YEAR 3 FIRST SEMESTER REPORT - Borderless Alliance

ABIDJAN-LAGOS CORRIDOR ORGANIZATION

ABIDJAN-LAGOS TRADE AND TRANSPORT

FACILITATION PROJECT

(ALTTFP)

IDA GRANT N° H549-TG

Draft Report Draft N° 1

February 2013

Abidjan-Lagos Corridor Organization 02 BP 2302 Cotonou – Bénin, Tel: (+229) 21 31 35 79 / 91, Fax: (+229) 21 31 36 52, Web site: www.corridor-sida.org

YEAR 3 FIRST SEMESTER REPORT (July - December 2012)

2

ACRONYMS ................................................................................................................................................ 4

ACKNOWLEDGEMENTS .......................................................................... Error! Bookmark not defined.

ABSTRACT.................................................................................................... Error! Bookmark not defined.

PROGRAMME PERFORMANCE FRAMEWORK ................................ Error! Bookmark not defined.

I ndicator1: Single window is computerized and operational at Lome (Togo) and Cotonou (Benin)

Ports ........................................................................................................ Error! Bookmark not defined.

Indicator 2 :Goods dwell time at Lome and Cotonou Ports ............. Error! Bookmark not defined.

MONITORING PERFORMANCE INDICATORS AT REGIONAL LEVEL APL 1Error! Bookmark not defined.

Indicator 3: Border crossing time ........................................................................................................ 19

Indicator 4 : Number of road checkpoint per country ..................... Error! Bookmark not defined.

Indicator 5 : Percentage of road in good and acceptable condition (IRI<6) compared with the total

length of the corridor has increased ..................................................... Error! Bookmark not defined.

Indicator 6: Number of kilometer of rehabilitated r oad has increasedError! Bookmark not defined.

Indicator 7: Percentage of truckers famoliar with at least two means of HIV/AIDS prevention . 28

Indicator 8 : Percentage of truckers reporting the use of condom with casual partner ................. 28

Indicaor 9 : Direct beneficiaries of the project (number), including (%) womenError! Bookmark

not defined.

RESULTS AT REGIONAL LEVEL APL2 COUNTRIES AND ACCRA MOU .....Error! Bookmark not defined.

Indicator 1 Computerized single window operational at Abidjan Port and at Lagos (Apapa) Port

................................................................................................................. Error! Bookmark not defined.

Indicator 2 Goods dwell time at Abidjan Port and at Lagos (Apapa) Port ...Error! Bookmark not

defined.

Indicator 3: Border crossing time ........................................................ Error! Bookmark not defined.

Indicator 4 : Number of road checkpoint per country ..................... Error! Bookmark not defined.

Indicator 5 : Number of kilometer of rehabilitated road has increased ........................................... 36

CONSTRAINTS / RECOMMENDATIONS .............................................................................................. 38

CONCLUSION............................................................................................................................................ 39

ANNEXES ................................................................................................................................................... 40

TABLE OF CONTENTS

4

YEAR1 Year 1 (August 2010 to June 2011)

YEAR 2 Year 2 (July 2011 to June 2012)

YEAR 3 Year 3 (July 2012 à June 2013)

BFU Single fees slip

WB

BNETD

World Bank

National Bureau For Technical Studies and Development

ECA United Nations Economic Commission for Africa

ECOWAS Economic Community of West African States

NFC National Facilitation Committee

NAC National AIDS Commission

DGTT Road Transports Department

DGTP Road Transports Department

SGSS HIV Second Generation Surveillance Survey

SWFT Single Window for Foreign Trade

IEC/BCC Information, Education, Communication / Communication for Behavioural Change

IRI International Roughness Index

Accra MOU Accra Memorandum of Understanding

NAFDAC National Agency for Food and Drug Administration and Control

ALCO Abidjan-Lagos Corridor Organization

AEO Accredited Economic Operators

PAA Abidjan Port

PAC Cotonou Port

PAL Lome Port

ALTTFP Abidjan-Lagos Trade and Transport Facilitation Project

PGOP Software Package for Port Operations Management

PVI Import Verification Program

S1_YEAR2 Semester 1 of Year 2 (July 2011 to December 2011)

S2_YEAR 2 Semester 2 of year 2 (January 2012 to June 2012)

S1_YEAR 3 Semester 1 of year 3 (de July to December 2012)

AIDS Acquired Immunodeficiency Syndrome

SIGPAC Integrated System of Cotonou Port Management

SSATP Sub-Saharan Africa Transport Policy Program

PCU Project Coordination Unit

WAEMU West African Economic and Monetary Union

UFLS AIDS Focal Unit

HIV Human Immunodeficiency Virus

ACRONYMS

5

The Governing Board and the Executive Secretary of ALCO express their sincere gratitude to:

� World Bank (Africa Transport Unit)

� ECOWAS Commission (Infrastructure Commissioner, Department of Transport and

Telecommunications)

� Five member countries of the Abidjan-Lagos corridor (Côte d'Ivoire, Ghana, Togo, Benin and

Nigeria)

� Project coordination units in the five countries

� National Facilitation Committees

� Implementing Agencies

� Focal points of Customs service, Ports authorities, Public Works department, HIV/AIDS Focal Units

� And all institutions involved in the implementation of the project..

ACKNOWLEDGEMENTS

6

The Abidjan-Lagos corridor is in the West African region considered as an economic corridor handling more

than 2/3 of trade, transport and transit activities. Similarly, this corridor concerns a resident population

estimated at more than 35 million and records traffic of about 47 million people in transit every year. This

long corridor of nearly a thousand km of asphalt road serves the economic cities of Abidjan, Accra, Lome,

Cotonou and Lagos. These cities are at the same time the transit port of landlocked countries.

Despite these strengths, the Abidjan-Lagos corridor faces several physical and non-tariff barriers making it

little competitive compared with other corridors.

In response to these obstacles, the Abidjan-Lagos Trade and Transport Facilitation Project (ALTTFP), an

initiative funded by the World Bank and supported by ECOWAS, was implemented.

This project fits into the ECOWAS and WAEMU regional transport and road transit facilitation programme.

It aims to reduce barriers to trade and transport in ports and on the roads along the Abidjan-Lagos corridor,

in Côte d’Ivoire, Ghana, Togo, Benin and Nigeria.

It was effective since August 2010, and is divided into two phases. Phase 1 (APL 1) for Ghana, Togo and

Benin and phase 2 (APL 2) takes into account only Côte d'Ivoire1 that signed its grant agreement with the

World Bank on 16 July 2012. For countries in phase 1, the end of the project is set for September 2016 while

for Côte d'Ivoire it is scheduled for June 2018.

ALTTFP has four components:

(i) Component A: Trade Facilitation, (ii) Component B: improvement of the corridor’s road infrastructure,

(iii) Component C: project management and Coordination, and (iv) Component D: Corridor Performance

Monitoring and HIV/AIDS Program.

The first three components are implemented by the Project Coordination Units (PCU) while the component

D entrusted to ALCO.

To fulfill its mission, ALCO has developed a data collection methodology on the project performance

indicators which has been validated by all the five member countries.

The data collection system is based on the routine collection by the focal points recruited within the project

partners’ administrations (Customs, Ports, Public Works UFLS), the private sector (transporters, truckers,

shipping agents, clearing agents and stevedores) and periodical surveys (Observatory of Abnormal Practices,

study on IRI, HIV Second Generation Surveillance Survey)

1 Nigeria withdrew from PFCTAL, but is taken into account in the the 2007 Accra MOU

ABSTRACT

7

This year 2 report covers the period from July 2011 to June 2012. It follows the report of year 1 which ran

from August 2010 to June 2011. It reports the state of the implementation of the ALTTFP and the Accra

Memorandum of Understanding signed in 2007. It traces in the one hand the situation of the performance

indicators of the project during this period, and on the other hand the constraints encountered and

recommendations made for the improvement of the performance of the Abidjan-Lagos Corridor.

The evolution of the performance indicators for the period of July– December 2012 is established as follows:

� Goods/containers dwell time at the ports

o Abidjan Port 2 : average time from July to December 2012 is 13 days and same to the time recorded in first semester 2012 and in second semester 2011.

o Lome Port: average time is 13 days against 16 in Januaryr - June 2012, and 14 days in July - December 2011 ; that is a reduction of 3 compared with the previous period.

o Cotonou Port: average time is 13 days against 27 days in June 2012 and 26 days in July-December 2011. This is a reduction of 14 days compared with the previous period .

o Lagos Port (Apapa): average time is 27 days against 32 days in January -June 2012, that is a reduction of 5 days . It was 34 days between July and December 2011.

o Tema Port 3 average time is 19 days in July -December 2012 against 31 days compared with the previous period (January -June 2012), that is a reduction of 12 days . It was 23 days in July -December 2011.

N.B. Summary reports of the dwell time of these 5 Ports for the years 2010, 2011 and 2012 are annexed

� Single Window (GU)4

o Single Window at Lome port: The choice of GUCE model before the consultant could continue his mission is under review by the authorities

A sub committee is set up to compare the various types and modes of single window. This sub committee is composed of Port authorities, Customs, National Shippers Council, ALTTFP coordinator and the Executive Director of the Office of the Minister of Commerce

By and large the file has not recorded significant progress compared with the previous quarter.

o Single Window at Cotonou port: was entrusted to SOGET-BIVOUAC in November 2010 and started in March 2011. The operation of the Single Window started in September 2011 with the Import phase. The development of the applications envisaged continues The issuance of Single Fees Slip (BFU) and payments in two Banks (ECOBANK and BOA) are effective.

Processing of roll-on/roll-off ship (bulk cargo and second hand vehicles) is operational. The export phase of the single window is also operational. As such all the Port transactions are processed by the Single Window of Cotonou Port.

Operational definition: number of checkpoints identified with bodies on duty per country. 2 With regard to Côte.d'ivoire, belonging to the APL2, the Agreement of Financing and the Project Agreement were signed on July 16, 2012 and the effectiveness took place on October 16, 2012. But ALCO was making the collection in like manner as the APL1. 3 The Port of Tema (Ghana) is not initially concerned with the Project. ¶But following the workshop of dissemination of the results of year 1, the Ghanaian authorities expressed the wish of its taking into account. 4Ghana is not concerned with this indicator, because it has already its Single Window operational

.

