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Data Collection Survey on Traffic

for International Port and International Corridor

in Western Africa

Final Report

(Summary)

Decembre 2012

Japan International Cooperation Agency (JICA)

Yachiyo Engineering Co., Ltd. INGÉROSEC Corporation



in Western Africa

Final Report

(Summary)

Decembre 2012


Yachiyo Engineering Co., Ltd. INGÉROSEC Corporation



in Western Africa

Final Report

(Summary)

Decembre 2012


Yachiyo Engineering Co., Ltd. INGÉROSEC Co.



in Western Africa

Final Report

(Summary)

Decembre 2012


Yachiyo Engineering Co., Ltd.



in Western Africa

Final Report

(Summary)

Decembre 2012


Yachiyo Engineering Co., Ltd. INGÉROSEC Co.



in Western Africa

Final Report

(Summary)

Decembre 2012


Yachiyo Engineering Co., Ltd.

1 表

INGÉROSEC Corporation INGÉROSEC Corporation

1

2

Exchange Rates：June 2012 US1.00$ =531.5 Franc CFA US1.00$ = ¥78.7

2

Exchange Rates：June 2012 US1.00$ =531.5 Franc CFA US1.00$ = ¥78.7

1 裏2

Data Collection Survey on Traffic for International Port and International Corridor in Western Africa Final Report (Summary)

1

Data Collection Survey on Traffic for International Port

and International Corridor in Western Africa

(Summary)

Table of Contents

Survey Country/Site photos

List of figure and Table

Abbreviation

Table of Contents

Chapter 1 OVERVIEW OF SURVEY ....................................................................................... 1

1.1 Objective of Survey .............................................................................................................. 1

1.2 Survey Area .......................................................................................................................... 1

1.3 Survey Description ............................................................................................................... 1

Chapter 2 SOCIOECONOMIC SITUATION ........................................................................... 3

2.1 Population ............................................................................................................................ 3

2.2 Economy .............................................................................................................................. 3

2.3 Situation of Exports and Imports ......................................................................................... 4

Chapter 3 CURRENT STATUS OF INTERNATIONAL CORRIDORS ................................ 8

3.1 Current Status of Road ......................................................................................................... 8

3.2 Current Status of Railroads ................................................................................................ 12

Chapter 4 CURRENT STATUS OF DISTRIBUTION NODES ............................................ 16

4.1 Current Status of Port ......................................................................................................... 16

4.2 Dry Port / Inland Depots .................................................................................................... 18

4.3 Border Customs .................................................................................................................. 19

Chapter 5 ANALYSIS OF CURRENT TRAFFIC .................................................................. 20

5.1 Description of Survey ........................................................................................................ 20

5.2 Result of Traffic Surveys .................................................................................................... 21

5.3 Analysis of Present Traffic Flow ........................................................................................ 22

Chapter 6 FUTURE TRAFFIC DEMAND FORECAST ....................................................... 31

6.1 Basic Idea for Future Traffic Demand Forecast ................................................................. 31

6.2 Socio-Economic Frame Work ............................................................................................ 32

6.3 Future Traffic Demand Forecast ......................................................................................... 33

Chapter 7 ISSUES AND DIRECTION FOR PROMOTION OF ..............................................

IMPROVEMENT OF INTERNATIONAL CORRIDOR .............. 36

7.1 Importance of the International Corridors in the Social Development............................... 36

7.2 Issues for Transport Infrastructure and Direction for Future Improvement ....................... 37

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Pt. Cotonou

Pt. Lomé

Pt. Tema

Pt. Abidjan

Pt. Dakar

Survey Country

Road

network

Rail network

Port

Survey Country

•Republic

of Senegal

•Republic

of Mali

•Republic

of Burkina Faso

•Republic

of Niger

•Republic

of Cote d'Ivoire

•Republic

of Ghana

•Republic

of Togo

•Republic

of Ben

in

4

Road with pothole Bamfora-Niangoloko, Cote d'Ivoire

Road with pavement deterioration National Route 1 near the Sahel terminal, Togo

Unpaved section Cinkansé-Dapaong, Togo

Section under rehabilitation Bella-Gaya, Niger

Unpaved section in Coastal Road Near the Togo borde, Ghana

Paved section in Coastal Road Benin

Road Situation of the Study Area

5

Passing of freight train Cotonou, Benin

Road-railway combined bridge Cotonou, Benin

Departure of customs escort Ougarinter, Burkina Faso

Dry port Bobo Dioulasso, Burkina Faso

Waiting trucks to pass customs Gaya custom office, Niger

Waiting trucks to pass the checkpoint Tambacounda, Senegal

Land Transport Situation of the Study Area

6


1

List of figure and Table

List of figure

Figure 2-1 Population Density by Region and Population Distribution in Major Cities . 3

Figure 2-2 GDP per Capita (1991-2011) .............................................................................. 4

Figure 2-3 Changes in the Total Trade Volume in the Area (2000-2010) ......................... 4

Figure 2-4 Export Volume by Country (2007-2011) ............................................................ 5

Figure 2-5 Import Volume by Country (2007-2011) ............................................................ 5

Figure 2-6 Import-Export Volume Ratio by Country (2010) .............................................. 5

Figure 2-7 Transport Mode by Import-Export .................................................................... 6

Figure 2-8 Weight Share of Goods by Import-Export ......................................................... 7

Figure 3-1 UEMOA Community Road Network ................................................................. 8

Figure 3-2 Network of UEMOA Corridors .......................................................................... 9

Figure 3-3 Road Conditions of UEMOA Corridors (2011) ................................................. 11

Figure 3-4 Railroad network project .................................................................................. 15

Figure 4-1 Volume of port traffic ........................................................................................ 16

Figure 5-1 Survey point for Traffic Count /Roadside OD survey .................................... 20

Figure 5-2 Result of traffic count survey ........................................................................... 22

Figure 5-3 Flow to Prepare OD Tables .............................................................................. 23

Figure 5-4 Present passengers flow (‘000 peoples/year) ................................................... 25

Figure 5-5 Present freight flow (‘000ton/year) .................................................................. 25

Figure 5-6 Present Vehicle flow (Total of all type: veh./day)............................................ 26

Figure 5-7 Average Trip Length ......................................................................................... 26

Figure 5-8 Present vehicle flow by vehicle type (veh./day) .............................................. 27

Figure 5-9 Result of the present road traffic volume (All vehicles) ................................ 29

Figure 5-10 Heavy truck traffic volume O/D from 3 landlocked countries ..................... 29

Figure 5-11 Share of goods type ......................................................................................... 30

Figure 5-12 Share of transit freight .................................................................................. 30

Figure 6-1 Basic Idea for Future Traffic Demand Forecast ............................................. 31

Figure 6-2 Flow of future passengers demand (‘000 peoples/year) ............................... 34

Figure 6-3 Flow of future freight demand (‘000ton/year) .............................................. 34

Figure 6-4 Future traffic demand (All vehicles: veh. /day) ........................................... 35

Figure 6-5 Result of the future road traffic volume (All vehicles: veh. /day) ............... 35

7


2

List of Table

Table 1-1 Survey description and Schedule ........................................................................ 1

Table 1-2 Survey Country pfofile ......................................................................................... 2

Table 3-1 List of UEMOA Corridors .................................................................................... 9

Table 3-2 Road Development Plans ................................................................................... 10

Table 3-3 Progress of road development under PACITR (as of 2010) .............................. 11

Table 3-4 List of Major Railroads in Operation ................................................................ 13

Table 3-5 Development Plan of Railroad ........................................................................... 14

Table 3-6 F/S for Railroad Development by UEMOA ....................................................... 15

Table 4-1 Current status of port facilities ......................................................................... 17

Table 4-2 Quality of Service at Port ................................................................................... 17

Table 4-3 Charge of port (20ft Container) ......................................................................... 18

Table 4-4 Charge of port (Bulk: rice sac) ........................................................................... 18

Table 4-5 List of Dry Port / Inland Depots ........................................................................ 19

Table 5-1 List of Survey Items ........................................................................................... 20

Table 5-2 List of OD Tables to Indicate Present Situation .............................................. 23

Table 6-1 Preconditions of Future Traffic Demand Forecast ........................................... 31

Table 6-2 Population Frame ............................................................................................... 32

Table 6-3 GDP Frame (Growth rate) ................................................................................. 32

Table 6-4 Future road traffic demand ............................................................................... 33

8

Abbreviation

AFD French Development Agency

AfDB African Development Bank

AICD Africa Infrastructure Country Diagnostic

ASYCUDA Automated SYstem for CUstoms DAta

ECOWAS Economic Community of West African States

EPZ Export processing zones

EU European Union

F/S Feasibility study

GDP Gross Domestic Product

JICA Japan International Cooperation Agency

NEPAD New Partnership for Africa's Development

OD Origin Destination

OSBP One Stop Border Post

PACITR UEMOA Road Transport Infrastructure Community Action Programme

PPP Public–private partnership

RECs Regional Economic Communities

SEZ Special economic zones

UEMOA West African Economic and Monetary Union

USAID United States Agency for International Development

WADB West African Development Bank

WB World Bank

9


1

Chapter 1 OVERVIEW OF SURVEY

1.1 Objective of Survey The aim of the Survey is to carry out a current traffic survey on automobile-based

cross-border traffic in the West African region centered on the (WAEMU, hereinafter referred to

UEMOA; L'Union économique et monétaire ouest-africaine) zone in combination with an in-

terview survey involving relevant organizations, in order to identify problems in the transport

infrastructure of the region. In addition, traffic data acquired through the current traffic surveys

will be published as basic data to be used for promoting the development of transport infra-

structure in the future. It is expected that the data will be widely utilized by UEMOA, local

governments and international aid organizations.

