decree no. 28/97 – National Institute of Social Affairs

Through Decree nº 28/97, was established the National Institute of Social Affairs, to
which is incumbent a particular responsibility for the implementation of food
subsidy, as consecrated in nº1 of article 4 of this legal diploma.

D.5.2. Ministerial Diploma no. 12/98 – Internal Regulation of the National Institute of
Social Affairs

D.5.3. Resolution 12/98 – Social Affairs Policy

The Policy for Social Affairs, approved by the resolution nº 12/98, of 9 April,
regarding disability, it is consecrated, amongst other, the obligation of the MMCAS
to promote education, professional training and employment creation to people with
disabilities. Furthermore, MMCAS should promote access and integration of this
population group in teaching institutions and specialised schools.

D.5.4. Resolution 20/99 – Policy with Regard to People with Disabilities

According to Policy with Regard to Disabled People (section 4.4), the state
represented by the Ministry of Woman and Coordination of Social Affairs, through
the Social Affairs System, is incumbent to: a) stimulate an effective integration of
disabled children in pre-schooling activities, and; b) promote activities of public
information and education about disability issues; c) promote initiatives in the
communities to support people with disabilities, in particular, and other vulnerable
people; d) promote and support all the initiatives aiming at the defence of rights of
people with disabilities , as well as the promotion of the personal dignity and
autonomy, and; e) ensure social protection of people with disabilities and their
family, through mechanisms that can favour the autonomy and integration in the
community.

D.5.5. Decree no. 16/93 – Food Subsidies Regulation

Paragraph b) of Section 1, article 2 of the decree 16/93 establishes that “people
with disabilities, of age greater than 18 years old, may benefit from food subsidy, if
they live alone or in families where no persons exist in active age (18 to 60 years
old), and suffer from recognised incapacity to work”.

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APPENDIX E: PHOTOGRAPHS

I. Interview sessions with focus groups

Photo E1. Partial view of participants at focus
groups interview session held in Matola (Provincial
Filiation of ADEMIMO)

Photo E2. Focus group of wheelchair user at
interview session held in Matola (Provincial Filiation
of ADEMIMO)

Photo E3. University Mini-bus collecting the
participants to their homes after the interview
session

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II. Vehicle features

Photo E4. Narrow entrance of minibus informal taxi
(chapa 100). Entrance difficult to manage.

Photo E2. Steps too high of TPM bus. Difficult access
for wheelchair users. Absence of handrail at entrance
prevents easy access to people with mobility
impairments.

Photo E6. Internal characteristics of TPM bus.
Vertical stanchions not existing.

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III. Infrastructure-related barriers
Photo E7. Wheelchair user making a dangerous
crossing at Eduardo Mondlane Str. No provision of
curb cut/ ramps. Poor maintenance of sidewalks is also
a problem.

Photo E8. Wheelchair user making a dangerous
crossing at Eduardo Mondlane Str. Median presents
an obstacle for people with disabilities, especially,
wheelchair users. The discontinuities encourage
wheelchair users to make dangerous crossing
manoeuvres. Note the existence of pedestrian
crossing some meters away.

Photo E9. Pedestrian crossing. Median presents an
obstacle for people with disabilities, especially,
wheelchair users.

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IV. Other barriers

Photo E10. Garbage on sidewalks. Obstacle and
safety hazards on sidewalks.

Photo E11. Commercial activities running at
sidewalks.

Photo E12. Bus stop at Eduardo Mondlane Str.
Absence of curb cut/ ramps next to bus stops prevents
wheelchair users to use the shelters.

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