8

Single Window at Abidjan port: Government decided to install a Single Window of the foreign trade (SWFT)

with the addition of other interfaces to the SWFT (road, rail and air. A project steering and monitoring

committee was created by ministerial decree). The Technical Secretariat of the committee examines the

report of the study financed by the Ministry of Commerce and carried out by the BNETD. The committee has

met and decided on the choice of single window to implement..ALCO is expecting the report of the aforesaid

meeting.

o Single Window at Apapa port, Lagos :

- Government recruited another consultant WESTBLUE CONSULTING who after study carried out the debriefing of his report on 11 and 12 December 2012 in Abuja.At this workshop, recommendations relating to the implementing agencies were made with the government.

� Time required for borders crossing: trucks loaded with goods

o Elubo- Noé : with an objective of 37 in year 1 (of APL2, for Côte d’Ivoire only), the crossing time from July to December 2012 is 35h against 34h in January -December 2012 and 15h in July-December 2011.

o Noé-Elubo : with an objective of 21 h for year 3, this time is 27h against 28h for the period of January to June 2012 44h for the same period of year 2011.

o Kodjoviakopé-Aflao : with an objective of 21 h for year 3, this time is 22h against 17h for the previous period and 54h for the period of July to December 2011.

o Aflao-Kodjoviakopé : with an objective of 21h for year 3, this time is 15h against 33h for the periods of January to June 2012 and July to December 2011.

o Hillacondji-Sanvee Condji : with an objective of 21h for year 3, this time is 4h against 8H for the period of January to June 2012 and 36h for the period of July to December 2012.

o Sanvee Condji-Hillacondji : with an objective of 21h to be reached in year 3, this time is 38h against 62h and 87h for the periods of January to June 2012 and July to December 2011 respectively.

o Seme-Krake : with an objective of 44h to be reached in year 3, this time is 77h in July -December 2012 against 107h in January -June 2012 and 65H in July and December 2011.

o Krake-Seme : with an objective of 44h for year 3, the average time is 38h against 76h and 45h for the periods of January to June 2012 and July to December 2011 respectively.

9

• Number of road checkpoints

o In Côte d'Ivoire, the number of checkpoints identified is an average of 11 against 9 for the period of January to June 2012 and July to December 2011 respectively, that is an increase of 2 checkpoints

o In Ghana, there were on average 13 checkpoints against an average of 20 in January and June 2012, that is a reduction of 7 for the same period in 2011, there were 30

o In Togo, the number of identified checkpoints has reduced there are 2 against 3 compared with the figure in January and June 2012 and in July and December 2011.

o In Benin, the number of identified checkpoints is an average of 13, against 17 in January and June 2012 and July and December 2011, that is a reduction of 4 checkpoints.

o In Nigeria, the number of checkpoints is on average 9 against 15 recorded during the period of January to June 2012 and 17 at the same period in 2011 (July to December), that is a reduction of 6 and 8 checkpoints respectively.

• The percentage of roads in good condition and in acceptable condition (IRI < 6) compared with the total

length of the corridor

o This indicator is expected to improve from 71% to 74% in the third year. The consultant responsible for the study has started his mission with the submission of the inception report. The study started in January 2013 to cover 5 countries.. This indicator will then be informed in the next report once the work is carried out by the consultant

• The number of kilometers of rehabilitated roads increased

o It is expected an increase of 80 kilometers of rehabilitated road (Ghana : 55 km, Togo : 8 km and

Benin 17 km) at the end of the third year. The construction and rehabilitation of the road stretch

provided on IDA funding that started in Togo are have reached a rate of 70% as against 90%

expected.

o In Benin, the work started and the rate of physical implementation is 5.28% as against 38.33%.

expected

O In Ghana, the contracts were signed with companies who have taken possession of the sites with

the start of work. Similarly, the contract was signed with the consultant responsible for the

supervision of the work.

o In Côte d'Ivoire, the feasibility studies and detailed road construction study have been validated

by the World Bank. There is to be included in the detailed draft project and in the tender files the

geotechnical studies of the Ghanaian side of the Tanoé river crossed by Noé bridge

10

• The percentage of truck drivers familiar with at least two means of HIV/AIDS prevention has increased

o It is expected an increase of this indicator from 80% to 83% in year 3. To improve the level of knowledge on the means of HIV prevention,, 61 873 people (52 651 men and 9 222 women).were sensitized in the 1st semester of year 3,. This brings the number of people sensitized since Year 1 to 691 030 truckers, their apprentices and bordering populations of the Ports and borders of the Abidjan-Lagos Corridor including 380 513 women

o The HIV Second Generation Surveillance Survey (SGSS) at mid-term is in preparation and will inform this performance indicator. The survey will be conducted by 2013 as planned in the PAD.

�� The percentage of truckers reporting the use of condoms with a casual partner during last intercourse increased o This indicator must increase from 72% to 76% in year 3. In this context there was promotion of

good use and distribution of condom ( 307 402 condoms (278 727 male condoms and 28675 female condoms) to the target population in the 1st semester of year 3 , . In total 1 622 854 condoms (1 434 049 male condoms and 188 805 female condoms) have been distributed since the start of project.

o The performance indicator on the increase of the condom use during the last intercourse with a casual partner will also be informed by the HIV Second Generation Surveillance Survey at mid-term review in 2013.

• Direct beneficiaries of the project (number), including (%) of women

o This indicator will be informed once the portions of the roads are completed .¶However, the HIV component made it possible to reach since the starting of the project 691 030 people including 3 80 513 women.

The results above call the following comments:

� For the goods dwell time at the port, the lowest registered time lie around 13 days. They are

observed in the ports of Abidjan, Lomé and Cotonou while the highest registered is in the port of

Lagos-Apapa (27 days) and to a lesser extent in Tema (19 days).

o The decrease in the dwell time at the Abidjan port would be due to a gradual return to the values of

before crisis.

o With regard to the Lome port, the reduction in the dwell time is the result of the provisions made by

the port authority and the Customs to get out of the port enclosure any vehicle with completed

customs and port formalities. Other measures have been taken by the Customs Administration

namely the operation of the Port Customs Brigade 24h everyday as well as the simultaneous release

of the Driving Order and the T15 for goods in transit.

o The decrease in the dwell time in Cotonou port is following the suspension of the PVI and its

corollary namely the scanning and the tracking. In addition, the Port Authority has taken new

5 It is a summary declaration made by ASYCUDA for transit system

11

measures concerning access and dwell of the trucks at Cotonou port. At the same time, the

Directorate General of customs took the decision to operate the Customs brigade 24 hours a day and

7 days a week. All these facilitation measures have contributed to this reduction of dwell time.

o The decrease in the dwell time in the Apapa port of Lagos would be caused by the new provisions

put in place by the port authority to encourage stevedores to carry out their operations in a timely

manner.

� For the Single window, the implementation does not occur at the same pace in the countries: the

implementation in Benin is ahead compared with Côte d'Ivoire, Togo and Nigeria. Appropriate

provisions are being taken in these various ports to speed up the process of implementation and

operationalization of the Single window.

� With regard to the border crossing time for trucks loaded with goods, all borders with the

exception of Hillacondji-Sanvee Condji (4 h), and Aflao-Kodjoviakopé (15 h) have recorded

times above the objectives of the year 3 (21 h). In addition, Noe-Elubo, borders experienced

slight improvements while those of Sanvee Condji-Hillacondji, Seme-Krake recorded significant

decrease compared with the periods of January to June 2012 and July to December 2011.

Overall, there is downtrend at the level of all borders.

� With regard to the number of road checkpoints, there is considerable decrease in Ghana and

Nigeria, a slight decrease in Benin. In Côte d'Ivoire the number increased slightly over the two

previous periods (January to June 2012) and July to December 2011. Note that in Nigeria and

Côte d'Ivoire, there are high concentrations of checkpoints with the presence of several bodies

within a radius of 50 m to 100 m and which do not operate simultaneously for most cases. In

Togo, the number of checkpoint is reduced to 2 against 3 for the previous periods (January to

June 2012 and July to December 2011).

In short, there is downtrend at the level of all the countries, except Côte d'Ivoire

T15: this is a summary statement issued by ASYCUDA for the transit system

.

12

Table 1 : Project performance framework

Project result

indicators

Basic Indicator

s (reference : March

2009)

Collection and transmission of data Expected

results

Year 1

Results obtaine

d

Year 1

Expected

results

Year 2

Results

obtained Year

2

Expected

results YEAR

3

Results obtaine

d S1_YR

3

Frequency of reports

Data collection

tools

Responsible for data

collection

Dwell time at Lome Port: Time spent at the terminal by the cargo container between its unloading from the ship and its exit from the port

18 d6 18 d 18 d 18d 15d 17d 13d ALCO monthly report

- Lome Port data - Survey of representative number of transport companies and clearing agents

ALCO/ Lomé Port

Dwell time at Cotonou Port: Time spent at the terminal by the cargo container between its unloading from the ship and its exit from the port

19d7 19 d 19 d 19d 27d 18d 13dd ALCO monthly report

- Cotonou Port data - Survey of representative number of transport companies and clearing agents

ALCO/ Cotonou Port

Dwell time at Tema Port: Time spent at the terminal by the cargo container between its unloading from the ship and its exit from the port

24d 24d 19d

Time required for crossing the border at Elubo -Noé8 : Elapsed time between the arrival at the

Noé : 37 h 37h 14h 37h 25h 35h 35h Annual progress report

Field survey ALCO

6 The baseline indicator at Lome port is readjusted after the fine-tuning of ALCO methodology. It changes from 3 to18 days 7 The baseline indicator at Cotonou port is readjusted after the fine-tuning of ALCO methodology. It changes from 8 to 19 days.. 8 Noé-Elubo border means that the vehicle goes from Noé (Côte d’Ivoire), and enters Elubo (Ghana)

PROJECT PERFORMANCE FRAMEWORK

13

Project result

indicators

Basic Indicator


2009)


results

Year 1

Results obtaine

d

Year 1

Expected

results

Year 2

Results

obtained Year

2

Expected

results YEAR

3

Results obtaine

d S1_YR

3


Data collection

tools


collection

border post (beginning of the customs clearance) and the departure from the border post (end of the formalities ) Time required for crossing the border at Noé -Elubo9: Elapsed time between the arrival at the border post (beginning of the customs clearance) and the departure from the border post (end of the formalities ))

