DOCSLIB.ORG

2.3 Burundi Road Network

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
2.3 Burundi Road Network 2.3 Burundi Road Network Distance Matrix Road Security Weighbridges and Axle Load Limits Road Class and Surface Conditions Burundi main corridors in country Burundi Transport corridors Burundi has a road network of nearly 12,000 kilometers. According to the Highways Authority, the inland road network consists of a network of 4,456 km of classified roads (i.e., the maintenance of the Highways Office), including 22 national roads with a linear 1952 km and 91 provincial roads with a total linear of 2522 km. Of the classified roads, 1647 km of roads are paved, compared to 305 km unpaved. Three categories of roads are identified. First, the national roads (RN) that connect provincial leaders with each other and with the borders. Then comes the 2,522 km provincial roads that connect the chiefs of the communes with each other and with the provincial chiefs. Finally, there are communal roads of a length of 2,587 kilometers, very strategic, which connect hills, municipalities and provinces. The unclassified network, which is the responsibility of local authorities, comprises 6,150 km of roads of communal interest and agricultural trails, and 462 km of road inside Bujumbura. (Source: link) Most of the roads were built between the 1960s and 1990s. Natural disasters, especially with landslides, the civil war that lasted nearly fifteen years, and the lack of maintenance have damaged the network. In terms of quality, according to the Office of Roads, 17% of national roads are in very good condition, 11% in good condition, 26% in average condition and 46% in poor condition. Of the provincial roads, 8.6 km by 2522 km are paved and in very good condition, the rest being in poor condition (65% of the roads). Despite maintenance problems, more than 1500 km or nearly 80% of the linear of national roads is paved. Some localities, however very strategic economically, are difficult to reach. For roads whose responsibility for maintenance lies with local authorities, a significant part is in deplorable condition, as the municipalities do not have enough budget allocated to this task. Roads are expensive for the taxpayer. For example, only one km of the coated pavement of the Kirundo-Gasenyi section on the RN14 cost $466,111.97 for Muyinga-Cankuzo one km is estimated at $5,553,387 the coated km of Nyanza Lake-Mabanda-Mugina on the RN3 is equivalent to $1,230,897 Burundi is a landlocked country and its trade, both local and international, depends mainly on the road network. In fact, 80% of the country's trade takes place internationally, compared to 20% for the national level. According to the Highways Office, three main Corridors connect Burundi to the international ports of Mombasa and Dar-Es-Salaam respectively in Kenya and Tanzania. This is the northern corridor that connects Bujumbura to Mombasa via the cities of Nairobi in Kenya, Kampala in Uganda and Kigali in Rwanda for about 2040 km; the central corridor that connects Bujumbura to Dar-Es-Salam via Kobero for a distance of 1630 km. Finally, the north-south corridor connects Rwanda (Bugarama) to Tanzania (Kigoma) via the borders of Ruhwa and Mugina. The latter is new and replaces the southern corridor via Lake Tanganyika. The length of Burundi's road network on these corridors is summarized in the following table. Page 1 Corridor Linear Number of Routes North 116 Km 1 Central 238 Km 5 North - South 248 Km 2 In terms of road length, Burundi is the most deprived country of road infrastructure. The country has an average of almost half a kilometer of road per km2. Rwanda and Kenya are in second and third place respectively with 350 meters and 280 meters per km2 respectively. Uganda has a road density of 230 meters for every square kilometer. Tanzania is the least developed country in this area with about 40 meters of road for each km2. Burundi Rwanda Kenya Uganda Tanzania 25,680 24,670 569,140 200,520 885,800 Land Surface (km2) Road network (km) 11,976 5,715 160,886 70,746 33,495 0.47 0.35 0.28 0.23 0.04 Quantity/surface (km/km2) The ease of import and export is the most important indicator for assessing the quality of transport. It is measured by meeting deadlines in the documentation requirement and procedures. The longer the time spent on borders and barriers, the worse the quality. In terms of exports, for example, the time frame for Burundi and Tanzania (120 hours) is low for Kenya (7 p.m.). In terms of import times, they are higher in Tanzania (264 hours) and Burundi (180 hours), and shorter in Rwanda (72 hours). The following table provides a comparison of documentation requirements for EAC member countries. Country Export Time Import Time Burundi 