1.2 Survey Area The Survey is conducted in a total of eight countries, i.e., the members of UEMOA (Republic

of Senegal, Republic of Mali, Republic of Burkina Faso, Republic of Niger, , Republic of Cote

d'Ivoire, Republic of Togo and Republic of Benin) and Republic of Ghana.

1.3 Survey Description In this Survey, the main task is to implement current traffic surveys and the following items

will be subject to the surveys. These surveys are composed of spot traffic volume surveys,

roadside OD surveys and OD surveys made at logistic nodes.

The field surveys were implemented from March to July 2012. In September 2012, a seminar

to report the survey results was held in Ouagadougou city of Burkina Faso, to which other do-

nors and local government officials participated.

Table 1‐1 Survey description and Schedule

No Survey item Duration

1 Preparation March 2012

2 Collection and analysis of basic data March‐July 2012

3 Implementation of current traffic and logistics facility survey

4 Current traffic flow analysis July‐September 2012

5 Future traffic demand forecast September‐October 2012

6 Holding of seminar 24 September 2012

7 Final report (English and French version) October‐November 2012

Source: JICA Study team

10


2

Unit

Benin

Burkina Faso

Cote d'Ivoir

Ghana

Mali

Niger

Senegal

Togo

Area

㎢112,620

274,000

322,460

238,540

1,240,190

1,267,000

196,720

56,790

Population

million hab

8.8

16.5

19.7

24.4

15.4

15.5

12.4

6

Population growth

%2.8

32

2.4

3.1

3.5

2.7

2.1

Population density

hab./㎢

8059

67

102

11

13

65

119

Urban population

%42.5

26.5

51.3

52.2

36.6

17.2

42.7

44.1

Life expectancy

years

6155.4

55.4

64.2

51.4

54.7

59.3

57.1

Literacy

%41.7

28.7

55.3

66.6

26.2

28.7

49.7

56.9

HDI

0.427

0.331

0.4

0.541

0.359

0.295

0.459

0.435

rank

167 / 187

181 / 187

170 / 187

135

/ 187

175 / 187

186 / 187

155 / 187

162 / 187

Languages

French(official),

Fon,

Goun,

Mina,

Yoruba,

Dendi,

Bariba…

French(official),

Moore,

Dioula,

Fulani,

Tamacheq…

French(official),

Dioula,

Baoule,

Bete,

Senoufo…

English(official),

Gha,

Twi,

Ewe,

Fante…

French(official.),

Bambara,

Senoufo,

Fulani,

Soninke,

Tamasheq,

Songhai,

Dogon…

French(official),

Haoussa,

Djerm

a,

Fulani,

Tamacheq,

Kanouri…

French,

Wolof,

Peul‐toucouler,

Serere,

Diola…

French(official),

Ewe,

Kabie…

Settlement

Fons,

Adjas,

Peuls,

Yorubas,

Sombas…

Mossis,

Mandes,

Peuls,

Bobos…

Senoufos,

Dans,

Agris,

Betes,

Baoules,

Dioulas,

Malinkes…

Akans,

Dagombas,

Gourm

antches,

Ashantis,

Akw

apims,

Krobos…

Bambaras,

Peuls,

Dogons,

Bozos,

Touaregs,

Songhais…

Haoussas,

Djerm

as,

Foulas,

Touaregs,

Kanouris…

Wolofs,

Toucouleurs,

Peuls,

Sereres,

Diolas,

Mandingues…

Ewes,

Kabies,

Minas…

Religions

Animism,

Christianity,

Islam

Animism,

Islam,

Christianity

Christianity,

Islam

Islam,

Animism,

Christianity

Islam

Islam,

Animism

Islam,

Christianity,

Animism

Animism,

Christianity,

Islam

Currency

Franc CFA

Franc CFA

Franc CFA

Cedi

Franc CFA

Franc CFA

Franc CFA

Franc CFA

Parity in

the first janv.2012

1€(F CFA)

655.96

655.96

655.96

2.10(cedi)

655.96

655.96

655.96

655.96

1$(F CFA)

496.63

496.63

496.63

1.62(cedi)

496.63

496.63

496.63

496.63

GDP per capita

$756

670

1049

1588

796

428

1096

496.63

Distribution of GDP (primary)

%35.9

35.2

25

32

39

44

17

47.5

Distribution of GDP (secondary)

%14.5

23.8

25

19

21

16.1

22

17.8

Distribution of GDP (tertiary)

%49.6

41

50

49

40

39.9

61

34.7

GDP 2011

in billions of dollars,

current prices

7.5

10.1

23.8

38.6

11

6.5

14.7

3.6

Rate of growth 2011

in %, constant prices

3.8

4.9

‐5.8

13.5

5.3

5.5

43.8

Inflation

%2.1

0.9

2.7

81.4

3.4

1.2

5.3

Foreign direct investment

million $

111

37

418

2.5(billion /$)

148

947

237

41

Exports

billion $

1.2

1.3

10.3

7.9

2.4

930(m

illions / $)

2.2

800(m

illions / $)

Imports

billion $

2.2

27.8

10.7

2.9

2.2

4.8

1.6

Key Resources

cotton(80% of export

earnings),

fish

cotton,

livestock,

gold,

sugarcane

cacao,

cotton,

coffee

gold,

diamond,

cacao,

tourism

gold,

cotton

uranium,

carbon,

gold,

livestock,

agriculture(cereals)

phosphates,

peanuts,

cotton,

cereals,

tourism

phosphates,

cotton,

coffee,

cacao

Human Development Index

Table 1‐2 Survey Country pfofile


11


3

Chapter 2 SOCIOECONOMIC SITUATION 2.1 Population

The total population of each country increased uniformly. The total population of the survey

countries area reached about 120 million in 2011. The total population has increased 2.7 % on

average per annum in recent 5 years. When we look at the population distribution, the popula-

tion accumulation is high on the coast, mainly in port areas. In each country, the population ac-

cumulation is remarkable in the capital cities and port cities as centers of economy.

Source: JICA Study team based on Statistical data of each country

Figure 2‐1 Population Density by Region and Population Distribution in Major Cities

2.2 Economy The US dollar based nominal GDP (Gross domestic product, current prices) hovered at a lev-

el of 40 billion dollars between 1990 and 2002, but it jumped to an economic scale of about 2.9

times between 2002 and 2011. By share of each country in 2011, Ghana had the greatest scale

of 33 %, followed by Cote d’Ivoire (21 %) and Senegal (13 %). When looking at the real eco-

nomic growth for the last 5 years, it is found that these countries have been growing at an aver-

age rate of around 4 %.

The GDP per capita continued to grow in the 21st century. It grew more than 3 times between

2000 and 2011. There is, however, a gap in the growth rate between the top 3 growing countries

of Ghana, Cote d’Ivoire and Senegal and other countries.

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Pt.Lome

Pt.Tema

Pt.Lagos

Pt.Dakar

Pt.Banjul

Pt.Conakry

Pt.Abidjan

Pt.Cotonou

Pt.Freetown

Pt.Monrovia

Pt.TakoradiPt.San Pedro

Lome

Accra

Dakar

Abuja

Banjul

Bissau

Niamey

Bamako

Conakry

Freetown

MonroviaPorto-Novo

Nouakchott

Ouagadougou

Yamoussoukro

Togo

Mali

Ghana

Benin

Niger

Guinea

Gambia

Senegal

Nigeria

Liberia

Mauritania

Burkina Faso

Cote d'Ivoire

Guinea-Bissau

Sierra Leone

Pop.(million) Density(km2)

‐ 50

50 ‐

100 ‐

150 ‐

200 ‐

0.15‐

0.50‐

1.00‐

2.00‐

4.00‐

12


4

0

200

400

600

800

1,000

1,200

1,400

1,600

1,800

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

US$Ghana

Cote d'Ivoire

Senegal

Benin

Mali

Burkina Faso

Togo

Niger

0

10

20

30

40

50

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

unit:‘000 tonnes

Importation

Exportation

Source: JICA Study Team based on statistical data of each country

Figure 2‐2 GDP per Capita (1991‐2011)

2.3 Situation of Exports and Imports The imports and exports in the area remained sluggish temporarily due to the civil war in

Cote d’Ivoire in 2002 but are increasing thereafter. Between 2000 and 2010, the export grew 1.3

times and the import grew 1.7 times.


Figure 2‐3 Changes in the Total Trade Volume in the Area (2000‐2010)

By country, Cote d’Ivoire had the largest amount of export but it is decreasing in recent years

due to political instability. This is followed by Ghana and Senegal, which had large amount of

exports and experienced increase. The amounts of export from the 3 landlocked countries are

relatively small but increasing. In imports, the amount is the largest in Ghana, or 39 % of the

total, followed by the Republic of Cote d’Ivoire (19 %) and Senegal (13 %).