Elubo: 24 h

24h 37h 22h 36h 21h 27h Annual progress report

Field survey ALCO

Time required for crossing the border at Kodjoviakope-Aflao : Elapsed time between the arrival at the border post (beginning of the customs clearance) and the departure from the border post (end of the formalities )

Aflao : 24 h


Field survey ALCO

Time required for crossing the border at Aflao- Kodjoviakope : Elapsed time between the

Kodjoviakopé : 24 h


Field survey ALCO

9 Elubo-Noé border means that the vehicle goes from Elubo and enters Noé

14

Project result

indicators

Basic Indicator


2009)


results

Year 1

Results obtaine

d

Year 1

Expected

results

Year 2

Results

obtained Year

2

Expected

results YEAR

3

Results obtaine

d S1_YR

3


Data collection

tools


collection

arrival at the border post (beginning of the customs clearance) and the departure from the border post (end of the formalities ) Time required for crossing the border at Hillacondji-Sanvee Condji : Elapsed time between the arrival at the border post (beginning of the customs clearance) and the departure from the border post (end of the formalities )

Sanvee Condji : 24 h


Field survey ALCO

Time required for crossing the border at Sanvee Condji-Hillacondj : Elapsed time between the arrival at the border post (beginning of the customs clearance) and the departure from the border post (end of the formalities )

Hillacondji : 24

h


Field survey ALCO

Time required for crossing the border at Seme-Krake: Elapsed time between the

Krake : 48 h


Field survey ALCO

15

Project result

indicators

Basic Indicator


2009)


results

Year 1

Results obtaine

d

Year 1

Expected

results

Year 2

Results

obtained Year

2

Expected

results YEAR

3

Results obtaine

d S1_YR

3


Data collection

tools


collection

arrival at the border post (beginning of the customs clearance) and the departure from the border post (end of the formalities ) Time required for crossing the border at Krake-Seme : Elapsed time between the arrival at the border post (beginning of the customs clearance) and the departure from the border post (end of the formalities )

Seme : 48 h


Field survey ALCO

Component A : The computerized single window is established and operational

Lomé : No Cotonou : Being finalized

S/O S/O S/O Lomé : No Cotonou : in progress

Lomé : No Cotonou : in progress

Annual progress report

Supervision missions and project progress reports

: ALCO

The number of roadblock per 100 km along the Abidjan-Lagos corridor has reduced : Number of fixed/official checkpoint

Ghana : 18 Togo : 6 Benin : 7

Ghana : 28 Togo : 3 Benin : 11

S/O Ghana : 25 Togo : 3 Benin : 17

S/O Ghana : 13 Togo : 2 Benin : 13

ALCO Annual report

- Survey of representative number of transport companies and clearing agents - Travel Survey

National Coordinators and ALCO

16

Component B : Percentage of roads in good condition and in acceptable condition (IRI < 6) compared with the total length of the corridor10 has increased : During the measuring, the condition of the road is classified good/acceptable/poor according to the State of the surface and the roughness index

71 % including: GH : 45 % TG : 3 % BN : 12 %

71 % incl GH : 45 % TG : 3 % BN : 12 %

S/O 73 % incl : GH : 45 % TG : 3 % BN : 12 %

¤ Project Progress report by each country and ALCO annual report

Road data from national road agencies in the corridor countries

ALCO/national ministries in charge of public works/road agencies

The number of kilometers of road rehabilitated has increased

0 0 0 27km incl : GH : 15 TG : 4 BN :

8

¤ Annual progress report

Supervision missions and annual progress reports

PCU/ Nat Coord..-ALCO

Component D : Percentage of truckers familiar with at least two means of HIV/AIDS prevention has increased

80% 80 %

80 %

83% * 83% * ALCO Annual report

- Three SGSS (baseline, mid term, final)

ALCO

Percentage of truckers reporting the use of condoms with a casual partner during the last

72 % 72 %

72 %

75% * 76% * ALCO Annual report

- Three SGSS (baseline, mid term, final)

ALCO

10 The Abidjan-Lagos corridor is 998.8 km-long according to a recent GPS operation conducted by ALCO for WAEMU.

17

intercourse has increased Direct beneficiaries of the project (number), including women (%)

0 0 0 3 millio

n

371 652 3 80 874 ALCO Annual report and PCU

Activity report data Estimate Of the road construction direct beneficiaries

PCU/ Nat Coord..-ALCO

Source : ALCO * SGSS is being prepared and will be conducted at mid-term in-2013.

Table 1 above gives an overview of the results of the project performance indicators from year 1 until the

first semester of year 3 (July to December 2012).. It also shows the frequency of reports, data collection

instruments and the people responsible for the data collection for each performance indicator.

18

Indicator 1: Single Window is computerized and operational at Lome Port (Togo) and Cotonou

Port (Benin)

Operational definition: 100% of the port operations are transacted through Single Window

On the basis of the implementation schedule proposed by the countries, the ALCO set up mechanisms for

monitoring the performance indicators; thus Focal Points are charged to send monthly reports on the

implementation of the single window.

Country

Level of progress

Togo

The report of the consultant in charge of the study of the Single Window is sent to the authorities. The consultant submitted its first conclusions to the Government.

The appointment of the Coordinator of the activities to set up the single window as

recommended by the consultant of the World Bank is subject to the approval of the government who must choose the type of single window, taking into account the proposals

of the Committee which dealt with the question under the chairmanship of the Executive Director of the Office of the Minister for Commerce..

Benin

The single window at Cotonou port has been implemented and is operational in the import.

Work is underway to finalize the remaining functions.. The export phase is developed as well

as the processing of roll-on/roll-off ship (bulk cargo and second hand vehicles). As such all the Port transactions are processed by the Single Window of Cotonou Port.

Indicator 2: Goods dwell time at Lome and Cotonou ports

Operational definition: Difference between the date of exit of the container from the port and the unloading

date

This indicator was calculated from the collection made by the focal points. It takes into account the

operation time of all the stakeholders in the Port system (Customs, Ports, stevedores, shipping agents,

shippers, other supervising authorities and Customs clearing agents) (see annex 1).

MONITORING THE PERFORMANCE INDICATORS AT REGIONAL LEVEL APL 1

19

Graph 1: Summary of dwell time of goods at the Lomé, Cotonou and Tema Ports

Source : Base de données OCAL

� At Lomé Port: goods dwell time from July to December 2012 dropped; It revolves around 13 days for a

target of 17 days for year 3 against 16 days for the period of January to June 2012 and 14 days for July to

December 2011. We recorded deviation of 19% compared with the period from January to June 2012

and -7% compared with July - December 2011. The dispersion around this dwell time is 2 days.

This decrease compared to the dwell time for the period of January to June 2012 is due to the

arrangements made by the port authority and the Customs to get out of the port enclosure trucks loaded

of goods with completed customs formalities. Moreover, the Customs authorities of the port have taken

new measures to operate the Customs Brigade every day even on Sundays. The exit from the port of used

transit vehicles with the driving order and the T1 which are now released simultaneously speeds up

operations.. Furthermore, following a procedures audit carried out by the Inspection General Services of

the Directorate General of Customs at the Port of Lomé, firm instructions have been given to the head of

Customs Office and Brigade of Lomé Port to remove certain bottlenecks identified by the audit. The

current flow at the Lomé port would be attributed partly to those provisions which have helped reduce

congestion and thus to significantly improve the goods dwell time.

� At Cotonou Port: the dwell time of the goods during the period of July to December 2012 is around 13

days for a target of 18 days for year 3 against 27 days for the period of January to June 2012 and 26 days

for July to December 2011. Compared to the period of January - June 2012 and July - December 2011,

the deviation rates are 51% and 50% respectively. The dispersion of this time is around 2 days for the

period of July to December 2012.

14

26

23

16

27

31

13 13

1917

18

0

5

10

15

20

25

30

35

Port_Lomé Port_Cotonou Port_Tema

Temps_séjour_S1_AN2



Temps_séjour_prévu_AN3

20

The decrease in these dwell times would be due to a return to the situation before the implementation of

the imports verification program - PVI-(Inspection before boarding, control value, scanning and

tracking) and the positioning of the containers by the stevedores. As the PVI has not met the expectations

of the Government, it was suspended on May 7, 2012. Data collected helped to analyze the effects of the

suspension of the decision on the dwell time, indicating the gradual return of the situation prior to PVI.

However, the Single Window continues its activities. Circular Note of the Director-General of the PAC

issued on 1st June 2012 and which reorganized the dwell of the large trucks in the port enclosure has

contributed to the decongestion of the port. It should be noted also that the removal of the goods 24

hours a day even on Saturdays and Sundays following the decision of the Director General of Customs is

one of the factors that reduce the dwell time of the goods at Cotonou port.

� At Tema Port: the goods dwell time from July to December 2012 is 19 days against 31 days for the

period of January to June 2012, 23 days from July to December 2011. The deviation was 39% and

17%. Respectively. The dispersion at this time revolves around 3 days against5 days for the year

2011 and 9 days for the year 2012.

Initially, project did not take into account the goods dwell time at the port of Tema reason why targets

were not set.

This data collection exercise followed the request expressed by Ghanaian stakeholders at the workshop

of dissemination of the year 1 report of the ALTTFP which was held in Lomé in January 2012. However,

the measurement of the dwell time at the port of Tema enables a better comparison of performance

between the various ports taken into account in the context of the ALTTFP.

N.B. The performance of the dwell time from August 2010 to December 2012 as well as the summaries of the

years 2010, 2011 and 2012 is attached in annex II.

�� Indicator 3: Border crossing time

Operational definition: Difference between the time of the end of formalities at the border post of the

country of consignment and the time of starting the formalities of the country of origin

This time is the summary of the time of formalities by the various government agencies and other

structures on both sides of the border for a vehicle loaded with goods.

For each border, this indicator includes two components; export (exit from the territory including goods

in transit) and import (entry in the territory including goods in transit), there is in addition to this the time

elapsed between the end of the formalities for export and the time of beginning of formalities for import.