120 180 Kenya 19 84 Uganda 64 138 Rwanda 42 72 Tanzania 120 264 Source : http://akeza.net/un-reseau-routier-dense-au-burundi-quel-potentiel-pour-le-developpement-du-pays/ Although the roads are economically strategic for Burundi, administrative procedures to facilitate cross-border traffic are still very cumbersome compared to most other ECA countries. To overcome this challenge, the modernization of control equipment is more than necessary because time has a direct impact on the cost of transport. Distance Matrix Bujumbura Bubanza Bururi Cibitoke Cankuzo Makamba Muramvya Muyinga Kayanza Kirundo Karusi Mwaro Gitega 43 106 61 216 167 48 199 94 197 158 66 100 Bujumbura 43 167 51 256 204 87 180 75 178 185 109 140 Bubanza 106 167 168 187 37 119 183 201 245 148 84 90 Bururi 61 51 168 281 228 109 188 83 197 219 127 161 Cibitoke 216 256 187 281 166 168 60 167 126 107 148 116 Cankuzo 167 204 37 228 166 156 220 238 282 185 12 127 Makamba 48 87 119 109 168 156 143 55 150 110 46 52 Muramvya 199 180 183 188 60 220 143 185 64 48 139 93 Muyinga 94 75 201 83 167 238 55 185 103 112 101 118 Kayanza 197 178 245 197 126 282 150 64 103 94 171 155 Kirundo Page 2 158 185 148 219 107 185 110 48 112 94 104 116 Karusi 66 109 84 127 148 12 46 139 101 171 104 46 Mwaro 100 140 90 161 116 127 52 93 118 155 116 46 Gitega 128 107 233 115 135 270 86 73 32 71 78 104 84 Ngozi 138 181 80 200 137 51 127 182 185 207 130 98 69 Rutana 170 210 138 232 49 138 119 109 174 176 99 93 77 Ruyigi Road Security Burundi does not have any specialized service for road accident prevention even though road accident statistics are on the rise each year. The various services responsible for road safety are non-operational and lack coordination, and road safety information sources are unreliable. Insurance companies are the only reliable sources of information in matters relating to car accidents. The National Road Agency being responsible for road infrastructure contributes to improve the situation, especially by considering aspects of road safety regarding both technical designing of infrastructure and the maintenance thereof. Weighbridges and Axle Load Limits Different axle load and gross vehicle mass (weight) limits is the current practice among the partner states within the EA region. Burundi and Rwanda still at early stages of developing laws and regulations to control vehicle overloading while Kenya, Tanzania and Uganda have more advanced laws and regulations - but differences in training of personnel and operational practices occur Countries in the East African Community will have to uniform the laws on vehicle weight limits in less than a year. This comes after member states reached consensus on commercial vehicle loading and management strategies. The forum resolved to apply consistent axle load limit of 56 tons on seven standard axles in all partner states. Kenya allows a maximum of 48 tons for vehicles, Rwanda and Burundi 53 tons while Tanzania and Uganda allow 56 tons, Kenya had initially opposed the adjustment and insisted on between 48 and 52 tons. While Tanzania and Uganda axle limits stand at 56 tons, Rwanda and Burundi limit stood at 53 tons. Transport and infrastructure experts from EAC will now prepare a memorandum on the agreement for consideration by the Sectoral Council on Transport, Communication and Metrology on October 10, and a requisite bill prepared for enactment by early next year. Type DRC Kenya Tanzania Truck with 2 axles 18,000 kg 18,000 kg 18,000 kg Truck with 3 axles 24,000 kg 26,000 kg 26,000 kg Semi-trailer with 3 axles 28,000 kg 28,000 kg 28,000 kg Truck with 4 axles 28,000 kg 30,000 kg 28,000 kg Semi-trailer and drawbar with 4 axles 36,000 kg 36,000 kg 36,000 kg Semi-trailer with 6 axles 44,000 kg 50,000 kg 54,000 kg Truck & drawbar trailer with 5 axles 50,000 kg 44,000 kg 45,000 kg Vehicle and semi-trailer with total of 6 axles 37,000 kg 50,000 Kg 54,000 kg Truck & drawbar trailer with 6 axles 45,000 kg 52,000 kg 53,000 kg NB: for Burundi, axle load limitation figures are not yet implemented There is a plan to harmonize axle weight limit in all EAC countries. Typically, payload may not exceed 30MT for a truck of 6 axles. For more information, please visit the following link. Road Class and Surface Conditions Classification Administrant Agency Network Length Page 3 22 National Roads OdR 1952 km 91 Provincial Roads OdR 2522 km Communal Roads OdR 2587 km Urban Roads (Out of Bujumbura) OdR 325 km Classification Description Road Category Total Length (km) Unpaved (Km) Paved (Km) National Roads 1,952 305 1,647 Provincial Roads 2,522 2,501 21 Communal Roads 2587 2587 0 Urban Network (Bujumbura only) 462 0 462 Total Unclassified Network 6,150 National Road (RN) Road with international links to Bujumbura and the major towns.