When we compare the total import and export, the import stood at 66 % and the export stood

at 34 %, indicating that the import is twice as much as the export. By country, the 3 landlocked

countries had the remarkable trade deficit. The rate of import was 91 % in Mali, 83 % in

Burkina Faso, and 90 % in Niger.

unit: million tonnes

13


5

60%

91%83% 90%

51%

73%

47%

75%66%

40%

9%17% 10%

49%

27%

53%

25%34%

0%

20%

40%

60%

80%

100%

Senegal Mali BurkinaFaso

Niger Coted'Ivoire

Ghana Togo Benin Total

Exportation

Importation


Figure 2‐4 Export Volume by Country (2007‐2011)


Figure 2‐5 Import Volume by Country (2007‐2011)


Figure 2‐6 Import‐Export Volume Ratio by Country (2010)

02468

101214161820


Niger Coted'Ivoire

Ghana Togo Benin

unit:‘000 tonnes2007

2008

2009

2010

2011

02468

101214161820


Niger Coted'Ivoire

Ghana Togo Benin

unit:‘000 tonnes2007

2008

2009

2010

2011

Unit: million tonnes

Unit: million tonnes

14


6

Figure 2-7 shows the ransport mode by import-export. When looking at the transport means,

country-by-country, truck transportation is the means used most in landlocked countries be-

cause of their geographical conditions. On the other hand, maritime transport is the most used

transport means in coastal countries.

Source: JICA Study Team based on customs data

Figure 2‐7 Transport Mode by Import‐Export

Figure 2-8 shows imports and exports by weight for each item of goods. In imports, mineral

substances and oils including gasoline account for 40-60 % of the total. Following this are

agri-cultural products and processed food. These 3 items of goods account for about 80 % of

the total, which can be said characteristic of the survey area.

Meanwhile, in exports, we cannot find any characteristic trait in the survey area. In coastal

countries, mineral substances and oils are exported in a large volume, while in 3 landlocked

countries, agricultural products are mainly exported. In particular, it is characteristic that cotton

is a main export product in Burkina Faso, Mali and Benin. In Niger, agricultural products ac-

count for 90 % of its exports.

15


7

Source: JICA Study Team based on customs data

Figure 2‐8 Weight Share of Goods by Import‐Export

Each country has both the population and economic scale growing. In particular, the

past decade showed the upward trend for the economic growth.

As populations grow, movement of people and goods between cities and rural areas in

each country will also increase as well as cross-border traffic.

Policies for economic development of each country have shifted from poverty reduction

to economic acceleration. The industrial development has been positioned as a top pri-

ority in each country. The governments believe that the development of infrastructure is

necessary for carrying out development of the industry. In particular, the development of

major roads is very important elements to advance the plan.

Though economic disparity is observed between coastal and landlocked countries, the

issue to overcome here is whether the port cities having the large economic scale can

lead the regional economy and bring the propagation effects to the inland area.

16


8

Chapter 3 CURRENT STATUS OF INTERNATIONAL CORRIDORS

3.1 Current Status of Road

3.1.1 The UEMOA Road Development Plan (PACITR)

In 2001, UEMOA adopted an action plan, the Community Roads of UEMOA Infrastructure

and Transport Action programme (PACITR), for infrastructure and road transportation for

“harmonization of strategies related to transportation in each country and infrastructure devel-

opment through an integrated program in the community.” Major roads in the UEMOA Zone

are developed according to this action plan.

In the plan, roads with a total length of about 12,800km will be constructed and they will be

composed of international corridors and domestic arterial roads. The networks and the route list

of these roads are shown below.

Source: UEMOA

Figure 3‐1 UEMOA Community Road Network

UEMOA selected 11 routes as UEMOA Corridors at the UEMOA Summit Meeting in 2009

(Decision N°39/2009/CM/UEMOA). Thereafter Corridor 7 was divided into two routes. An-

other corridor was subsequently added to connect Tema Port to the landlocked countries.

UEMOA Corridors, which are international corridors, have been assigned the highest priority in

the UEMOA road plans under PACITR.

17


9

Source: UEMOA

Figure 3‐2 Network of UEMOA Corridors

Table 3‐1 List of UEMOA Corridors

Corridor 1 Abidjan ‐ Yamoussoukro ‐ Ferkéssedougou ‐ La Léraba ‐ Ouagadougou ‐ Kantchari ‐ Makalondi ‐ Niamey

Corridor 2 Abidjan ‐ Yamoussoukuro ‐ Ferkéssedougou ‐ Zegoua ‐ Sikasso ‐ Bougouni ‐ Bamako

Corridor 3 Cotonou ‐ Malanville ‐ Niamey ‐ Gao

Corridor 4 Cotonou ‐ Tindangou ‐ Ouagadougou ‐ Hérémankono ‐ Bamako

Corridor 5 Lomé ‐ Cinkansé ‐ Koupéla ‐ Kantchari ‐ Makalondi ‐ Niamey ‐ Gao

Corridor 6 Lomé ‐ Cinkansé ‐ Ouagadougou ‐ Hérémankono ‐ Bamako

Corridor 7‐1 Dakar ‐ Kaolack ‐ Tambacounda ‐ Dibouli ‐ Kayes ‐ Bamako ‐ Hérémankono ‐ Ouagadougou ‐ Katchari ‐ Makalondji ‐ Niamey

Corridor 7 ‐2 Dakar – Kaolack – Tambacounda ‐Kédougou – Kita –Kati –Bamako – Hérémankono – Ouagadougou – Katchari – Makalondji – Niamey

Corridor 8 Dakar ‐ M’Pack ‐ Bissau

Corridor 9 Bissau ‐ Pirada ‐ Tambacounda ‐ Kédougou ‐ Kita ‐ Bamako

Corridor 10 San Pedro ‐ Odienné ‐ Bougouni ‐ Bamako

Corridor 11 Abidjan ‐ Bouna ‐ Gaoua ‐ Pa ‐ Ouagadougou – Niamey

Corridor 12 Téma – Kumasi – Tamale – Navrongo – Pô – Ouagadougou – Bobo Dioulasso – Sikasso – Bopugouni – Bamako


Corridor12

18


10

Under PACITR, fundamental policies for arterial road management/maintenance and for

im-provement of transport efficiency are presented in addition to a basic policy for the devel-

opment of arterial roads, which is the most important policy in the program.

Table 3‐2 Road Development Plans

Basic plan Targets Contents

1 Development of

international

road

infrastructure

• Standardization of periodic

maintenance program for

inter‐member road net‐

work

• Standardization of paved

road levels

• Development of missing

links in the member states.

○ Priority 1：Paving of the roads connecting the capitals

of the member states, development of missing links,

improvement of road service

○ Priority 2：Periodic maintenance, and improvement of

roads connecting intra‐community cities, including the

alternative road connecting the capitals.

○ Priority 3： Interconnecting roads in the ECOWAS

countries and extension of road networks in the mem‐

ber states.

2 Improvement of

secondary roads

near borders and

branches

Road development to con‐

tribute to poverty reduction

in local

villages

○ Perform pilot projects in five border areas subject to

finance by the Fonds d’aide à l’intégration régionale

(FAIR 1). The project selection criteria are based on (1)

socioeconomic factors, (2) residents’ participation, (3)

environmental protection, and (4) regional integration.

3 Develop an in‐

formation system

for roads, trans‐

portation and

traffic safety, and

performance

indicators.

• Development of infor‐

mation systems in each

country to meet the de‐

mand.

• Information transmission

to be performed by the

UEMOA Secretariat and

each country.

○ Building systems for collecting, processing and manag‐

ing information on road networks in each country.

○ Building technical and monetary systems for monitor‐

ing and evaluation of maintenance works.

○ Updating legal systems pertaining to road transporta‐

tion and infrastructure.

○ System management shall be performed by the secre‐

tariat of UEMOA; links inserted in the home page of

UEMOA. Information covered by 3 road infrastructure

items, road transportation conditions and traffic safety

on the UEMOA home page

4 International

road transporta‐

tion and transit

facilitation

• Enhancement of competi‐

tiveness in the economy in

UEMOA zone by smooth

trading and removal of

non‐tariff barriers.

• Reduction of transporta‐

tion costs.

○ Removal of special permissions and checkpoints (re‐

frain from setting 2 or more checkpoints in each corri‐

dor in the future).

○ Each country to implement policing vehicles in order to

use standard vehicles in international transportation.

○ Obligate vehicles used to ship products to carry cus‐toms seal.

○ Promote freedom of international transportation and

transit in each country.

○ Develop provisions for smooth transportation and

smooth inspection escorting to the borders. The escort

shall be removed in the future.

5 Traffic safety • Standardization of trans‐

portation/traffic systems.

• Promote traffic safety

measures in member

countries.

○ Prepare common road maps and promote traffic safety

policies in each country.

○ Based on the response of each country, provide an UEMOA action plan. Collect traffic accident statistics,

implement traffic safety training programs, etc.


19


11

3.1.2 Progress of Development

In 2010, evaluation of PACITR implementation was completed. As of 2001, it was planned to

improve a total road length of 12,817km. As of 2010, only 52 % of this target, or a total road

length of 6,721km had been improved.

Table 3‐3 Progress of road development under PACITR (as of 2010)

Plan (km) Done (km) Progress Implementation

by other projects

Total (Km)

Maintenance of paved roads 2,640 952 36 % 409 1,361

Road rehabilitation 4,843 2,743 57 % 652 3,395

Paving 4,811 3,026 63 % 708 3,734

Special program for Guinea‐Bissau 523 0 0 0 0

Total 12,817 6,721 52 % 1,769 8,490

Source: UEMOA

The UEMOA corridors have been already developed excluding corridors between Bamako

and San Pedro (UC10) and between Abidjan and Ouagadougou (UC11). Along existing corri-

dors, however, there still remain some sections in a significantly poor road condition. For ex-

ample, some have not been asphalt-paved and others have potholes. In particular, roadways

tend to be in a poor condition in areas far away from major cities, such as inland areas and areas

near borders.

"

"

"

"

"

"

"

)

)

)

)

)

)

)"

"

"

"

")

)

)

)

)

!.

!.

!.

!.

!.

!.

!.!.

!.

!.

!.

!.

!.