21

This operational definition has been adopted to take into account the anticipation of the transporters and

clearing agents to begin the formalities for borders crossing before the arrival of the trucks and also to

take into account the lack of adequate parking or the low-capacity parking for trucks. to accommodate the

trucks on arrival. It is frequent to see vehicles parked ten kilometers from the border while the driver

carries out the formalities with the various services at the border.

Graph 2: Results of the indicators on border crossing time for APL1 countries (in hours)

Source: ALCO database

The times at all the considered borders have evolved in a disparate way from one period to another. Border

crossing times except at Hillacondji - Sanvee Condji (4H) and Aflao-Kodjoviakopé (15h) are higher than the

time provided for year 3 (21h except for Sèmè – Kraké et Kraké – Seme at 44h). One of the reasons for these

high times lies in the fact that government agencies at the border do not operate 24/24 and during public

holidays and weekends. Times at exit are in most cases lower than time observed at import. Comparisons of the

results of the first two years, border per border and the differences are analyzed below

Times at exit are in most cases lower than time observed at import. Comparisons of the results of the first two

years, border per border and the differences are analyzed below

Noé-Elubo : with an objective of 21h, this time is 27h against 28h for the period of January to June 2012

and 44h for July to December 2011. The times recorded at these periods show a decrease of 4% and

39% respectively. High time observed at this border, mainly at Elubo would be due to problems of

internet network interconnection, verification procedures and validation of invoices and certificate of

origin both by GCNet, BIVAC and the Ghanaian customs, in the absence of a weighbridge bringing the

customs to devote more time to the checking of each vehicle. But, it was also observed that clearing

agents are at the origin of the long time observed as they do not establish disclosure statement rapidly.

Efforts are made by the Ghanaian Customs and the other Agencies at Elubo border to reduce times of the

formalities In addition, the strong frequent rains in this area have a negative impact on work.

4433

54

87

36

65

28 33

17

62

8

107

2715 22

38

4

77

35

21 21 21 21

44

0

20

40

60

80

100

120

Temps_traversée_S1_AN2



Temps_traversée_prévu_AN3

22

Kodjoviakopé-Aflao : with an objective of 21h, this time is 22h against 17h for the period of January to

June 2012 and 54h for July to December 2011, an increase of 29% compared with January to June

and a decrease of 59% a year earlier. As in Elubo, internet interconnection and power cut slowed the

formalities. But the high number and the dispersion of the various structures involved in the

formalities at Aflao make this time still relatively high compared to the objective.

�� Aflao-Kodjoviakopé : with an objective of 21h, this time is 15h against 33h for the periods from January

to June 2012 and from July to December 2011. There is stability from July to December 2012 and

from January to June 2012 and a percentage change of about 55% compared with the period from July

to December 2012. On instruction of the Directorate-General, the Togolese have implemented

procedures for relief of the formalities, particularly for perishable foodstuffs and agricultural products,

and the establishment of a tracking system for trucks carrying goods in transit.

�� Hillacondji-Sanvee Condji : with an objective of 21h, this time is 4h against 8h and 36h respectively

for the periods from January to June 2012 and from July to December 2011. This time for the period

of July to December 2012 reduced by 50% compared with the period from January to June 2012 and

by 89% compared with the period from January to June 2011. The good performance observed at

Sanvee Condji would be ascribable to the low concentration of the traffic and procedures for relief of the

formalities taken by the Directorate-General of the Togolese Customs and to a lesser extent to the

suspension of the Program of Verification of Imports (PVI) of Benin whose implementation had

remarkable effects on crossing times.

�� Sanvee Condji-Hillacondji : with an objective of 21h, this time is 38h against 62h and 87h for the

periods from January to June 2012 and from July to December 2011 respectively, that is percentage

change of -39% and -56%. Respectively. This significant reduction in the time of formalities in

Hillacondji remains ascribable to the return to the old system of customs clearance applied by the

customs administrations after the suspension of the PVI set up by the Beninese authorities at the port and

at the land borders to secure the revenues from taxes. The establishment of the PVI by interministerial

order N° 161/MEF/DEPP-CAG/NDCENTMP of March 31, 2011 and started on 1st April 2011 greatly

disrupted the formalities at the sea and land borders (Cotonou Port, Hillacondji and Krake). In view of

the disappointing results, the Government of Benin suspended the PVI procedure in May 2012 to return

to the old system of tax collection at the customs barrier.

Seme-Kraké : with an objective of 44h, this time is 77h against 107h for the period of January to June

2012, that is a decrease of 28% and 65h for the period of July to December 2011, that is an increase of

18%. As in Hillacondji, Krake (the East border of Benin and Nigeria) is subject to the same conditions,

and a reorganization of the various Administrations with the on-going construction of the Joint Border

Post (JBP); all this contribute to the increases in the formalities time. The trends are now in progressive

fall especially with the abandonment of the PVI and a return to the old system of customs clearance.

23

The observation of the variability of time at all borders is due mainly to clearing agents who for the sake

of efficiency, gather the statements of several loads and which are not systematically monitored with the

Customs for the withdrawal. Sometimes it is the trucker who is not found for physical inspection or for

the collection of the samples. Here and there, lack of funds for clearance operations are also the factors

slowing down the formalities.

For year 3, efforts and actions must be made at the level of all borders to reduce the time for the achievement

of the objectives.

N.B.: The performance of the indicator at the borders from August 2010 to December 2012 is annexed III.

Indicator 4: Number of road checkpoints per country

Operational definition: number of checkpoints identified with bodies on duty per country.

The checkpoints at the toll gates, in the capitals and in the large cities and those installed at night from 18h are not taken into account in this document.

Checkpoints with the presence of several bodies together or in a very close radius are recorded as a single checkpoint even if the checks are not performed at the same time.

24

Graph 3: Number of road checkpoints per country

Source: ALCO database N.B. All calculations of checkpoints per 100 km are reported to the denominator 100 km, except for Togo where in view of the length of the corridor (53 km), 100 km was taken as the basis for reference

From July to December 2012, the number of checkpoints recorded is 13 for Ghana, 2 for Togo and 13 for

Benin against for the periods from January to June 2012 and July to December 2011 respectively, 20 and 30

for Ghana, 3 and 3 for Togo and 17 and 17 for Benin that is a decrease of 7 and 17 checkpoints for Ghana a

decrease of 4 checkpoints for Benin for the two periods respectively. During the period, there is a reduction

of 2 checkpoints for Togo against 3 in the periods from January to June 2012 and July to December 2011.

The target for each country is to have maximum 3 official checkpoints per 100 km.

� Kodjoviakopé-Sanvee Condji (Togo) road recorded from July to December 2012, 2 checkpoints (customs)

on a stretch of 53 km in length.

� the 558 km long Elubo-Aflao (Ghana) road recorded 13 checkpoints including 12 for the Police (or 3 posts

per 100 km) against 20 for the period from January to June 2012 and 30 from July to December 2011.

The NFC has planned 4 workshops for the Ghanaian Police capacity-building to develop an action plan

for the reduction of checkpoints along the transit corridors.

.

� the 135-km long Hillacondji-Krake (Benin) stretch records 13 checkpoints against 17 for the periods of

January to June 2012 and July to December 2011 (10 posts per 100 km against 13 for the other periods

mentioned). During the period from July 2011 to June 2012, there was an increase in checkpoints with

the strengthened presence of army, drivers unions and tax officers. Security reason and the fight against

fraud are mentioned by the Benin authorities to justify the high number of checkpoints. It should be

noted that the authorities of Benin during a workshop organized by the NFC expressed their commitment

to an effective reduction in the number of checkpoints.

0

5

10

15

20

25

30

Ghana (558

km)

Togo (53

km)

Bénin (135

km)

30

3

17

20

3

17

13

2

13TOTAL_S1 AN2

TOTAL_S2_AN2

TOTAL S1_AN3

25

APL1 countries except Benin are making effort to achieve the objective of 3 checkpoints per 100 km. A lot

of effort is deployed through their NFP for the reduction of checkpoints to achieve this objective.

N.B. The trends of the number of checkpoints counted since August 2010 to December 2012 are annexed IV. The location of these checkpoints is also annexed IV.

Indicator 5: the percentage of roads in good condition and in acceptable condition (IRI < 6)

compared with the total length of the corridor increased

There is a significant improvement in the condition of the road during the last three years (2009-2012). This

improvement is due to the intervention of other donors (IDA not included) and Governments of the countries

concerned:

Ghana:

o Sogakope - Akatsi (29 km) funded by KFW and the Government of Ghana

o Akatsi - Agbozume (31.6 km) funded by the ADB and the Government of Ghana

o Mallam - Tetteh Quarshie Circle (14.2 km) funded by MCA and the Government of Ghana

Togo:

o Kodjoviakopé-Rond Point du Port (9.3 km) jointly funded by WADB, ADB and BIDC.

o Rond Point du Port-Avépozo (10.3 km) funded by the ADB and the Togolese Government is under

rehabilitation. The completion time originally scheduled for the end of the first half of 2012 could not

be met.

Benin:

o Godomey-Ouidah (routine maintenance) funded by the Road Fund;

o Place du souvenir-Air Afrique (3.7 km) funded by the BIDC

o Carrefour Belier-Carrefour Seme (14 km x 2) funded by the Road Fund.

o Carrefour Seme-Krake (10 km x 2) funded by the Road Fund.

Thus, the results of the recent visual inspection of the condition of the road from Abidjan to Lagos in June

2012 reveals that 81, 91% of the road of the corridor from Abidjan to Lagos is in good and acceptable

condition and represents 818,1 Km against 79,21% in 2011 (805,4 km); the rest, 18.09% of the corridor

represents 180,7 km and is classified in poor condition. The table and graph below show the evolution of the

percentage of road in good and acceptable condition for each of the countries from 2009 to 2012.

The IRI conversion will be got with the study sponsored by ALCO for which the Consultant is already

recruited. The study will be conducted during the first quarter of the year 2013.

