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Document de La Banque Mondiale IFILE COp<1 A N'UTlLlSER QU'A DES FINS OFFICIELLES Public Disclosure Authorized Rapport No. 3867-DI RAPPORT D'EVALUATION Public Disclosure Authorized DJIBOUTI PROJET D'ENTRETIEN ROUTIER Public Disclosure Authorized 24 septembre 1982 Division des transports 1 Bureau regional Afrique de l'Est Public Disclosure Authorized TRADUCTION NON-OFFICIELLE A TITRE D'INFORMATlON e pre5.ent document fait l'objE't d'une diffu5.ion reslreinte, et ne peut (:Ire utilise par ~es destinataires que dans I'exereh:e de leurs fonetions officieJles. Sa teneur ne peut etre DaUllrement divulguee sans I'aulorisation de la Banque Mondiale. ~ d TAUX DE CHANGE Unite monetaire = Franc de Djibouti (FD) $ EU 1 = FD 175 POlDS ET ~lEStJRES Systeme met rique SIGLES ET ABREVIATIONS FED Fonds europeen de developpement FAC Fonds d'aide et de cooperation (France) DTP Direction des travaux publics TRE Taux de rentabilite economique EXERCICE 1er janvier - 31 decembre A N'UTILISER QU'A DES FINS OFFICIELLES DJIBOUTI PROJET D'ENTRETIEN ROUTIER RAPPORT D'EVALUATION Table des matieres I.. LE SECTEUR DES TRANSPORTS ...................................... 1 A. Le cadre economique ....................................... 1 B. Le reseau des transports - Generalites ..... ............... 1 C. Le sous·secteur routier ..................... :.... ... ...... 3 D. Planification et financement des transports ... ............ 9 E. Politique de developpement des routes............ ......... 10 II. LE PROJET ...................................................... 11 A. Objectifs ................................................. 11 B. Description du projet ..................................... 11 C. Estimations des couts du projet et financement .... ..... ... 14 D. Execution du projet et passation des marches.............. 15 E. Decaissements ............................................. 17 F, Criteres d'etablissement des comptes et des rapports...... 19 G. Impact sur l'environnement ................................ 19 III. EVALUATION ECONOMIQUE .......................................... 20 A. Principaux avantages et beneficiaires .................... 20 B. Couts et avantages ....................................... 20 C. Conclusions .............................................. 21 IV. ACCORDS A CONCLURE ET RECOMMANDATIONS ..... ... ..... ............. 23 Le present rapport a ete prepare par P. Sooh (ingenieur) et M. R. Le Blanc (ec.onomiste) et mis en forme par C. Applegate (redacteur technique). I Le present document fait l'objet d'une diffusion restreinte. et Ilf peut etre utilise par !'>es I ~~stinataires que dans I'exercice de leurs fonctions officielles. Sa teneur ne peut eIre ~trement divulguee sans l'aulorisation de 13 Banque Mondiale. Table des matieres (suite) - ii ­ ANNEXES 1. Programme routier du Gouvernement 2. Liste du materiel, des materiaux et des fournitures 3. Projet de cadre de reference de l'assistance technique a la DTP 4. Projet de cadre de reference des etudes de preinvestissement 5. Estimations des couts 6. Criteres concernant l'etablissement des rapports 7. Evaluation economique CARTE DJIBOUTI PROJET D'ENTRETIEN ROUTIER I. LE SECTEUR DES TRANSPORTS A. Le cadre economique 1.01 La Republique de Djibouti, situee a l'entree de la mer Rouge, 2 avec une superficie de 22.000 km , est devenue independante en juin 1977. Son climat aride et chaud est semblable a celui des zones desertiques voi­ sines d'Ethiopie et de Somalie. Le pays est topographiquement divise en deux parties Ie long d'un axe cree par Ie golfe de Tadjourah (voir carte). Le Sud, y compris la ville de Djibouti, la capitale, est relati­ velnent plat et presque uniformement couvert de galets. Le Nord, avec la ville de Tadjourah, est en revanche une region montagneuse et rocheuse, qui rend la construction et l'entretien des routes difficiles et couteux. Les deux tiers environ de la population autochtone estimee a 325.000 habi­ tants (1979) vivent dans la ville de Djibouti; Ie reste est constitue par des populations urbaines dissemine~s dans quelques petites villes ou par des tribus pastorales semi-nomades. L'economie repose sur trois princi­ paux elements : a) la ville de Djibouti, avec son port, son terminal fer­ roviaire, son aeroport et les services gouvernementaux; b) une base mili­ taire frim~aise, qui est 18 principale source de l'activite economique et commerciale du pays; et c) l'arriere-pays ou vit une population clairsemee dont les activites principales sont l'elevage (bovins, ovins et camelins) et la culture de fruits et de legumes pres des villes. Le revenu par habitant, estime a 420 dollars par an (1979), est nettement superieur a celui de l'Ethiopie et de la Somalie, ses voisins (130 dollars pour l'Ethiopie). II n'est toutefois pas evident que Ie niveau de vie soit sensiblement different que dans ces derniers, notamment dans l'arriere­ pays ou les sources de revenu sont limitees et la