!.

Pt.Lome

Pt.Tema

Pt.Lagos

Pt.Dakar

Pt.Banjul

Pt.Conakry

Pt.Abidjan

Pt.Cotonou

Pt.Freetown

Pt.Monrovia


Lome

Accra

Dakar

Banjul

Bissau

Niamey

Bamako

Conakry

Freetown

MonroviaPorto-Novo

Nouakchott

Ouagadougou

Yamoussoukro

Togo

Mali

Ghana

Benin

Niger

Guinea

Gambia

Senegal

Nigeri

Liberia

Mauritania

Burkina Faso

Cote d'Ivoire

Guinea-Bissau

Sierra Leone

Road Condition

Good

Fair

Poor

Under construction

Source: JICA Study team based on the hearing survey in each country Figure 3‐3 Road Conditions of UEMOA Corridors (2011)

20


12

3.1.3 Summary of Current Status of Road

(1) Road network

The routes other than the Bamako-San Pedro Corridor and Ouaga-Abidjan (Ouest) Corridor

are asphalt-paved road networks, serving as international corridors. Despite of the road con-

struction has already been finished, the Dakar-Bamako (South) Corridor is currently not func-

tioning as an international corridor because a customs clearance service has not been estab-

lished. Also, there are multiple routes providing access from the landlocked countries to ports.

(2) Road condition

Although corridors currently in operation have already been improved through asphalt pav-

ing, we also find that many road sections are deteriorating greatly. Also, some road sections are

found to require large-scale rehabilitation. Specifically, there is a concern about road sections

that are badly maintained in inland areas or areas close to the border far from the capital.

When such large-scale rehabilitation works are required in such places as the border section

between Niamey and Benin, the work period hinders the traffic there to make traveling along

the road inefficient and unsafe.

Only international corridors currently in operation can connect countries and it is highly im-

portant to keep them as permanent logistic routes through appropriate management and

maintenance.

In addition, except for roadways around the capital’s suburban areas, the UEMOA road

maintenance standards (Caracteristique de construction et d’amenagement des routes commu-

nautaires) requiring roads to have at least a 7.00 m traffic lane width and a 1.50 m shoulder

width are not fully met.

3.2 Current Status of Railroads In the UEMOA region, railroads with a total length of over 3,000km have been developed.

Since these railroad facilities are in a very poor condition due to deterioration, they are not una-

ble to fully function. The following is the current status and major issues of their transport ca-

pacity, which was found through interview surveys with local governments and Railroad com-

panies.

3.2.1 Current Status of Development

Only bilateral networks can be found

Currently, Railroads that function as international corridors include the Dakar-Bamako rail-

road (TRANSRAIL) and the Abidjan-Ouagadougou railroad (SITARAIL). Although railroads

are in place in each of Togo, Benin and Ghana, they are used for domestic transport needs and

do not function as an international logistic mode.

21


13

Deteriorated rail tracks and systems

Rail tracks are vulnerable and at the same time wide in variety. The tracks were laid down as

early as the 1920s to the 1970s and about 50 to 90 years have already passed. Railroad struc-

tures have aged significantly and are not in a condition to meet transport needs fully.

Their transport capacity is vulnerable because of deteriorated train cars and the poor capacity

of freight cars. In addition, it is difficult to procure spare parts when any malfunction occurs,

which results in a deteriorated capacity in operating rate. Inefficiency is also caused by the fact

it is difficult to standardize locomotive engines and freight cars that are wide in variety.

Transport needs are not met because freights are kept waiting at the ports of Dakar or Abidjan

where freight cars are scarce.

Low-speed traveling and frequent derailment

Because of deteriorated rail tracks, enough traveling speed is not gathered and derailment

occurs frequently, which means only a very low level of service is offered.

In the section between Dakar and Bamako, an average traveling speed of less than 20-km/h

can only be gained. In some sections, where there is a deteriorated bridge for example, the

speed limit is established at 10km/h. The average traveling speed along the Abid-

jan-Ouagadougou section is over 30km/h, which is a better than that of the Dakar-Bamako sec-

tion. The former, however, operates using a single track, which causes a concern because

freights are kept waiting for their turn to be transported. There are also safety issues, for exam-

ple, more than 100 derailment accidents occur annually (along the Dakar-Bamako section).

Table 3‐4 List of Major Railroads in Operation

Section Total length Operator Operational status Dakar ‐ Bamako (Senegal‐Mali)

1286 km(Total) ‐644 km(SG) ‐642 km(ML)

TRANSRAIL (Freight) 1 train/day *Target: 2 trains/day (Passenger) 3 trains/week

Abidjan‐Ouagadougou‐Kaya (Cote d’Ivoire‐BurkinaFaso)

1260 km(Total) ‐638 km(CI) ‐622 km(BF)

SITARAIL (Freight) 1 train/day *Target: 4 trains/day (Passenger) 3 trains/week *No operation between Ouaga‐dougou and Kaya

Takoradi‐Awaso(Ghana) 237km GRC (Ghana Railway company)

(Freight) 3‐4trains/week

Accra‐Nsawam/

Accra‐Tema (Ghana) 59km

(Passenger)3‐4trains/day

(no service on sunday)

Lomé‐Blitta (Togo)

276km (Only domestically in Togo)

Togo Rail (Only for freight)

(Freight)Railroad exclusive for phosphate rock transport

Cotonou‐Parakou (Benin)

438km (Only domestically in Benin)

OCBN (Only for freight)

(Freight)3 trains/week

Total 3260 km

Source: Based on the railroad strategy of UEMOA and the result of an interview survey.

22


14

3.2.2 Vision for Development

Under UEMOA, the railroad development strategy (Etude pour l’elaboration d’une strategie

de developement du transport ferroviaire dans l’espace UEMOA in French) has been in place so

that rail-road development can be enhanced. In the strategy, the need for new rail tracks is indi-

cated as shown in the following table. Future plans call for a network connecting the capitals of

each country. Development utilizing private funds is sought, but achieving this in a short period

is considered difficult because of lack of profitability.

Table 3‐5 Development Plan of Railroad

Country Route length

1 Mali‐Cote d’Ivoire Bamako‐Sikasso‐Ouangolo 599km

2 Burkina Faso‐Niger Kaya‐Dori‐Niamey 551km

3 Togo ‐Burkina Faso Blitta－Fada Ngourina‐Ougadougou 783km

4 Niger‐Benin Niamey –Dosso‐Parakou 625km

5 Mali‐ Burkina Faso Sikasso‐Orodara‐Bobo Dioulasso 164km

6 Cote d’Ivoire‐Mali San Pedro‐Man‐Odiénné‐Bamako 900km

Total 3,622km

Source: Based on the railroad strategy of UEMOA

In the strategy, it is indicated that a total of 2,500-kiLométer of new tracks be developed as a

priority as shown in 1 to 4 in Table 3-5. The project size is expected to be 2,370 billion CFA

(approximately 380 billion yen) including systems. Meanwhile, prior to the development of

new tracks, it is necessary to rehabilitate existing tracks (3,300km) and the project scale is ex-

pected to be 1,080 billion CFA (approximately 170 billion yen).

It is targeted that the development of tracks will be promoted by utilizing private companies

in a PPP-based approach like SITARAIL. By considering the transport needs and investment

actually made in rehabilitation projects so far, significant efforts will be required to realize the

planned new track development.

Major donors involved in the development of corridors are UEMOA, AfDB and WADB. F/Ss

currently under consideration at the UEMOA headquarters will target the following 3 routes.

23


15

Source: Based on the railroad strategy of UEMOA

Figure 3‐4 Railroad network project

Table 3‐6 F/S for Railroad Development by UEMOA

Route Contents

Dakar‐Bamako‐Ouagadougou Investigation is underway.

Dakar‐Burkina Faso Border: US Trade & Development Agency

Burkina Faso Border‐Ouagadougou: UEMOA Headquarters

Parakou – Niamey Parakou‐Dosso: Niger‐Benin are conducting survey.

Dosso–Niamey: UEMOA Headquarters is waiting for execution of a contract.

Abidjan ‐Niamey EU signed an implementation contract, but the study was temporarily halted

due to security problems in Cote d’Ivoire.

Source : JICA Study team based on information from UEMOA

24


16

Chapter 4 CURRENT STATUS OF DISTRIBUTION NODES 4.1 Current Status of Port

4.1.1 Port Facility and Transaction Volumes

Coastal countries covered by this survey, such as Benin, Togo, Ghana, Cote d’Ivoire, and

Senegal have their own international ports. Each port is connected to a UEMOA corridor or a

railroad so that it can function as a gateway of the country or landlocked countries.

Data on transaction volume in 2010 indicates that the volume handled at Abidjan Port (Cote

d'Ivoire) was the largest at about 22 million tons. This port functions as a central port for the re-

gion.

The transaction volumes at the ports of Dakar and Tema have not substantially changed since

the beginning of 2000, which indicates that they are approaching their capacity limits.

The ports of Abidjan, Dakar, and Tema mainly handle freightes for their domestic markets.

Data on the ports of Lomé and Cotonou show transit freightes accounted for relatively high

shares of volume. More than half of the transaction volume at Cotonou Port is for transit. Since

the crisis in Cote d’Ivoire in 2002, the port of Lomé has been in charge of transit freight of

Burkina Faso and has steadily increased the volume of transit freight it handles. The port of

Cotonou has been in charge of transit freight which moves past Niger to the northern part of

Nigeria, and has steadily increased the volume of transit freight it handles.

Source : JICA Study team based on information from port authorities

Figure 4‐1 Volume of port traffic

")

")")

")

")

")

")

")

")

")

")")

!.