Table 2 : Condition of the roads in 2009, 2011 and 2012 along the corridor

26

COUNTRY Percentage in good and acceptable condition (%)

Length (km)

2009 2011 2012 2009 2011 2012

Côte d’Ivoire 9.5 14.11 15.05 94.9 140.9 150.3

Ghana 45.4 48.87 51.09 453.5 502.3 510.3

Togo 2.92 3.85 3.85 29.2 38.5 38.5

Benin 11.45 11.08 9.98 114.4 110.7 99.7

Nigeria 2.24 1.3 1.93 22.4 13 19.3

Total 71.51 79.21 81.9 714.4 805.4 818.1


Graph 4: Percentage of roads in good and acceptable condition compared with the baseline

27


Indicator 6: The number of kilometers of rehabilitated roads has increased This indicator is related to the number of kilometers of roads rehabilitated under the ALTTFP on IDA

funding.

It is expected an increase of 80 km of road rehabilitation (Ghana: 55 km, Togo: 8 km and Benin 17 km) at

the end of the third year.

Ghana: the Agona Junction - Elubo road rehabilitation project (110 km) is divided into 3 work items.

- Work item 1 (0-30 Km)

- Work item 2 (30-80 km)

- Work item 3 (80-110 km)

The contracts were signed with companies who have taken possession of the sites with the start of work.

Similarly, the contract was signed with the consultant responsible for the control of the work.

Togo : the Aného - Sanvee Condji (approximately 8 km) road construction work started for 2011:

o Construction and extension of the bridge

o Drainage work is in progress

o Sanvee Condji Road Station Construction work completed;

CorridorCôte

d'IvoireGhana Togo Bénin Nigeria

baseline 71 45 3 12

Prévision année 1 71 45 3 12

2011 80 14.11 48.87 3.85 11.08 1.3

2012 81.91 15.09 51.09 3.8 9.98 1.93

0

10

20

30

40

50

60

70

80

90E

tat

de

s ro

ute

s e

n %

PERCENTAGE OF ROADS IN GOOD AND ACCEPTABLE CONDITION COMPARED

WITH THE BASELINE

28

o Housing for residents affected by the construction is work completed and delivered; people have integrated

their houses with satisfaction;

o Construction of a customs warehouse being completed;

o Construction of sheds (trading platform);for the traders in progress

o Construction of the car park for large trucks completed.

o The Aného - Sanvee Condji road rehabilitation still running.

The overall progress percentage is 70% for a period of 90%.

Benin : Godomey - Pahou - Godomey (17 km) 2-way road with shelters for pedestrians on the central part

of the road

o Work started on 15 April 2012

o The supervising company has been recruited.

o Report of the Action Plan for resettlement (PAR) of affected residents adopted by the Council of

Ministers, is published on the website of the WB and the official gazette of Benin. Compensation for

those affected by the project is going on.

Works have started and are at a physical rate of 5.28 %.for a period of 38.33%.

Indicator 7: the percentage of truckers familiar with at least two means of of HIV/AIDS

prevention

Indicator 8: Percentage of truckers reporting the use of condoms with a casual partner

several sensitization activities on HIV and other STIs have been conducted at the parking of goods trucks, at Ports and at the borders of the Abidjan-Lagos corridor

These sensitization activities enabled to reach 61 873 people (52 651 men and 9 222 women) truckers, their apprentice, women and other resident populations of the Ports and borders of Abidjan-Lagos Corridor. In total , 691 030 people including 380 513 women have been sensitized on HIV and other STI since year 1

Figure 5 below shows the distribution per sex of the people reached.

Figure 5: Distribution per sex of the people reached by sensitization activities on HIV from August 2010 to December 2012

29


In addition, 307 402 condoms (278 727male condoms and 28675 female condoms) were distributed during

the first semester of year 3. This results to a total of 1 622 854 condoms distributed from August 2010 to

December 2012 as stated in the graph below.

Graph 6: Number of condoms distributed from August 2010 to December 2012


In addition to sensitization activities, the following activities were conducted during the1St semester of the

year3:

o The training of 83 new peer educators (68 men and 15 women) for the animation of the sensitization-

activities. Which brings to 221 (182 men and 39 women) the number of peer educators trained since

year 1

o The celebration in the ports of the world AIDS day edition 2012.

o The dissemination at the national level by the ministries of health of the five countries of ALCO, of the

simplified manual of health care waste management.

o As indicated in the PAD, the two performance indicators concerning the HIV component, will be

measured through a HIV Second Generation Surveillance Survey which will be carried out at mid-term (in

2013) and at the end of the project (in 2016).

311417

380513

Nombre d'hommes sensibilisés

Nombre de femmes sensibilisées

1,434,049

188,805

1,622,854

0

400,000

800,000

1,200,000

1,600,000

2,000,000

Nombre de

condoms masculins

distribués

Nombre de

condoms féminins

distribués

TOTAL

30

The process of the ESDG at mid-term is quite advanced and the study will be completed in 2013.

Indicator 9: Direct beneficiaries of the project (number), including (%) of women

This indicator is expected to improve by 71% to 74% in the third year. The consultant responsible for the study started its mission with the submission of the inception report. The study started in January 2013, covering 5 countries. This indicator will be then filled once the work is done by the consultant in the next report. However, the visual inspection of the state of the road conducted in December 2012 by the consultant in June 2012 by ALCO show an improvement in the percentage of road in good and acceptable state 81,91% (against 80% in 2011).

31

Only Côte d’Ivoire is in APL2, as Nigeria withdrew from the Project; but she is taken into account in

Accra MOU for the monitoring and evaluation of the performances of Abidjan-Lagos corridor.

Project performance framework (APL 2 and Accra MOU)

Table 3 : Provisions to control the results of the first phase of ALTTFP (APL2)

Intermediate results indicators

Basic indicat

ors

Collection and communication of data

Year1

Results

year 1

Expected

results

year 2

Results

year 2

expected

results Year 3

Results S1_YR

3 Frequency of

reporting

Data collection

tools

Responsibility for

data collection

Dwell time at Abidjan port: Time spent at the terminal by the cargo container between its unloading from the ship and its exit from the port

21 d 21 d 13 d 20d 13d ALCO monthly report

-Data of Abidjan Port - Survey of representative number of transport companies and clearing agents

ALCO/Port of Abidjan

Dwell time at Lagos (Apapa) port Time spent at the terminal by the cargo container between its unloading from the ship and its exit from the port

20 d 20 d 20 d 20 d 33 d 18d 27d ALCO monthly report

-Data of Lagos (Apapa) Port Survey of representative number of transport companies and clearing agents

ALCO/ of Lagos (Apapa) Port

The number of roadblock per 100 km along the Abidjan-Lagos corridor has reduced : Number of fixed/official checkpoint

Côte d'Ivoire (CI) Nigeria (NG)

Côte d'Ivoire: 31

Nigeria: 32

S/O Côte d'Ivoire: 9 Nigeria: 16

S/0 Côte d'Ivoire: 11

Nigeria: 9

ALCO annual report

- Survey of representative number of transport companies and clearing agents - Travel Survey

ALCO

Source : ALCO

Indicator 1: Single window is computerized and operational at Abidjan Port and at Lagos/Apapa Port

RESULTS AT REGIONAL LEVEL APL 2 COUNTRIES AND ACCRA MOU

32

Country

Level of progress

Comments

Côte d’Ivoire

--The single window which ensured only maritime interface started

since July 27, 2009 with the ship stop over and the entry of manifest

data (phase 1). Currently, road, rail and air interfaces are added to the

Single Window for Foreign Trade SWFT

-Phase 2 with the port and port stakeholders is running with the

ministries responsible for issuing licenses and banks. With regard to

customs, the Ministry in charge of foreign trade is responsible for the

accession of the Customs Administration to the project. The meetings

of the Ministry of Commerce with stakeholders concluded that what

used to be referred as single window was not really a single window.

This leads to the necessity to start the process again.

- A Committee was set up by order n° 39/MEF/MINCOM of 17

February 2012 establishing SWFT steering and monitoring committees.

These committees have set up a Technical Secretariat that reviewed and

should validate the report of the study carried out by the BNETD and

sponsored by the Ministry of Commerce. The committee already met

and proceeded in the choice of the type of single window to put

implement, ALCO is expecting the report of the aforesaid meeting

.

The monitoring

Committee

accepted the

end of the first

semester of

2012 for the

effective

implementation

of the activities

and the startup

Nigeria

-The Committee started work in September 2011 with the establishment

of the interconnection of customs, banks, and all the port stakeholders

and agencies. WEBB-Fontaine company is in charge of the technical

part. It should purchase hardware, develop local and begin the trial

phase in June 2012 with the opinion of the Government or the

authorities in charge of coordination.

Finally, the Government has recruited another consultant WESTBLUE

CONSULTING who, after study, proceeded to the debriefing of its

report on 11 and 12 December 2012 in Abuja. The following

recommendations were made on single window implementing structures

The Chairman of the Steering Committee, the President of the Federal

Republic of Nigeria. the Vice President: the Federal Finance Minister.

33

Country

Level of progress

Comments

the Sponsor, the Director-General of Customs. The Steering Committee

is composed of representatives of the ministries concerned and technical

partners. Then comes the implementing group composed of operational

key stakeholders. Finally the technical team will be responsible for the

harmonization of data and the process of implementation, technology,

management of change and legal issues. The Technical Committee

works with the National Facilitation Committee in accordance with the

national computerization strategy. The Federal Government’s decisions

is expected after the debriefing workshop.

Source : ALCO Indicator 2: Goods dwell time at Abidjan and Lagos (Apapa) ports

Graph 7 : Summary of Goods dwell time at Abidjan Port and at Lagos (Apapa) Port


At Abidjan Port: the goods dwell time observed across the period of July to December 2012 is 13 days for a

target of 20 days for year 3 against 13 days for the two periods (January to June 2012 and July to

December 2011) respectively. The dispersion around this time is 1 day for the period against 11 days for

the year 2011 and 1 day for the year 2012. The stable situation of dwell time at Abidjan port indicates a

gradual return to the values of before crisis. This performance is also at the credit of port stakeholders

and the Customs Administration who proceed to the simplification of customs clearance procedures and

increased the percentage of statements accepted in green channel (automatic clearing order). In addition,

13

34

13

32

13

27

2018

0

5

10

15

20

25

30

35

40

Port_Abidjan Port_Lagos (Apapa)




Temps_séjour_prévu_AN3

34

the authorities have decided to run Abidjan Port, 24 hours every day which helps reduce the dwell time

of the goods

� At the Port of Lagos (Apapa) : During the period of July to December 2012, the dwell time of the goods

is around 27 days for a target of 18 days which is expected for year 3 against 32 days for the period of

January to June 2012. There is therefore a deviation of-21% compared with the period from July to

December 2012. There is decreased by 5 days compared with the result of January to June 2012 and 7

days compared with the period from July to December 2012. The dispersion around this time of 27 days

is 5 days against 9 days for all the period of the year 2011 and 7 days for all the period of the year 2012.

