• Zimbabwe has called for COMESA countries to develop electric vehicle assembly, battery technologies and component manufacturing instead of relying on imported finished vehicles
• Government has abolished the 25% import duty on fully electric goods vehicles weighing more than five tonnes, potentially accelerating the adoption of electric commercial fleets
• Zimbabwe's US$400 million lithium sulphate processing investment provides a foundation for battery-related industrialisation, although electricity, financing and manufacturing capabilities remain major constraints

Harare – Zimbabwe is pushing the Common Market for Eastern and Southern Africa (COMESA) to establish regional electric vehicle manufacturing and battery supply chains, arguing that African economies must move beyond importing finished electric vehicles and capture more value from the transition towards cleaner transport.

The proposal comes as Zimbabwe has abolished the 25% import duty on fully electric goods vehicles exceeding five tonnes under Statutory Instrument 159 of 2026, creating a more favourable environment for the adoption of electric trucks in mining, construction and commercial freight operations. However, the policy also exposes a deeper industrial challenge, as reducing import costs can accelerate fleet electrification without necessarily creating domestic manufacturing capacity.

Speaking at the COMESA Green Industries Connect Conference in Harare on 19 October 2026, Industry and Commerce Minister N. M. Ndlovu called for regional cooperation in electric vehicle assembly, charging infrastructure, battery technologies, maintenance services and component manufacturing.

"Our ambition must extend beyond importing finished products to developing the skills, technologies and productive capabilities required to capture a greater share of the emerging value chains," Ndlovu said.

The proposal represents a shift in emphasis from vehicle adoption towards industrial participation. While electric vehicle imports can reduce dependence on diesel and create demand for charging services, their wider economic contribution depends on the amount of equipment, technology and labour sourced within the domestic economy.

Zimbabwe's latest tariff adjustment offers a practical starting point for this transition. The duty exemption applies to fully electric goods vehicles with a gross vehicle weight exceeding five tonnes, reducing the customs tariff from 25% to zero, with retrospective effect from 2 March 2026.

For a qualifying electric truck with an illustrative customs value of US$150,000, removing a 25% tariff would reduce the customs duty component by US$37,500, before considering other applicable taxes, charges and customs valuation adjustments. The example demonstrates the potential effect on capital expenditure for companies replacing diesel-powered equipment, although actual savings depend on the imported vehicle's specifications and tax treatment.

Mining and construction businesses are particularly relevant because they operate heavy vehicles with substantial fuel requirements, often on predictable routes where dedicated charging infrastructure can be developed. Electric trucks could reduce fuel expenditure and selected maintenance costs, but the financial case depends on electricity tariffs, battery life, utilisation rates and the availability of replacement components.

The policy also creates a trade-off for industrial development. Import-duty exemptions make foreign-manufactured electric vehicles more competitive in Zimbabwe, potentially increasing demand for overseas suppliers before local assembly capabilities become established.

Consequently, Zimbabwe's approach requires coordination between trade policy and industrial investment. Vehicle adoption could provide sufficient market demand to support charging networks and maintenance businesses, while future assembly operations would require additional incentives based on production scale, local procurement and investment commitments.

The strongest industrial opportunity may initially emerge outside complete vehicle manufacturing. Battery assembly, charging equipment, electrical components, vehicle servicing and fleet-management systems offer potential entry points requiring different levels of capital and technical expertise.

These activities could support employment and retain a greater proportion of electric transport expenditure within Zimbabwe, even before domestic manufacturers become capable of producing complete vehicles.

Zimbabwe's mineral resources provide a further advantage. The country is a significant lithium producer and has begun expanding chemical processing capacity, creating an opportunity to participate in the materials supply chain supporting battery manufacturing.

In April 2026, Zhejiang Huayou Cobalt commenced commercial exports of lithium sulphate from its Arcadia operation near Harare following investment of approximately US$400 million in processing infrastructure. The plant has a stated annual capacity of 50,000 tonnes of lithium sulphate, representing a significant move beyond the export of lithium concentrates.