!.

!.

!.

!.

!.

!.!.

!.

!.

!.

!.

!.

!.

Pt.Lome

Pt.Tema

Pt.Lagos

Pt.Dakar

Pt.Banjul

Pt.Conakry

Pt.Abidjan

Pt.Cotonou

Pt.Freetown

Pt.Monrovia


Lome

Accra

Dakar

Banjul

Bissau

Niamey

Bamako

Conakry

Freetown

MonroviaPorto-Novo

Nouakchott

Ouagadougou

Yamoussoukro

Togo

Mali

Ghana

Benin

Niger

Guinea

Gambia

Senegal

Nigeria

Liberia

Mauritania

Burkina Faso

Cote d'Ivoire

Guinea-Bissau

Sierra Leone

Source : Création par l'équipe d'étude de JICA sur la base des données port autonomeTransship Transit Export Import

0

5

10

15

20

25

2007 2008 2009 2010

0

5

10

15

20

25

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

0

5

10

15

20

25

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

0

5

10

15

20

25

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

0

5

10

15

20

25

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

Port Dakar

Port Abidjan

Port Tema Port Lomé Port Cotonou

(Unit: million tonne)

Road networkRail networkPort

25


17

Table 4‐1 Current status of port facilities

Port Water depth of entrance chan‐

nel(m)

Water depth of Container berths (m)

Berths Container

gantry cranes Mobile harbor

cranes

Pt.Dakar 15.0 10.0 38(3) ‐ 3

Pt.Abidjan 10.4 12.5 44(5) 4 2

Pt.Tokoradi 11.5 ‐ 13 ‐ ‐

Pt.Tema 12.5 11.5 14(2) 3 30

Pt.Lomé 16.0 11.5 8(2) ‐ 6

Pt.Cotonou 12.0 10‐11 11(1) ‐ 1

*Inside ( ) is number of container berth Source : JICA Study team based on information from port authorities

4.1.2 Level of Service at Port

According to an interview survey conducted with shipping/storage businesses, the level of

service provided in terms of waiting time is not good at the port of Dakar, the port of Tema and

the port of Cotonou, as the times to wait are longer there. In relative terms, the service level,

however, is higher at the port of Abidjan and port of Lomé.

The port charge1 is relatively higher at the port of Abidjan than other ports, while it is low-

er than others at the port of Cotonou and the port of Lomé. It is partly why the higher volume of

transit freight of landlocked countries is handled at these 2 ports.

Table 4‐2 Quality of Service at Port

Container dwell

time(day)

Container vessel stay (hours)

Container vessel

pre‐berth waiting time(day)

General freight ves‐sel stay (hours)

General freight vessel

pre‐berth waiting

time（day）

Truck pro‐cessing time for receipt and delivery

of freight(hours)

Pt.Dakar 7 24 18 60 24 5.0

Pt.Abidjan 12 1 1 2.2 2.9 2.5

Pt.Tokorad 25 32 12.4 48 9.6 8.0

Pt.Tema 13 1 1 N/A N/A 4.0

Pt.Lomé 12 36 24 48 48 6.0

Source: JICA Study team based on AICD database

1 The port charge includes a total of payments to be made to public port corporations such as port use fees and freight weighing fees as well as to be made to crane operators for freight handling.

26


18

Table 4‐3 Charge of port (20ft Container) Unit: CFA

Port Terminal Charge Freight handling charge Total

Pt.Abidjan 21,200 186,000 207,200

Pt.Tema 9,400 76,500 85,900

Pt.Lomé 23,900 74,800 98,700

Pt.Cotonou 3,500 84,000 87,500


Table 4‐4 Charge of port (Bulk: rice sac)

Unit: CFA

Port Terminal Charge Freight handling charge Total

Pt.Abidjan 300 5,500 5,800

Pt.Tema 450 N/A N/A

Pt.Lomé 3,000 1,400 4,400

Pt.Cotonou 2,100 1,500 3,600


4.1.3 Potential of Port Development

The port of Abidjan, where modernization has been going on, has a strong competitive ad-

vantage as it has already large-sized port facilities as well as an industrial zone within the port

area. The port, therefore, is expected to continue to act as a hub port in the surrounding area in

the future, too. Among other ports, the port of Lomé has a large potential of development as it

has naturally good conditions such as a water depth as deep as 16 meters. At the port, currently,

the third container berth is under construction and it is apparently planning to establish itself as

a hub port for transit freight. In addition, 5 more berths to be used exclusively for containers are

currently planned in order to increase the volume of transshipment freight it handles. On the

other hand, in Benin where the port of Cotonou is located, there is a plan to accelerate the de-

velopment of the port of Sémé-Podji. It will be a port having 2 berths exclusive for containers

and it is expected to function to complement the port of Logos in the neighboring Nigeria where

transshipment freight and the economy are expected to grow significantly.

4.2 Dry Port / Inland Depots In transit transport connecting the inland and ports, dry ports located inland, border customs

houses, and bonded warehouses function as principal distribution terminals.

A dry port can function to facilitate customs clearance and bonded storage for transit freight

as well as it can act as a transit for freight shipped to any third country. They also contribute to

alleviating traffic congestion in urban areas and smooth transport of transit freight.

Due to a recent increase in the distribution flow, facilities are becoming cramped, and expan-

27


19

sion is being planned. Landlocked countries are planning new development of dry ports. At

present, the marine container utilization rate in transit transport is less than 20 %. In view of the

expected growth in demand, the necessity of container depots will increase.

At the terminal in Burkina Faso, the customs clearance process is completed within 1 or 2

days. Trucks have to wait in a queue for customs clearance, because issues on the user side such

as deficient documentation, and delay of customs by consignor cause increases in delays.

4.3 Border Customs At the border customs clearance, it is expected that time required to clear customs will be

decreased and trucks’ freedom of travel will be increased, through the development of OSBPs, a

more efficient customs clearance process and decreased need for a customs clearance service

(the shift to an alternative such as a tracking system). Time to clear customs required at the

border between Burkina Faso and Niger and coastal countries is usually from half a day to one

day. Some customs clearance offices do not operate on Saturdays, Sundays and holidays. Fresh

goods, however, are cleared preferentially as they are handled as specialty goods.

Table 4‐5 List of Dry Port / Inland Depots

Country Facilities Present status

Senegal Dakar Port Logistic Platform In operation

BURKINA FASO

Ougarinter (French name : La Gare routiere international de Ougadougou)

Planned to be expanded and moved

Dry port Bobo Dioulasso (French name : La Gare routiere international de Bobo‐Dioulasso)

Opened in 2011 with a side‐track in place

NIGER Dosso Dry port In the planning process

Niger River Right Bank Dry port in Niamey In the planning process

GHANA Boankra Dry Port In the planning process

TOGO Sahel Terminal Planned to be expanded

BENIN

Zongo Dry Port In operation

Allada Dry Port In operation

Parakou Dry Port In the planning process

*no information about Cote d’ivoir and Mali

Source : JICA Study team based on interview to Ministry of transport of each country

28


20

Chapter 5 ANALYSIS OF CURRENT TRAFFIC 5.1 Description of Survey

5.1.1 Objective of Survey

The survey was consisted of the components shown in table 6-1, mainly there are traffic

count survey and Origin-Destination Survey (OD survey) on the on cross-border. The period of

survey was from mid April to mid June.

Table 5‐1 List of Survey Items

Figure 5‐1 Survey point for Traffic Count /Roadside OD survey

Classification Name Number of Days Time Locations Target Method Items

Survey

No.1

Traffic count

survey

3 weekdays

1 holiday24‐hour survey

Border Point:15points

Internal Point:6 points

Total: 21 locations

Spot traffic volume

(All vehicle types)

Counting

(Complete survey)

・Traffic volume on inbound and

outbound lanes

・Survey of vehicle types (passenger

cars, buses, small and large freight

vehicles and container vehicles)

・Survey unit: Aggregated every hour

Survey

No.2

Roadside OD

surveyAs above

16‐hour

survey

(6:00 to

22:00)

As above

Car drivers

(passenger cars and

freight vehicles)

Interview drivers on inbound and

outbound lanes and fill out

survey sheets.

(20% of samples)

・Origin/ Destination

・For passenger cars: Purpose of trip,

number of passengers

・For freight vehicles: Items carried,

load weight, maximum allowed load

Survey

No.3

Survey at

port gate

(OD survey)3 weekdays

1 holiday

16‐hour

survey

(6:00 to

22:00)

Senegal: Dakar Port

Cote D'Ivoire: Abaidjan Port

Ghana: Tema Port

Togo: Lome Port

Benin: Cotonou Port

Total: 5 ports

Freight vehicle drivers As above As above

Survey

No.4

Dry Port

Inland depot

survey (OD

survey)

1 weekday As aboveEntrances to terminals

Total: 5 locationsAs above As above As above

Survey

No.5

EPZ/SEZ

survey

(OD survey)

1 weekday As aboveEntrances to major EPZs/SEZs

Total: 5 locationsAs above As above As above


29


21

5.2 Result of Traffic Surveys

5.2.1 Result of Traffic Count Survey

(1) Daily Traffic Volume

- The cross-border maximum traffic between landlocked countries and coastal countries is

roughly 994 (Point 11) vehicles per day. Senegal-Mali and Burkina Faso-coastal coun-

tries had cross-border traffic of 200-600 vehicles per day.

*Point 12 (Niger-Nigeria border) has more traffic than other points. It is thought that there are daily exchanges such as purchasing at markets on Sundays.