The decrease in the dwell time by 5 days would be due to the reorganization of containers terminal

operators. Now, the operators, for reasons of reorganization and availability of trucks, are obliged to

carry out within the time limits the transfer of containers in Inland Container Bonded (ICB) which is a

clearance area. There are three of them since its creation in 2002 outside the port of Apapa, where

containers are positioned for physical inspection by customs. The creation of ICB and the bodies

responsible for the transfer facilitates more operations of customs clearance despite the traffic jams of

Lagos city during transfers which delay the process. In addition, some importers drag to perform customs

formalities because they are seeking Bank loans or clients to pay the duties and taxes

Measures are expected to further reduce the 27 days in order to achieve the goal of the year3.

Indicator 3: Border crossing time

Graph 8: Results of the indicators on border crossing time in the APL2 countries (in hours)

35

Source : ALCO database

� Elubo-Noé : Côte d'Ivoire being part of the APL 2 (entry into force on 16 October 2012), the baseline is set

at 37 h, with an objective of 37 h for the first year of implementation of the project. The crossing time from

July to December 2012 is 35 h against 34 h in January - June 2012 that is an increase of 3% in 2010-2011

and 15% for the period of July to December 2011.

It should be noted that ALCO already collected data on the crossing time at this border in the same way as

for the countries of the APL1.

� Noé Border (Côte d'Ivoire): the border crossing time at Elubo Noé has recorded a slight increase

compared to the period of January to June 2012 from 34h to 35 h for the period of July to December 2012

,an increase of 1 h and a percentage change of 3%. The circular letter No. 1527 of March 23, 2012, of the

Directorate General of the Ivorian Customs prohibiting the importation by land of goods from third

countries (non-ECOWAS) is still in force.

Kraké- Seme: with an objective of 44 h, this time is 38 h against 76 h for the period of January to June

2012, that is a decrease of 50% and 45 hours a year earlier or a percentage change of 16%. The

construction of the JBP and the introduction of the PVI in the Benin side strongly influenced the

formalities time at the border.

It is also observed at the Benin-Nigeria border (Krake-Seme) many cases of transshipment of goods and

extended parking of trucks loaded mostly with products which would be prohibited or non-approved for the

scheme of liberalization of products originating from ECOWAS on importation into Nigeria

Indicator 4: Number of road checkpoints per country

Graph 9: Number of checkpoints in the APL2 countries

15

45

34

76

3538

21

44

0

10

20

30

40

50

60

70

80

Elubo-Noé Kraké-Seme




Temps_traversée_prévu_AN

3

36


� Abidjan-Noé stretch , during the period of July to December 2012, that counts for the period of July

to December 2012 totals 11 checkpoints for a distance of 170 km against 9 checkpoints for the

periods from January to June 2012 and July to December 2011, representing an increase of 2

checkpoints.

On this road stretch, for most cases, we note the gathering of several checking bodies in one location for

joint checkpoints with the presence of 2, 3, 4 or 5 different bodies within a radius of 100 metres, with the

prominent reappearance of the Army (Côte d'Ivoire Republican Forces - FRCI) – along Abidjan-Noé

corridor. The concentration of the law enforcement in a checkpoint or joint roadblock is probably the

beginning of the implementation of the decisions taken by the Ivorian Government after the political

crisis to fight lawless roadblocks to have not more than 3 checkpoints, but these mixed roadblocks

should operate simultaneously to adhere to the principle of the uniqueness.

There is indeed in Noé –Abidjan stretch, a slight increase in the number of checkpoints with the presence of

the FRCI due partly to the situation of instability observed in this area during the semester.

� The Seme-Lagos stretch, records for the period of July to December 2012, 9 checkpoints on a

distance of 105 km against 15 checkpoints for the period of January to June 2012, that is a reduction

of 6 checkpoints and 17 checkpoints for the period of July to December 2011, that is a reduction of 8.

checkpoints

The period of July to December 2012, is characterized by a significant decrease in the number of roadblocks

on the Semé-Lagos stretch indicating surely a real awareness of the Nigerian authorities. In addition, there is

the arrival on the stretch of the road security forces. The presence of the Customs is stronger than that of the

police (2 Police checkpoints against 5 for customs). Efforts remain to be made to achieve the target of 3

checkpoints per 100 km on this road stretch of the corridor.

Indicator 5: Number of kilometers of rehabilitated roads has increased

0

2

4

6

8

10

12

14

16

18

Côte d'Ivoire/

Abidjan-Noé (170

km)

Nigeria/ Seme-

Lagos (105 km)

9

17

9

15

11

9TOTAL_S1 AN2

TOTAL_S2_AN2

TOTAL S1_AN3

37

This indicator is related the number of kilometers of roads rehabilitated under the ALTTFP on IDA funding.

o In Côte d'Ivoire , In Côte d'Ivoire, the feasibility studies and detailed road construction study

have been validated by the World Bank. There is to be included in the detailed draft project and

in the tender files the geotechnical studies of the Ghanaian side of the Tanoé River crossed by

Noé Bridge

38

STAKEHOLDERS

CONSTRAINTS

RECOMMENDATIONS

PCU - Collaboration PCU-

implementing Agency not very visible in the data collection and transmission in all the countries

- improve the working relationship between

PCU and implementing agencies

COUNTRY - still delay in the start-up of the road infrastructure improvement in some countries - timid start-up of NFC activities in some countries

-advocate to the Ministers for a real ownership of the project -accelerate the effective start of road infrastructure -accelerate the implementation of the work - make more operational the NFC

IMPLEMENTING AGENCIES

- difficulties to receive action plans and country progress reports

-need to increase advocacy and review the methodological approaches for the timely provision of the action plans, progress reports and consolidated reports -the need to train and strengthen the capacity of the collection agents

NFC - maintenance of some illegal roadblocks on the corridor. - focusing of some NFC on the number of roadblocks that compromise the other ALTTFP indicators namely the port dwell time, the single window and land border crossing time, overload and the condition of the road.

-the NFC must conduct regular field missions and make recommendations to Governments to comply with the provisions of the ALTTFP and the Accra MOU. -the NFC must expand their activities by sensitizing stakeholders of the ALTTFP and all other stakeholders (Governments, shipping agents, importers, clearing agents, stevedores.) on the required performance on dwell time at the port, the single window, the crossing of land borders, improving the State of the road, and the respect of the load per axle.

ALCO - Efforts to harmonize Customs clearance and control procedures at the borders are not yet visible at the level of Customs’ Administrations.

Customs Administrations under the aegis of ECOWAS should engage in the harmonization process.

Source : ALCO

CONSTRAINTS / RECOMMENDATIONS

39

Abidjan-Lagos Trade and Transport Facilitation Project started in August 2010 for the APL 1 countries

(Ghana, Togo, Benin); it is in its third year of implementation and in its first year for Côte d'Ivoire (APL 2)

where it started in October 2012.

Overall, the performance of the corridor in terms of goods dwell time at the ports, borders crossing time,

numbers of checkpoints begin to improve. It should be noted the momentum produced by the annual

dissemination workshops and the wide dissemination of semester and annual reports of the project on the

improvement of performance. However, there is significant delay in the implementation of road

infrastructure in the corridor. Also important efforts remain to be made to implement the Single Window in

the countries like it is done in Benin.

The PCU, the NFC and implementing agencies are invited to combine their efforts with relevant

stakeholders in the countries for the achievement of the project objectives.

ALCO, meanwhile, will seek to continue its monitoring and evaluation activities and its advocacies both in

the ALTTFP and the Accra MOU.

CONCLUSION

40

ANNEXES Annex I

Indicators Definition/mode of calculation

Collection methodology

Processing and analysis

of data

1. Computerized single window has been set up and is operational

-the single window is

operational when 100% of port transactions are processed by the system

-It is the monthly monitoring of different stages of

implementation of the single window as agreed between the

Government and the port stakeholders -Steps for monitoring are: (i) analysis of the existing, (ii) training of users, (iii) import experimental phase, (iv) interconnection of the port stakeholders and banks - the stages of the

operationalization of the single window (i) official launching of

operations, (ii) decision of compulsory processing of all

port transactions by single window, (iii) transitional phase

of the operationalization of the

single window -collection and processing of progress reports submitted by

the single window focal points

-Comparison of progress with the timetable on the basis of the information received from countries and the ALCO planning -Calculation of the percentage of operationalization of the

single window

2 Goods dwell time at Lome and Cotonou ports

Difference between Date (day) of departure of the container / goods from the port and the date (day) end of unloading of the container / goods from the vessel at the port.

-Development of data collection sheets (date of landing , date of registration of the manifest, date of registration of the Customs Declaration, date of issuance of customs exit order, date of the exit visa, dwell time)11 -Application of the probabilistic method in the ASYCUDA ++ and OSCAR bases for the drawing of the sample -Sample of 100 disclosure statements taking randomly and spread in the month and filled in accordance with the collection form, and submitted by

-Verification of the collected forms -Entry of data in Excel -Data imported to SPSS for analysis -Calculations of indicators and audits under the Eviews software.

11 The dwell time calculated with this methodology takes into account the time of customs operations and the operations of all the stakeholders until the exit of the goods/container from the port.

METHODOLOGY

41

Customs on a monthly basis. -Collection of data in the computer system of shipping agents, stevedores, and port authorities

3. Number of roadblocks per 100 km along the Abidjan-Lagos corridor has been reduced

Number of fixed/official checkpoint

-Development of data collection forms -Monthly collection by drivers, uniformed service personnel, ALCO Executive Secretariat and triangulation of data collected by the frequency method.

-Audit of records -Entry of data in Excel -Data imported to SPSS for analysis -Calculation of indicators, audit of consistency conducted with the SPAD software.

4 - Time required for border crossing

Difference between the time of departure from the border post of the country of consignment (country B) and the start time of the formalities in the country of origin (country A)12

-Development of data collection forms -Collection of daily data with a comprehensive and representative number in each stratum of trucks loaded with goods at the border and submitted by the customs.