The development demonstrates that Zimbabwe can attract investment into more advanced mineral-processing activities. However, lithium sulphate remains an intermediate product rather than a finished battery material, and additional chemical processing would be required before it could enter conventional lithium-ion battery manufacturing.

The commercial significance of this distinction is substantial. Producing an intermediate mineral chemical can increase domestic value addition, but battery manufacturing requires further investment in refining, specialised materials, cell production and quality-control systems.

Zimbabwe's emerging lithium-processing industry nevertheless provides a foundation from which regional industrial partnerships could develop.

According to Equity Axis research published in September, exports recorded under the customs category associated with lithium sulphate reached approximately US$99.5 million between April and July 2026. The figures illustrate the emergence of a new processed-mineral export stream, although the customs category requires careful interpretation because it may include related chemical products.

The opportunity now lies in assessing which additional processing stages could be commercially competitive within Zimbabwe and which activities would benefit from regional production arrangements.

COMESA offers a potentially larger market than Zimbabwe could provide independently. Electric vehicle assembly and battery manufacturing require substantial investment, making production scale important for recovering costs and achieving competitive prices.

Regional integration could allow member states to specialise according to their comparative advantages. Mineral-producing economies could supply processed materials, countries with stronger manufacturing infrastructure could concentrate on assembly, while logistics and service businesses develop charging and maintenance networks across regional transport corridors.

However, regional cooperation does not automatically create competitive industries. Manufacturers require predictable demand, reliable logistics, technical standards and commercially sustainable production costs.

Electricity presents one of the largest constraints. Battery materials processing and vehicle manufacturing depend on reliable power, while the commercial viability of electric fleets is determined partly by the cost and availability of charging.

Zimbabwe has historically experienced electricity supply constraints that increase manufacturers' dependence on backup generation and raise production costs. Developing electric vehicle industries without addressing those limitations would weaken the competitiveness of locally manufactured products.

The challenge extends beyond electricity availability to the structure of tariffs and infrastructure investment. Industrial users require predictable energy costs, while fleet operators need charging facilities capable of supporting commercial vehicle schedules.

A regional electric transport strategy would therefore need to integrate manufacturing policy with electricity generation, grid development and transport infrastructure.

Financing is another important consideration. Electric vehicle assembly requires investment in specialised equipment, testing facilities, technical training and supply-chain development, while battery manufacturing involves more demanding requirements for technology, quality assurance and industrial safety.

High borrowing costs and limited access to long-term capital can weaken the commercial case for these investments, particularly where domestic markets remain relatively small.

The proposed COMESA Circular Economy Fund, announced separately by Ndlovu at the same conference, could potentially support related activities such as battery recycling and cleaner manufacturing equipment, although no financing commitment or eligibility framework has yet been established.

Environmental management will also be important as electric vehicle adoption increases. Lithium-ion batteries require safe handling, collection and recycling at the end of their useful lives, while mineral processing and battery manufacturing generate environmental obligations that must be addressed during project development.

The Minister identified safe battery recycling systems as part of the infrastructure required for regional electric mobility, reflecting the need to consider the full lifecycle of electric vehicles rather than focusing exclusively on emissions during operation.

International experience demonstrates the importance of industrial scale and coordinated supply chains. China established a substantial electric vehicle and battery industry through investment in manufacturing capacity, technology, infrastructure and domestic demand, while other markets have used incentives to attract vehicle assembly and battery production.

As for COMESA, replicating complete industrial ecosystems immediately would require capital and market conditions that many member states do not yet possess. A more practical strategy would identify commercially viable manufacturing stages and build regional partnerships around established capabilities.

Zimbabwe's mineral resources, emerging chemical processing capacity and demand for commercial electric vehicles provide potential foundations for participation in those supply chains.

However, the benefits will depend on moving beyond tariff reductions towards industrial investment that creates domestic employment, strengthens technical capabilities and develops exportable products.

The removal of duties on heavy electric trucks could accelerate adoption, but it also places greater urgency on developing the infrastructure and manufacturing capabilities necessary to retain value within the economy.

Therefore, for Zimbabwe and COMESA, the next economic test is converting rising demand for electric transport into commercially competitive regional industries rather than allowing the transition to become another source of dependence on imported manufactured products.

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