- In the cross-border traffic departing from and arriving in Burkina Faso, the traffic at the

border with Togo (Point 9) leading to the Port of Lomé is more than twice as much as

the traffic at the borders with other countries.

- In the cross-border traffic departing from and arriving in Niger (excluding Point 12

where regional traffic is great), the traffic at the border with Benin (Point 11) leading to

the Port of Cotonou is more than twice as much as that at the border with Burkina Faso

(Point 10).

- The cross-border traffic (Points 6 and 10) between landlocked countries is roughly 500

vehicles per day.

- In the cross-border traffic between coastal countries, Benin-Togo border (Point 19) was

the greatest at 2,752 vehicles per day. Next, the Cote-d’Ivoire-Ghana border (Point 14)

had 2,304 vehicles per day; the Togo-Ghana border (Point 18) had 1,174 vehicles per

day; and the Benin-Nigeria border (Point 21) had 715 vehicles per day.

- The traffic departing from and arriving in Senegal was low as compared to other points,

as the traffic other than the Mali border (Point 5) was less than 100 vehicles per day.

(2) Share of Types of Vehicles

- Large freight commercial vehicles accounted for 36 %-70 % of the cross-border traffic

of landlocked countries.

- The figure for large freight commercial vehicles was 68 % at the Mali-Senegal border,

59 % at the Burkina Faso-Ghana border; 54 % at the Burkina Faso-Togo border, and

54 % at the Burkina Faso-Niger border.

- In the cross-border traffic between coastal countries, the large freight commercial vehi-

cles ratio was high at 42 % at Ghana-Togo border, but 6 % at other points.

- Marine container vehicles accounted for 10 % or less on the whole.

30


22

Source : JICA Study team

Figure 5‐2 Result of traffic count survey

5.3 Analysis of Present Traffic Flow

5.3.1 Preparation of Present OD Tables

In analyzing traffic flows, data obtained from OD surveys were analyzed to prepare OD ta-

bles to indicate the present situation (2011). These OD tables were created by separately pre-

paring those for passengers and passenger vehicles and others for freight and freight vehicles.

(1) Zoning

These target eight countries are each divided into 2 zones (only Senegal is not divided and

has 1 zone). In addition, each of major ports was counted as one zone. Neighboring countries

were incorporated as appropriate. As the result, the survey area was divided into 27 zones in to-

tal.

31


23

(2) Preparation of OD Tables for Passengers and Passenger Vehicles

OD tables for passengers and passenger vehicles were prepared by expanding data obtained

from OD surveys and transforming them to data that can be obtained from spot traffic volume

surveys. In addition, annual average daily traffic (AADT) was established using data of actual

cross-border traffic via intercity bus operation.

(3) Preparation of OD Tables for Freight and Freight Vehicles

OD tables for freight and freight vehicles were prepared based on data obtained from OD

surveys and each country’s customs clearance data. Customs clearance data can indicate details

of how and how much freight flows throughout the year. By using the customs clearance data,

several adjustments were made on annual average daily traffic (AADT) and freight volume data

by item of goods as well as impact of the Cote d’Ivoire crisis (2010-2011) was eliminated. In

addition, empty vehicle rate of freight vehicles was obtained using results of roadside OD sur-

veys to incorporate the rate in OD tables for freight vehicles.


Figure 5‐3 Flow to Prepare OD Tables

(4) OD Tables Prepared

OD tables prepared are listed below.

Table 5‐2 List of OD Tables to Indicate Present Situation

year type unit contents

2011

Passengers OD people(trip)/year ‐

Freight OD ton/ year Main 10 goods, others

Vehicle OD veh./day Vehicle type(Passengers Car, Bus, Light truck, Hevy truck, Container truck)


OD survey result

Adjustment to AADT(Inter‐urban bus data)

OD survey result Customs data(2011)

Annual freight volumeDistribution volume by goods (Excluding the influence of Cote d'Ivoire confusion in 2010‐2011)

Share of Vehicle type

/Empty truck ratio

/Conversion to vehicle

Adjustment to AADT

Expansion adjustmentto the daily traffic

Traffic count survey result

Present OD Marix (By type, veh./day)

Passenger Demand （Passager Car,Bus） Freight Demand （Light , Heavy Truck）

Present OD Marix (By type, veh./day)

Present OD Marix (by goods, ton/year)

32


24

5.3.2 Present Traffic Flow

Based on OD tables to indicate present situation, present situation of traffic flow can be ana-

lyzed. OD distribution chart shown here indicates cross-border road traffic and traffic between

domestic zones (ex. traffic between 2 zones in Ghana) is not indicated. In the OD tables, how-

ever, domestic traffic volume between zones of a country is indicated.

(1) Result of Analysis

Flow of passengers

Flow of passengers is more prominent between coastal areas, particularly it is found that a

large number of passengers flow between southern Cote d’Ivoire where Abidjan is and southern

Ghana as well as southern Benin and southern Togo. Flow of passengers is relatively large be-

tween the southern zone of Cote d’Ivoire and landlocked countries.

By looking at flow between landlocked countries and coastal countries, it is clear that linkage

between neighboring zones across a border tends to be strong.

Flow of freight

Flow of freight is characteristic in that it is prominent between landlocked countries and ports

and between landlocked countries and coastal countries. Mali is strongly linked with Senegal

and Cote d’Ivoire. While, Burkina Faso has a particular strong linkage between Togo. Also it

can be seen that Niger is relatively strongly linked with Benin and Nigeria. On the other hand,

flow between landlocked countries is not large in volume.

Note) According to interviews conducted at the Niger Shippers Council and border customs, approximately half (48%) of

the freight that crosses the Niger-Benin border is transit freight from the Port of Cotonou bound for northern Nigeria. Howev-

er, this fact could not be corroborated from the current traffic surveys conducted in this study and the customs data obtained.

Therefore, all the freight that crosses the border concerned is treated as bound for Niger.

Flow of vehicle

Passenger cars’ flow in a large volume between coastal zones, particularly between southern

Cote d’Ivoire and southern Ghana and between southern Togo and southern Benin. In addition,

passenger cars’ flow is strong in landlocked countries, between neighboring inland areas across

a border. Flow of freight vehicles is large in volume between landlocked countries and ports or

areas where a port is located, due to a large volume of transit traffic. When comparing the av-

erage trip length, it is 512km for passenger vehicles and 940km for large-sized freight vehicles,

which indicates that the latter is about twice of the former.

33


25

Figure 5‐4 Present passengers flow (‘000 peoples/year)


Figure 5‐5 Present freight flow (‘000ton/year)

TogoTogoTogoTogoTogoTogoTogoTogoTogo

GhanaGhanaGhanaGhanaGhanaGhanaGhanaGhanaGhana

BeninBeninBeninBeninBeninBeninBeninBeninBenin

Cote d'IvoireCote d'IvoireCote d'IvoireCote d'IvoireCote d'IvoireCote d'IvoireCote d'IvoireCote d'IvoireCote d'Ivoire

n_african_african_african_african_african_african_african_african_africa

Burkina FasoBurkina FasoBurkina FasoBurkina FasoBurkina FasoBurkina FasoBurkina FasoBurkina FasoBurkina Faso

SenegalSenegalSenegalSenegalSenegalSenegalSenegalSenegalSenegal

GuineaGuineaGuineaGuineaGuineaGuineaGuineaGuineaGuinea

MaliMaliMaliMal iMal iMaliMaliMaliMal i

nw_africanw_africanw_africanw_africanw_africanw_africanw_africanw_africanw_africa

NigerNigerNigerNigerNigerNigerNigerNigerNiger

NigeriaNigeriaNigeriaNigeriaNigeriaNigeriaNigeriaNigeriaNigeria se_africase_africase_africase_africase_africase_africase_africase_africase_africa

000000000

TemaTemaTemaTemaTemaTemaTemaTemaTema

LomeLomeLomeLomeLomeLomeLomeLomeLome

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DakarDakarDakarDakarDakarDakarDakarDakarDakar

CotonouCotonouCotonouCotonouCotonouCotonouCotonouCotonouCotonou

San-PedroSan-PedroSan-PedroSan-PedroSan-PedroSan-PedroSan-PedroSan-PedroSan-PedroTakoradiTakoradiTakoradiTakoradiTakoradiTakoradiTakoradiTakoradiTakoradi

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Boarder Passengers Volume2011 (1000people/year)

5000 ～ 4000 ～ 50003000 ～ 40002000 ～ 30001000 ～ 2000500 ～ 100010 ～ 500

Total Volume* : 21355

notice : Do not show less than 10













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Boarder Cargo Weight(1000ton/year)2011 All Category

2000 ～ 1600 ～ 20001200 ～ 1600800 ～ 1200400 ～ 800200 ～ 40010 ～ 200



34


26


Figure 5‐6 Present Vehicle flow (Total of all type: veh./day)

Average Trip Length

Passanger car & Bus : 512km

Heavy Truck : 940km


Figure 5‐7 Average Trip Length













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5000 ～ 4000 ～ 50003000 ～ 40002000 ～ 30001000 ～ 2000500 ～ 100010 ～ 500



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27

36


28

5.3.3 Present Traffic Assignment

Based on OD tables for vehicles already created, traffic volume was allocated along the present

international corridors to calculate present cross-border traffic volume. Traffic volume shown here

is cross-border traffic volume and presented in the form of annual average daily traffic (AADT).

(1) Present Traffic Volume (All Zones)

1) Cross-Border Traffic Volume

When looking at the entire target area, traffic volume along roads running from east to west in

coastal areas is as large as from 1,700 veh/day to 5,000 veh./day, which indicates traffic is busy

between coastal countries. Meanwhile, of corridors connecting landlocked countries and coastal

countries, traffic is the largest along the Ouagadougou-Lomé corridor (608 veh./day), followed by

the Dakar-Bamako corridor (568 veh./day).