-Audit of the collected forms -Entry of the data in Epi Data software - data imported into Excel for processing and analysis -Use of SPSS for audit of reality and checking the results.

5 - Percentage of roads in good condition and in acceptable condition (IRI < 6) compared with the total length of the corridor has improved:

During the survey, the condition of the road is classified as good condition / fair / bad according to the level of degradation in surface -Visual inspection of the

condition of the road in a vehicle going at 30 km/h, and on foot along the Elubo - Krake Road stretch

Data processed and analyzed.

6 - Number of kilometers of roads rehabilitated has improved

When measuring, the condition of the road is classified good/acceptable. poor according to the state of the coating and the roughness index

7 - Percentage of truckers familiar with at least two means of HIV/AIDS prevention has increased

Proportion of drivers, assist. drivers and apprentices who know at least 2 means of prevention of HIV/AIDS

HIV Second Generation Surveillance survey

Determination of the level of knowledge from the baseline Estimate of the use of condoms by target populations during the last sexual intercourse with a casual partner Estimate of the HIV and other STIs prevalence among the target populations Correlation of biological results with those of the KAP survey

8 - Percentage of truckers reporting the use of condoms with a casual partner has increased

Proportion of drivers, assist. drivers and apprentices who reported having used condoms during the last sexual intercourse with a casual partner

Source : ALCO

12 In view of the difficulties encountered to capture hours of arrival and departure of trucks at borders, hours of beginning and end of formalities have been considered for the calculation of the indicator

42

Annex II: DWELL TIME AT THE PORTS

Graph 10: Evolution of goods dwell time at the ports from August 2010 to December 2012 of the ALTTFP expressed in days

Source : ALCO Baseline Graph 11 : Goods dwell time at the ports: August-December 2010, 2011 and 2012


0

10

20

30

40

50

60

Ao

ût_

20

10

Se

pte

mb

re_

20

10

Oct

ob

re_

20

10

No

vem

bre

_2

01

0

Dé

cem

bre

_2

01

0

Jan

vie

r_2

01

1

Fé

vrie

r_2

01

1

Ma

rs_

20

11

Av

ril_

20

11

Ma

i_2

01

1

Juin

_2

01

1

Juil

let_

20

11

Ao

ût_

20

11

Se

pte

mb

re_

20

11

Oct

ob

re_

20

11

No

vem

bre

_2

01

1

Dé

cem

bre

_2

01

1

Jan

vie

r_2

01

2

Fé

vrie

r_2

01

2

Ma

rs_

20

12

Av

ril_

20

12

Ma

i_2

01

2

Juin

_2

01

2

Juil

let_

20

12

Ao

ût_

20

12

Se

pte

mb

re_

20

12

Oct

ob

re_

20

12

No

vem

bre

_2

01

2

Dé

cem

bre

_2

01

2

Port_Lomé Port_Cotonou Port d'Abidjan Port_ Lagos Port_Tema

17

20

15

2728

19

22

19

30

24

14

20

13

30

24

0

5

10

15

20

25

30

35

Port_Lomé Port_Cotonou Port d'Abidjan Port_ Lagos Port_Tema

Temps de séjour_(août-décembre) 2010 Temps de séjour_2011 Temps de séjour_2012

43

Table 4 : : INDICATORS PER PERIOD ON DWELL TIMES AT THE PORTS (in days )

DWELL TIMES /PERIOD Lomé Port Cotonou Port Abidjan Port Lagos Port Tema Port

Dwell time _S1 YR2 (Jul-Dec. 2011) 14 26 13 34 23

Dwell time _S2 YR2 (Jan.-June 2012) 16 27 13 32 31

Dwell time _S1 YR3 (Jul-Dec . 2012) 13 13 13 27 19

Absolute Deviation (S1 YR3 -S2 YR2) -3 -14 0 -5 -12

Absolute Deviation (S1 YR3 -S1 YR2) -1 -13 0 -7 -4

Relative Deviation (%)/Growth rate

(S1 YR3 /S2 YR2) -19 -51 1 -15 -39


(S1 YR3 /S1 YR2) -7 -50 0 -21 -17

STANDARD DEVIATION _S1 YR3 2 2 1 5 3

STANDARD DEVIA _year 2011 6 5 11 9 5

STANDARD DEVIA_year 2012 3 8 1 7 9

Rapport_YR1 (Aug. 2010-June 2011 18 19 21 20 26

Rapport_ YR2 (July 2011-June 2012) 15 27 13 33 26

Absolute Deviation (YR-YR1) -3 8 -8 13 0


(AN2/AN1) -18 42 -40 65 -1

STANDARD DEVIATION _S1 YR3 3 4 13 8 5

STANDARD DEVIATION _ YR2 3 3 1 8 9

Dwell time _2011 19 22 19 30 24

Dwell time _2012 14 20 13 30 24

Absolute Deviation (2012-2011) -5 -2 -6 0 0

Growth (2012/2011) -24 -11 -32 -1 0

STANDARD DEVIATION 2012 3 8 1 7 9


Annex III: BORDER CROSSING TIME

44

Graph 12 of border crossing time from August 2010 to December 2012, expressed in hour

Source: ALCO database Table 5: Indicators per period on border crossing times (in hour)

NOE-

ELUB

O

ELUBO

-NOE

AFLAO-

KODJOVIAKO

PE

KODJOVIAKOP

E-AFLAO

SANVEECONDJ

I-HILLACONDJI

HILLACONDJ

I-SANVEE

CONDJI

KRAKE

-SEME

SEME

-

KRAK

E

YR1 37 14 41 65 13 10 15 28

S1_ YR 2 44 15 33 54 87 36 45 65

S2_ YR 2 28 34 33 17 62 8 76 107

YR 2 36 25 33 36 75 22 61 86

S1_ YR 3 27 35 15 22 38 4 38 77

DEVIATION S1-

YR3-S2_ YR 2 -1 1 -18 5 -24 -4 -38 -30

DEVIATION S1- YR

3-S1_ YR 2 -17 20 -18 -32 -49 -32 -7 12

DEVIATION S2-S1 -16 19 0 -37 -25 -28 31 42

DEVIATION YR 2-

YR 1 -1 11 -8 -30 62 12 46 58

GROWTH

RATE S1_ YR

3/S2_ YR 2 (%) -4 3 -55 29 -39 -50 -50 -28

0

20

40

60

80

100

120

temps_traversée_prevu_AN3 temps_traversée_S1_AN3 temps_traversée_AN2

temps_traversée_S2_AN2 temps_traversée_S1_AN2 temps_traversée_AN1

45

NOE-

ELUB

O

ELUBO

-NOE

AFLAO-

KODJOVIAKO

PE

KODJOVIAKOP

E-AFLAO

SANVEECONDJ

I-HILLACONDJI

HILLACONDJ

I-SANVEE

CONDJI

KRAKE

-SEME

SEME

-

KRAK

E

GROWTH

RATE

S1_YR3/S1_YR2

(%) -39 133 -55 -59 -56 -89 -16 18

GROWTH

RATE S2/S1 (%) -36 127 0 -69 -29 -78 69 65

GROWTH

RATE YR2/AN1

(%) -3 75 -20 -45 - 120 - -

AVERAGE

CROSSING TIME

S1_YR3 & S2_YR2 28 35 24 20 50 6 57 92

AVERAGE

CROSSING TIME

S1_YR3 & S1_YR2 36 25 24 38 63 20 42 71

AVERAGE

CROSSING TIME

YR1 & YR2 37 19 37 50 44 16 38 57

STANDARD

DEVIATION_S1_Y

R3 & S1_YR2 12 14 13 23 35 23 5 8

CONFIDENCE

INTERVAL S1_YR3

& S1_YR2 3% 4% 4% 6% 10% 6% 1% 2%

STANDARD

DEVIATION _YR1

& YR2 1 7 6 21 43 8 32 41

Source : ALCO database N.B. Confidence intervals calculated per border are not significant and the distributions do not follow a normal rule. The phenomenon observed at the level of the borders is uncertain given the disparity of characteristics at each border post. The abnormality is found in most of the cases where clearing agents anticipate the formalities before the physical arrival of trucks loaded with goods. This situation is often punctuated by the fact that the formalities at the level of the various administrations are made simultaneously in a same border and within a same border. Modeling of this phenomenon at the borders of the Abidjan-Lagos corridor remains dependent on the frequency of the observations of a time t to t + 1 and the control of chancy parameters (to be set) that affect deliberately border crossing times.

46

Annex IV: NUMBER AND LOCATION OF CHECKPOINT Graph 13 Evolution of the total number of checkpoint per country


Tableau 6: Summary table of the evolution of checkpoint per country and per body

Country

number of checkpoint

Number of comment

Police

Immigration

Road Safety (Nigeria)

Customs

Gendarmerie/ NDLEA (Nigeria)

Trade Union/NAQC (Nigeria)

Health/ veterinarian

Army/ FRCI (Cote d'Ivoire)

Tax

TOTAL

Per 100 KM

Observations

COTE D'VOIRE (170 KM)

YR1 4 8 5 14 31 18

S1_YR2 3 3 3 1 9 5 1 mixed checkpoint

S2_YR2

Freq.1

Freq.2 8 5 5 1 1 5 10 6 8 mixed checkpoint


YR2 4 5 1 1 3 8 5 6 mixed checkpoint

S1_YR3 4 4 3 11 7 6 mixed checkpoint

GHANA (558 KM)

YR1 22 1 5 28 5

S1YR2 25 5 30 6

S2_YR2

Freq.1 20 1 4 1 22 4 4 mixed checkpoint, 2 Radars


31

9 9 911

3030

20

25

13

3 3 3 3 2

11

17 1717

13

34

17

1516

9

0

5

10

15

20

25

30

35

40

AN1 S1_AN2 S2_AN2 AN2 S1_AN3

Côte d'Ivoire Ghana Togo Bénin Nigeria

47

Country

number of checkpoint

Number of comment

Police

Immigration

Road Safety (Nigeria)

Customs

Gendarmerie/ NDLEA (Nigeria)

Trade Union/NAQC (Nigeria)

Health/ veterinarian

Army/ FRCI (Cote d'Ivoire)