pauvrete extreme. B. Le reseau des transports - Genera1ites 1.02 Le reseau des transports comprend environ 2.800 km de routes et pistes, 110 km de voies ferrees, un port, un aeroport international et plusieurs aerodromes. Le pays n'a pas de voies d'eau navigables. La par­ tie la plus importante du reseau est centree sur la ville de Djibouti avec son aeroport international, son port et son terminal de chemin de fer. Environ 300 km de routes sont bitumees, dont 217 km d'axes qui relient la ville de Djibouti a la frontiere ethiopienne et 83 km de rues urbaines. Les liaisons avec Ie reste du pays, notamment par l'intermediaire des quelque 2.500 km de pistes en terre mal definies, sont tres mauvaises. Un seul bac assure la seule liaison fiable par voie de surface entre la ville de Djibouti et Tadjourah, la ville la plus importante du Nord. - 2 ­ a) Le chemin de fer 1.03 Le chemin de fer Ethiopie-Djibouti, construit en 1917, relie Ie port de Djibouti a Addis-Abeba, capitale de l'Ethiopie. Environ 95 %du trafic ferroviaire provient d'Ethiopie ou est destine a ce pays pour lequel la ligne represente un debouche important sur la mer. Bien que la part de Djibouti dans Ie trafic soit negligeable, un traite ratifie en 1981 lui confere l'egalite des droits de gestion du chemin de fer, une part egale des profits et 10 % des pertes. Le trafic est tombe de 370.000 tonnes en 1975 a environ 170.000 en 1981, en partie parce que l'Ethiopie a reoriente son trafic de Djibouti vers Ie port ethiopiend'Assab. En outre, la ligne a ete fermee de juin 1977 a juin 1978 a la suite des desordres qui agi­ taient la region de l'Ogaden. Depuis la reouverture, les activites se limitent a deux trains par jour dans chaque direction contre huit aupara­ vant. En raison de ce ralentissement des activites, Ie chemin de fer enregistre des deficits (environ 825.000 dollars en 1980). 1.04 A la suite d'une etude sur les besoins a court terme du chemin de fer, Ie FED fournira environ 13 millions de dollars pour l'achat de deux locomotives diesel, de materiel d'entretien et de pieces de re­ change. Le renouvellement de certaines voies et les achats supplemen­ taires de materiel roulant pourraient figurer parmi les besoins a plus long terme. Le calendrier et la justification de ce programme dependront des perspectives du trafic ethiopien sur la ligne, lesquelles sont diffi­ ciles a prevoir, etant donne la preference accordee actuellement a l'axe de transports routiers Addis-Assab. b) Le port 1.06 Le port de Djibouti est Ie terminal du chemin de fer Ethiopie- Djibouti et a ete un important port de ravitaillement dans Ie passe. Apres la base militaire fran~aise, il est la principale source d'activite economique du pays. II est relativement bien equipe, avec huit postes a quai interieurs, un poste de moui11age exterieur et quatre postes de ravi­ taillement. Sept des postes a quai ont une profondeur legerement supe­ rieure a 9 m et les deux autres sont utilises par des navires de cabotage n'ayant que 3,5 m de tirant d'eau. Les installations d'entreposage, de manutention de marchandises et d'entretien sont satisfaisantes. L'en­ semble du trafic portuaire est tombe de 640.891 tonnes en 1976 a 370.063 tonnes en 1979 a la suite d'une reduction de 80 % du trafic ethio­ pien. L'apparition de navires d'un nouveau modele pour Ie long cours et la concurrence des Etats du Golfe ont porte un coup aux activites de ravi­ taillement que Ie port assurait dans Ie passe. Le port a enregistre, en 1980, un deficit de 142 millions de francs, soit environ 15 % des recettes totales. Afin d'attirer Ie trafic et de promouvoir l'utilisation du port, Ie Gouvernement, avec l'assistance de la France, a recemment fait effec­ tuer par un bureau de consultants l'etude de faisabilite d'un terminal portuaire a conteneurs. Selon les conclusions de l'etude, ces instal­ lations, d'un cout estime a 2,4 milliards de francs (environ 13,7 millions de dollars), permettraient d'accroitre les activites de transbordement - :3 ­ daus Ie port et contribueraient a rendre l'exploitation du port rentable. Les cons~ltants ont egalement acheve Ie projet d'execution du terminal. Les projections du trafic contenues dans l'etude semblent optimistes, compte tenu notamment de la concurrence des autres ports de la region. Les deux premieres des trois phases de construction devraient etre finan­ cel~s par Ie KoweIt et 1 t Allemagne et Ie debut des travaux serait prevu pour les environs de juin 1982. La troisieme phase devrait etre executee vers la fin des annees 80. c) Les transports aeriens 1.07 L'aeroport international de Djibouti est une entreprise pub1ique au1:onome qui releve du Ministere du commerce, du tourisme et des trans­ pOlctS. Il possede une piste de :3 .140 m de long et des installations ca­ pables de. recevoir des B-747 en pleine charge. Les services sont assures par Air Djibouti, la compagnie nationale, et par six compagnies etran­ geres 1/.
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