2) Share of Goods Type

By the share of goods weight, the largest goods on the Ouagadougou-Lomé corridor is cements

as a construction material. On the other hand, the Ouagadougou-Cotonou corridor is used mainly to

transport fuels like gasoline. Apart from these corridors, the corridors of Tema and Abidjan are

used to transport a wide range of good.

3) Share of Transit Freight

The Dakar-Bamako corridor is used mainly as important route for trade between Senegal and

Mali. On the other hand, the transit traffic and country-to-country traffic are almost equal on the

Ouagadougou-Lomé and the Ouagadougou-Tema corridors. Based on this, it is considered that

UEMOA corridors are important not only for trade overseas such as Europe or Asian countries but

also for the transport country to country in UEMOA zone and Ghana.

(2) Heavy Truck Traffic Origin/Destination from 3 Landlocked Countries

The Dakar-Bamako corridor is found to have the largest freight truck traffic volume, followed

by the Ouagadougou-Lomé corridor and the Niamey-Cotonou corridor. Each of these corridors

functions as a main logistics route for Mali, Burkina Faso and Niger, respectively.

Traffic of freight trucks leaving and arriving at Burkina Faso is dispersed along a number of cor-

ridors such as the Abidjan route, Tema route, Lomé route and Cotonou route. Among these, the

Ouagadougou-Lomé corridor has the largest share in freight truck traffic. It can be said that serving

here as background is the fact that the Ouagadougou-Lomé corridor is competitive in terms of

transport costs and time distance. In addition, it is partly because freight trains have a larger share

in freight traffic to the port of Abidjan than freight vehicle traffic along roadways. It is also partly

because at the port of Tema, transit freight has a limited share as the port handles a larger volume

of domestic freight.

37


29

Figure 5‐9 Result of the present road traffic volume (All vehicles)

Figure 5‐10 Heavy truck traffic volume origin/destination from 3 landlocked countries Source : JICA Study team

38


30

Figure 5‐11 Share of goods type

*Inter-regional: Traffic country to country in this area, Transit: Traffic between landlocked country-Coastal country

Figure 5‐12 Share of transit freight Source : JICA Study team

05001,0001,5002,0002,5003,0003,5004,0004,5005,000

Legendother

HS72:Iron and Steel

HS52:Cotton

HS31:Fertilisers

HS27:Mineral Fuels

HS25:Salt; Sulphur and Cement

HS23:Residues and Waste

HS17:Sugars

HS12:Oil Seeds and Fruits

HS10:Cereals

HS7:Edible Vegetables

39


31

Chapter 6 FUTURE TRAFFIC DEMAND FORECAST

6.1 Basic Idea for Future Traffic Demand Forecast In this Survey, future OD tables are forecasted based on the OD tables to indicate present situa-

tion created through field traffic surveys, while an overview of future traffic demand for each cor-

ridor is calculated. Basic preconditions are shown in Table 6-1 below. Forecast of future traffic

demand was obtained based on these preconditions and using flows of passengers and freight

shown in Figure 6-1.

Table 6‐1 Preconditions of Future Traffic Demand Forecast

Items Preconditions Target year Future OD table (2022)Zoning 27 zones

Future road network The target road network is UEMOA corridors. It is presumed that current underdeveloped routes will be difficult to be in service by the year for forecast. Therefore, the current UEMOA corridors are used in the forecast.

Generation/Attraction model

The growth rate methodology is applied here. Since the traffic subject to the survey has the nature of cross‐border traffic, the regression model usually used for urban traffic surveys cannot offer a fully satisfactory explanation. And, the number of samples is limited.

Distribution model

The present pattern methodology is applied here. It is presumed that there is no major variables in road performance and duration needed to travel between zones and linkage of zones will not change (Business As Usual: BAU).

Assignment model

Route assinment. Routes connecting zones are limited and inter‐zone traffic is uniquely allocated to inter‐zone roads. In accordance with bilateral agreements, traffic bound to landlocked countries cannot cross over other coastal countries.

Share of vehicles In the year for forecast, share of vehicles and Railroads in traffic volume does not change. For share among vehicle types, the current share is applied.

Transport efficiency Conversion factor to vehicles is obtained based on the number of passengers and freight volume transported in a vehicle obtained from surveys.

Figure 6‐1 Basic Idea for Future Traffic Demand Forecast

Present OD pattern（Present OD Marix）

GDP Growth rate

（Population

/GDP per capita

Passenger Demand （Passager Car、Bus） Freight Demand （Light and Heavy Truck）

Growth rate of export /import

Traffic Assignment(Veh./day)

Vehicle Type shareAdjustment for AADT /Number of Vehicle

Present OD pattern（Present OD Marix）

*Customs data

Share of Vehicle TypeAdjustment to AADT /Number of Vehicle

Present trade volume(t/year)

Future freight OD Matrix (t/year)

Future Vehicules Distribution(Future OD Matrix Veh./day)

Future trade volume(t/year)

Present Generation/Attraction(Trip/year)

Future Generation/Attraction(Trip/year)

Future Generation/Attraction(Veh./day)

Future Vehicules Distribution(Future OD Matrix Veh./day)


40


32

6.2 Socio-Economic Frame Work In forecasting future traffic demand for passengers and freight, a socio-economic frame was set

up. Population, GDP and import/export volumes that are generally used in forecasting future traffic

demand are set up for the frame.

(1) Population

For the population frame, a frame established in each country was applied. For countries where

the population frame up until 2022 is not known, forecast was made by applying a logistic curve

created with actual data for 1990 and later. The population frame established is 160 million for

2022 (120 million for 2011).

Table 6‐2 Population Frame

Senegal Mali Burkina

Faso Niger

Cote

d'IvoireGhana Togo Benin Total

2011 12.9 15.8 16.2 15.7 20.1 25.0 6.4 9.1 121.2

2022 17.3 21.8 22.8 22.9 24.2 31.8 8.7 12.2 161.7

Source: Estimation by JICA Study team

(2) GDP

GDP here is based on the median estimates published in REP2 (Deuxieme phase du Programme

economique regional de l’UEMOA). For 2017 to 2022, the value of 2016 is applied. Meanwhile,

for GDP frame by country, linear regression analysis was made based on actual per capita GDP up

until 2011 to obtain future values up until 2022. By multiplying the values by already obtained fu-

ture population, GDP for each country was obtained. Furthermore, using GDP for the entire

UEMOA area as a control total, each country’s GDP was adjusted to obtain GDP for each zone

subject to forecast.

Table 6‐3 GDP Frame (Growth rate)

Senegal Mali

Burkina

Faso Niger

Cote

d'Ivoire Ghana Togo Benin

2012‐2017 6.6 % 7.0 % 7.8 % 7.3 % 4.3 % 4.3 % 6.1 % 6.4 %

2017‐2022 6.8 % 7.1 % 7.7 % 7.5 % 4.3 % 4.0 % 6.3 % 6.5 %

Source: Estimation by JICA Study team

(3) Import/Export Volumes (Weight Basis)

For import/export volumes, a future frame was obtained through linear regression analysis in

which country-by-country import/export volumes (weight basis) for the past five years were used.

Major items of goods used here are key 10 items selected when conducting analysis of present traf-

fic flow. In the volume totaling those of all items, exports are forecasted to grow by 1.63 times and

imports by 1.56 times.

41


33

6.3 Future Traffic Demand Forecast

6.3.1 Future Passenger Demand

According to the forecast, future cross-border passenger traffic demand (generated demand) will

be 40 million peoples/year, which is about 1.9 times the current figure. Examining concentrated

occurrence by country, Benin (16 millions peoples/year) and Cote d’Ivoire (13 millions peoples

/year) are the largest, followed by Togo (11 millions peoples/year).

6.3.2 Future Freight Demand

Future cross-border freight traffic demand (generated demand) will be 20 millions tons/year,

which is about 1.6 times the current figure. Looking at concentrated occurrence by country, Mali

(8.6 millions tons/year) is the largest, followed by Senegal (6.2 millions tons/year) and Burkina

Faso (5.0 millions tons/year).

6.3.3 Future Traffic Demand

Future cross-border traffic demand for all vehicles (2022) obtained based on demands for pas-

sengers and freight will be 27,330 veh./day, which represents about 1.8 times the current figure. In

the subject area, an increase in traffic volume is expected mainly in traffic between coastal coun-

tries. On the other hand, double the current growth rate is expected between inland countries and

coastal countries.

Table 6‐4 Future road traffic demand

From landlocked countries to

coastal countries

Between landlocked countries

Between coastal countries

Others Total

Present 4,720 341 9,980 177 15,218

Future (2022) 9,217 802 17,009 302 27,330

Increased volume 4,497 461 7,028 125 12,112

Rate of increase 2.0 2.4 1.7 1.7 1.8

1) There are 3 landlocked countries. They are Mali, Burkina Faso and Niger (OD zone: 2‐7).

2) The coastal countries include the Gulf of Guinea countries, which are Senegal, Nigeria and other countries in between

(OD zone: 1, 8‐17 and 21‐27).

Source: JICA survey team

6.3.4 Road Traffic Assignment

From the results of a process of traffic assignment among the UEMOA corridors, it is found that,

of corridors connecting landlocked countries and areas where a port is located, the Ouagadou-

gou-Lomé corridor will be the largest traffic volume, with 1,109 veh./day. It represents about 1.8

times of the present figure. Following this is the Niamey-Cotonou corridor, where the traffic will

be 1,075 veh./day. In future, road traffic volume will vary depending on the transport conditions of

ports and corridors.