Tax

TOTAL

Per 100 KM

Observations


YR2 15 2 3 1 25 3 4 mixed checkpoint, 4 Radars

S1_YR3 12 1 4 13 4 3 mixed checkpoint

TOGO (53 KM)

YR1 2 1 3 3

S1_YR2 2 1 3 3

S2_YR2

Freq.1 2 1 3 3

Freq.2 2 1 3 3

Freq.3 2 1 3 3

YR2 2 1 3 3

S1_YR3 2 2 2

BENIN (135 KM)

YR1 5 1 2 2 1 11 8

S1_YR2 4 4 7 2 17 13

S2_YR2

Freq.1 3 3 4 3 1 14 10



YR2 3 5 5 4 1 1 17 13 2 mixed checkpoint

NIGERIA (105 KM)

YR1 12 2 17 1 1 1 34 32

S1_YR2 6 5 6 1 1 1 17 16 3 mixed checkpoint

S2_YR2

Freq.1

Freq.2 10 5 1 1 1 14 13 4 mixed checkpoint

Freq.3 4 3 5 1 1 1 15 14

YR2 4 3 5 1 1 1 15 14

S1_YR3 2 1 2 5 1 1 9 9 3 mixed checkpoint

Annex VI

Table 8 : LOCATION OF CHECKPOINTS ALONG ABIDJAN-LAGOS CORRI DOR ROAD STRETCHES

Pol = POLICE / Cu= Customs / Gen = GENDARMERIE / TU = TRADE UNION / Arm = ARMY / Hth = HEALTH, Tx = TAX, RS = ROAD SAFETY

Country/R.stretch BODY

T

OT

AL S

1_YR

3

TO

TA

L_YR

2

TO

TA

L_YR

1

Country

Corridor

Pol S1_YR3 Pol

YR2

Pol YR1

Cu S1_YR3

Cu YR 2

Cu YR 1

Gen S1_YR3

Gen YR 2

Gen YR 1

TU S1_YR3 TU

YR 2

TU YR 1

OTHERS (Arm, Hth, Tx, RS, etc.) S1_ YR 3

OTHERS (Arm, Hth, Tx, RS, etc.) YR 2

OTHERS (Arm, Hth, Tx, RS, etc.) YR1

Côt

e d'

Ivoi

re (

170

km)

Abidjan

Gonzagueville (mixed 3)

1

1*

1*

1

1*

1

2

1

1 2

Dream Beach 1 1

Grand Bassam 1 1 1 1 2 Carrefour Moossou

Yaou 1 1

Bonoua 1# 1 1 1 1 3 Carrefour Samo

1

1

1

1

1 2

Larabia 1 1

Kakoukro

Kofikro

N'Zikro 1 1 1 1 2

Badadougou

Diatokro

Ayebo

Assouba 1 1 1 1 1 1

Annex VI Table 8 : LOCATION OF CHECKPOINTS ALONG ABIDJAN-LAGOS CORRI DOR ROAD STRETCHES

Pol = POLICE / Cu= Customs / Gen = GENDARMERIE / TU = TRADE UNION / Arm = ARMY / Hth

= HEALTH, Tx = TAX, RS = ROAD SAFETY


TO

TA

L S1_Y

R3

TO

TA

L_YR

2

TO

TA

L_YR

1

Country

Corridor

Pol S1_YR3 Pol

YR2

Pol YR1

Cu S1_YR3

Cu YR 2

Cu YR 1

Gen S1_YR3

Gen YR 2

Gen YR 1

TU S1_YR3 TU

YR 2

TU YR 1




Entry Aboisso 1 1 2

Exit Aboisso 1 1* 1 1 1

Krindjabo junction (mixed 2)

1

1* 1

1

1* 1*

1

1

1

1 1 Sanhouman Sima

1

1

Kassikro (mixed 2)

1* 1

1*

1

1 2

Mouyassue 1 1 Carrefour Maféré (mixed 2)

1*

1* 1

1 1 CAN Village 2000 before Allakro (mixed ) (mixed 2)

1* 1

1* 1*

1

1 2

Capitainekro (mixed 2)

1*

1

1* 1

1

1 3

Entry Noé (mixed 3)

1*

1

1* 1

1

1* 1

1

1

1

1 4

Total 3 4 3 8 3 5 0 0 0 14¤ 11 9 31





TO

TA

L S1_Y

R3

TO

TA

L_YR

2

TO

TA

L_YR

1

Country

Corridor

Pol S1_YR3 Pol

YR2

Pol YR1

Cu S1_YR3

Cu YR 2

Cu YR 1

Gen S1_YR3

Gen YR 2

Gen YR 1

TU S1_YR3 TU

YR 2

TU YR 1




Gha

na (

558

km)

Elubo

Ankassa

Mpataba Sameye (mixed )

1 1 1*

1 1

1 1 1

Menzezor

Akpandu

Essiaman

Axim junction 1 1 1 1 1 1 1

Abora

Apimanim

Takoradi 1 1 1 1

Sekondi 1 1 1 1

Inchaban 1 2 1 2

Beposo

Akatekimya 1 1

Cape Coast 1 3 1 1 3

Moree 1

Yamoranza

Komantse





TO

TA

L S1_Y

R3

TO

TA

L_YR

2

TO

TA

L_YR

1

Country

Corridor

Pol S1_YR3 Pol

YR2

Pol YR1

Cu S1_YR3

Cu YR 2

Cu YR 1

Gen S1_YR3

Gen YR 2

Gen YR 1

TU S1_YR3 TU

YR 2

TU YR 1




Saltpond junction

1 1

1 1

Mankesim

Ekumfi

Esuyehia Gomoa Anseadze

1

1

Apam junction ( 1R)

1 1

1 1

Winneba

Effutu 1 1

Budumburam Camp

Budumburam 1 1

Kasoa 2 2

Weija

Accra

Tema

Kpone junction 1 1 1 1

Prampam 1 1

Tsopoli 1 1 1 1 1 1





TO

TA

L S1_Y

R3

TO

TA

L_YR

2

TO

TA

L_YR

1

Country

Corridor

Pol S1_YR3 Pol

YR2

Pol YR1

Cu S1_YR3

Cu YR 2

Cu YR 1

Gen S1_YR3

Gen YR 2

Gen YR 1

TU S1_YR3 TU

YR 2

TU YR 1




Dawenya 1 1 1 1 1 2 1

Dawa 1 1 1 1 2

Sege

Ada junction 1 1 Sogakope (mixed )

1 1* 1*

1 1* 1

1 1

1 1 2

Heluivi Dabala junction

1 1 1

1 1 1

Torve 1 1 1 1 1 1

Akatsi 1 1

Sokpoe (avant pont)

1 1

1 1

Hikpo

Abor (mixed ) 1* 1 1* 1 1 1

Afife 1 1 1 1 1 1

Avalavi

Atiteti

Klikor 1 1 1 1

Agbozume 1 1 1 1

Laklivikope 1 1 1 1





TO

TA

L S1_Y

R3

TO

TA

L_YR

2

TO

TA

L_YR

1

Country

Corridor

Pol S1_YR3 Pol

YR2

Pol YR1

Cu S1_YR3

Cu YR 2

Cu YR 1

Gen S1_YR3

Gen YR 2

Gen YR 1

TU S1_YR3 TU

YR 2

TU YR 1




Nogokpo

Ho junction

Denu

Aflao

Total 25 22 5 5 0 0 0 0 0 1 13 25 28

Tog

o (5

3km

)

Kodjoviakopé Lomé (Palm Beach) Kodjoviakopé

Cimtogo (rond point port)

Avépozo

Dagué 1ɛ 1ɛ 1

Agbata/Agbavi

Agbodrafo (rond point)

1 1 1

1 1 1

Vodougbé (péage)

1 1 1

1 0

1 2 1

Sanvee Condji

Total 0 1 2 2 0 1 0 2 3 3

nin

(13

5kHillacondji 0 0





TO

TA

L S1_Y

R3

TO

TA

L_YR

2

TO

TA

L_YR

1

Country

Corridor

Pol S1_YR3 Pol

YR2

Pol YR1

Cu S1_YR3

Cu YR 2

Cu YR 1

Gen S1_YR3

Gen YR 2

Gen YR 1

TU S1_YR3 TU

YR 2

TU YR 1




Agouè 1 1 1 1 1 1 2 3 1

Grand Popo 1 1 1 1 1 1 2

Adjaha 0 0

Comé 1 1 1 1 1 2 1

Gadome 1 1 1 1 1 3 0

Gueze 1 1 1 1 1 1

Segbohouè 1 1 1 1 1 1

Ouidah 1 1 1 1 1 1 1 2 2

Ahozon 1 1 1 1 2

Pahou 0 0

Cotonou 0 0

Carrefour PK10 1 1

Ekpè 1 1 1 1

Carrefour Djeffa 1 1

Carrefour Seme 1 0

Aholouyèmè 1 1 0

Total 4 5 4 1 7 2 2 2 0 1 13 17 11

Nig

eria

(1

05

km) Seme 2 2

Seme sortie 1 1





TO

TA

L S1_Y

R3

TO

TA

L_YR

2

TO

TA

L_YR

1

Country

Corridor

Pol S1_YR3 Pol

YR2

Pol YR1

Cu S1_YR3

Cu YR 2

Cu YR 1

Gen S1_YR3

Gen YR 2

Gen YR 1

TU S1_YR3 TU

YR 2

TU YR 1




Gbadi Bridge 2 4 2

Badagry entrée 1 1

Badagry RBT 3 4 2 7 2 2 7 13

badagry RBT - Agbara

1 3

1 2 5

1 2

1 4 10

Agbara – Iya-na-oba

1 3

1 2

1 1

1 8 5

Iya-na-oba-Lagos (Mile 2)

1 2

1 1 3

1 1

1 8 6

Total

6 12

6 17

0 0

0 0

5 5 9 16 34 Source : ALCO database

Comments (*) Mixed Checkpoints are counted only once for a single randomly chosen body

Close checkpoints located within the same locality are counted differently

(1R) means that there is 1 Radar post

YEAR 3 FIRST SEMESTER REPORT - Borderless Alliance

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Transcript of YEAR 3 FIRST SEMESTER REPORT - Borderless Alliance