42


34

Figure 6‐2 Flow of future passengers demand (‘000 peoples/year)

Figure 6‐3 Flow of future freight demand (‘000ton/year)













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797979797979797979 8181818 18 18181818 1

222222222222222222222222222

367367367367367367367367367

21212121

2121

212121

989898989898989898

636363636363636363

434343434343434343

781781781781781781781781781

13251325132

51325132

513251325132

51325

757575757575757575

878787878787878787

5 75 75 757

5757575757

4 646

4 646

4646

46

4 646

281

281

281

281

281

2 81

281

2 81

281

2 62 62 626262 62 62 626

404040404040404040

727272

7272

72727272

175175175175175175175175175

434343434343434343

38383838

3 838

3 8383 8

808080808080808080

251

251

25125

125 125

125

125 1251

560

560

560

5605 6

056 0

560

560

5 60

141414141414141414

151515151515151515

123

123

123 12

31231 2

3123

123123

404 04 0

4040

40404040

11111111111 11 11 111

5555

55 55

55 55

55

5555

14141414141 41 41 414333333333333333333

71

71

7171

7171

71

7171

160

160

160

160

160

160

160

160

160 2 9

92 9

92 9

929

929

929

929

929

929

9

47474747

4747474747

87878787

8787

878787

19191919

1919191919

4 09

4 09

4 09

409

409

409

409

409

409

282828282828282828

4 54 54 54 54 54545454 5

730

730

730

730

730

7 30

730

7 30

730

163163163163163163163163163

256256256256256256256256256

109110911091109110911091109110911091

323232323232323232

212121212121212121

260

260

260260

260260

260

260

260

242424242424242424

Boarder Cargo Weight(1000ton/year)2022 All Category

5000 ～ 4000 ～ 50003000 ～ 40002000 ～ 30001000 ～ 2000500 ～ 100010 ～ 500




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Figure 6‐4 Future traffic demand (All vehicles: veh. /day)

Figure 6‐5 Result of the future road traffic volume (All vehicles: veh. /day)













000000000







959959959959959959959959959161616161616161616

313131313131313131

305

305305305

305305

305305305

179

179

179

179

179

179

179

179

179

111111111111111111

252525252525252525290290290290290290290290290

292929292929292929

165

1 65

1 6516 516 516 5

165

16 516

5

494949494949494949 4141414 14 14141414 1

222222222222222222

6 06 06 0606060606060

131313131313131313

101010101010101010

181818181818181818

121212121212121212

797979797979797979

12512

512512512512512

512512

5

121212121212121212

408408408408408408408408408

111111111111111111

1 59

1 59

1 59

159

159

159

159

159

159

129

1 29

1 29

129

129

12 9

129

129

129

180

180

180

180

180

1 80

180

1 80

180

1 041 0

41 0410 410 41 041 0

41 0410

4666666

6666

66666666

292929292929292929

11111111

1 111

1 11 11 1

242424242424242424

21212121

2121

2 12 121

9595959 59 59595959 5

919191919191919191

131313 13131 31 31313

6 5656565

6565656565

1 91 91 919

1919191919 6

767

6767

6767

67

67

67

3 79

3 79

3793 7

937937

937

937 93 7

9

2151

2151

2151

2151

2151

2151

2151

2151

2151

15 6615 6615 66156615661 5661 5661 5661566121212121212121212

555555555555555555

84848484

8484848484

29292929

2929

2 92 92915

715

715

715

715

715

715

715

715

744444444

4444

4 44 444

36 3

3 63

3 63

363

3 63

363

363

363

3 63

313131313131313131121212121212121212

455645564556455645564556455645564556 129129129129129129129129129

122122122122122122122122122

161161161161161161161161161

120712071207120712071207120712071207

437437437437437437437437437

107107107107107107107107107

30

303030

3030

30303079

4 679

4679

467946

79467946

7946

7946

7946

151151151151151151151151151

Boarder All Vehicle Volume2022 (veh/day)AADT

5000 ～ 4000 ～ 50003000 ～ 40002000 ～ 30001000 ～ 2000500 ～ 100010 ～ 500




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Chapter 7 ISSUES AND DIRECTION FOR PROMOTION OF IMPROVEMENT OF INTERNATIONAL CORRIDOR

This study has revealed the current state of the cross-border traffic in the study area. The analy-

sis of the findings of the study has confirmed a large movement of people and goods between the

densely populated coastal countries where geographic distances between major cities are small.

Meanwhile, the Study Team has been able to confirm that most of the transport to and from the

three landlocked countries is with the countries with trading ports. The study has found a charac-

teristic that Lomé port Cotonou port which have limited volume of import and export freight

transport to and from them, in particular, handle a large portion of transit freight to and from the

landlocked countries. The study has also found that ca. half of the traffic volume on the interna-

tional corridors is that of large trucks and that the volumes of the transit freight and the freight

traded within the study area on the corridors are approximately the same.

The above-mentioned study results have proven the indispensability of the road infrastructure

which forms the international corridors as basic infrastructure which supports movement within the

area and composes part of the framework of the area. The landlocked countries which have to im-

port the majority of everyday goods can emphasize the importance of the international corridors as

major transport infrastructure, because they are the trading routes to the trading ports and gateways

to foreign countries, on which economic activities and development in the countries depend. If the

political and economic stability of the countries in the area is maintained in future, the volume of

traffic between the landlocked and coastal countries is expected to double in the next ten years. As

a consequence, the importance of the road infrastructure is expected to increase further. The fol-

lowing summarizes the tasks for the development of the study area and the improvement of the

transport infrastructure.

7.1 Importance of the International Corridors in the Social Development

(1) Promotion of the Integrated Improvement in the West Africa

The study results have revealed that the international corridors support transport of people and

goods not only within countries in which a corridor exists but also over a wider area. Therefore, an

integrated approach to their improvement and maintenance will have to be taken by all the coun-

tries in the area. The practical issue of the highest priority is finding a guaranteed source of funding,

which requires reform of the existing UEMOA Fund for appropriate sharing of financing among

the member countries and the increase in the amount of the fund.

(2) Increasing the Impact of the Synergy between the Landlocked and Coastal Countries

Integrated development of this area requires the viewpoint that the three economically advanced

countries (Côte d’Ivoire, Ghana and Senegal) with strong economies help the other countries in the

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area, including the three landlocked countries, in their economic development. Therefore, there is a

need for the implementation of economic and industrial policies and regional development projects

that strengthen mutually complementary relationships between the landlocked and coastal coun-

tries, in addition to the improvement of the international corridors.

7.2 Issues for Transport Infrastructure and Direction for Future Improvement (1) Road Network

The UEMOA corridors are positioned as a critical infrastructure to support not only transit

transport in landlocked countries but also exchanges and trades between landlocked countries and

coastal countries. At present, the UEMOA Corridors which connect the landlocked countries and

the coastal countries are the only major highways connecting the countries in the area.

There are a number of poorly maintained sections along the corridors in landlocked areas of

coastal countries as well as cross-border areas, which is a bottleneck for logistics. Meanwhile, the

projection of the traffic demand suggests that two-lane roads will meet the demand for the next ten

years with the exception of urban areas.

Therefore, the cross section of the UEMOA standard two-lane road shall be used as the basic

road cross section in the future road construction and the pavement and bridges shall have to have

sufficient durability to withstand the expected increase in the traffic of heavy trucks. It is extremely

important to continue appropriate maintenance of the roads to ensure that they serve the function of

permanent physical distribution routes.

Measures to increase traffic capacity of certain sections of roads, such as construction of by-

passes, passing lanes and climbing lanes, shall be taken where such measures are required. Suffi-

cient right of way shall be reserved beside the roads so that appropriate measures can be taken

when the traffic demand has increased.

If the criterion that the importance of a corridor correlates with the volume of transit freight

transport on it is used, the priorities of the followings are high: Ouagadougou - Lomé and Niamey -

Cotonou Corridors with the long stretches of unpaved sections and serious degradation of the

pavement.

(2) Railroad Network

Although some of railroads have been in operation, there are issues such as degraded infrastruc-

ture and poor transport capacity. When compared with road transport, railroad transport has ad-

vantages including lower costs and higher safety. Since it is expected, however, reasonable costs

will be necessary to develop new and rehabilitate old railroad facilities, it is needed to work on

railroad development from the mid to long perspective, while promoting demands for freight

transport.

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(3) Ports

Ports play a role of core economic activities in landlocked countries as an import/export gateway

to those countries. As it is expected that demands will increase in the future, each port is promoting

its modernization efforts and expansion programs.

In transit freight transport to and from landlocked countries, considerations to realize smooth

access from ports to international corridors are required when developing infrastructure. In relation

to this, reviews should be made to install dry ports for more efficient customs clearance processes.

(4) Soft Infrastructure

Transport is unable to be efficient, since there are hindrances such as troublesome procedures at

the port or border, the issue of customs clearance escort and a number of checkpoints along the

corridors. It is significant to create an environment that can meet needs of road users who want

lower transport costs and shorter travel time.

(5) Promotion of the Creation of the Basic Data of Infrastructure

Measures are required for elucidating the current conditions in the area accurately and identify-

ing problems and tasks to be tackled. Such measures include regular implementation of both in-

ventory surveys of transport infrastructure and traffic flow surveys, whose results are to be used for

the formulation of effective programs and the maintenance of the infrastructure. The Study Team is

convinced that the results of this study will help implement these measures.

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