Load more

Recommended publications
  • HDRO, Landlocked Report 2003
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Research Papers in Economics United Nations Development Programme Human Development Report Office OCCASIONAL PAPER Background paper for HDR 2003 Country case studies on the challenges facing landlocked developing countries Thomas Snow, Michael Faye, John McArthur and Jeffrey Sachs 2003 COUNTRY CASE STUDIES ON THE CHALLENGES FACING LANDLOCKED DEVELOPING COUNTRIES BY THOMAS SNOW, MICHAEL FAYE, JOHN MCARTHUR AND JEFFREY SACHS JANUARY 2003 Provisional Draft: Please do not cite without author's permission. ACKNOWLEDGMENTS: We would like to acknowledge the valuable input of Guido Schmidt-Traub, Michael Salter and David Wright for their research assistance, of Malanding Jaiteh for his GIS data analysis and map construction, and of Nuño Limao and Anthony Venables for the use of their freight quote data. TABLE OF CONTENTS PART 1: INTRODUCTION AND BACKGROUND................................................................. 1 INTRODUCTION ............................................................................................................ 2 INDICATORS OF DEVELOPMENT................................................................................... 3 Landlocked Countries and Their Maritime Neighbours ......................................... 3 Measures of Relative Human Development Amongst Landlocked States ............. 5 Measures of Relative Landlockedness.................................................................... 6 PART 2: OBSERVATIONS FROM
    [Show full text]
  • Initiatives to Support Transport Connectivity and Sustainable Infrastructure Development
    Strengthening capacity in developing bankable transport infrastructure projects for enhanced connectivity Initiatives to support transport connectivity and sustainable infrastructure development Frida Youssef Chief, Transport Section Trade Logistics Branch Division on Technology and Logistics Training-workshop for policy-makers from Landlocked Developing Countries and Transit Countries, UNOHRLLS 18-20 May 2021 Transport infrastructure and connectivity, transit and trade facilitation are critical for LLDCs trade and development • The main problems for LLDCs to access world markets and supply chains are well known, being both physical, in terms of lack of direct access to the sea and remoteness from world overseas partners; and operational, in terms of dependence upon trade and transit facilities and procedures existing in neighboring coastal countries. • This this result in high transport and transit costs. 2 How much do LLDCs pay for the transport of their imports? Transport cost (all modes) for goods imports, per cent of In 2016, average FOB value transport costs represented about 11.6% of the value of imports for LLDCs compared with an average of 9.4% for Non-LLDCs. Source: Global Transport Costs Dataset for International Trade, built by UNCTAD, the World Bank, and Equitable Maritime Consulting based on Comtrade Plus data 3 How much Euro-Asia LLDCs pay for the transport of their imports? Transport cost (all modes) for goods imports, per cent of FOB value Source: Global Transport Costs Dataset for International Trade, built by UNCTAD, the World Bank, and Equitable Maritime Consulting based on Comtrade Plus data 4 Ports in transport networks : importance of port efficiency Time spent in ports (days), main ports for Euro-Asia connectivity Source: UNCTAD, based on data provided by MarineTraffic, 2020 Harnessing trade and development in LLDCs cannot be achieved without investing in improved transport infrastructure and services and enhanced connectivity.
    [Show full text]
  • The Northern Corridor Monitor Special Issue July 2020
    THE NORTHERN CORRIDOR MONITOR FOR AN EFFICIENT, SMART AND GREEN CORRIDOR Special Issue July 2020 SUSTAINED SENSITIZATION AGAINST THE SPREAD OF ALONG THE NORTHERN CORRIDOR • Together, let’s curb the spread of COVID-19. • Say no to Social Stigma associated with COVID-19. A Multi-Agency Stakeholders Team from Burundi, DRC, Kenya and Rwanda, during one of the Sensitization workshops. Participants during the Validation Workshops on the International Roughness Index (IRI) data collection and the Black spots survey reports, 9th-11th March 2020, Nairobi, Kenya. CONTENTS 4 10 24 36 OUR EDITORIAL TEAM ADVOCACY EDITORIAL OMAE J. NYARANDI • Keep Trade and Cross-Border Transport facilitated ........................................P. 3 Philip MWANTHI Fred TUMWEBAZE COVER STORY Aloys RUSAGARA • Northern Corridor: Sustained Sensitisation against the Spread of Emile SINZUMUSI COVID-19 ..................................................................................................................................P. 4 Elias LEJU LEONARDO INTEGRATION INITIATIVES Lievin CHIRHALWIRWA • Fast-tracking the development of Naivasha ICD and regional Inland Jean NDAYISABA Waterways: a boost to a resilient trade and Transport Logistics system P.12 Cezzy KANIONGA KANIONGA Fred Paul BABALANDA NORTHERN CORRIDOR PERFORMANCES Gideon CHIKAMAI • Covid-19: Impact on Transit Transport in the Northern Corridor region John DENG DIAR DIING .......................................................................................................................................................P.27
    [Show full text]
  • Northern Corridor Initiatives to Promote Sustainable Freight Systems: Experiences, Best Practices & Opportunities
    Multi-year Expert Meeting on Transport, Trade Logistics and Trade Facilitation Sustainable Freight Transport Systems: Opportunities for Developing Countries 14-16 October 2015 NORTHERN CORRIDOR INITIATIVES TO PROMOTE SUSTAINABLE FREIGHT SYSTEMS: EXPERIENCES, BEST PRACTICES & OPPORTUNITIES by Mr. Donat M. Bagula Executive Secretary Northern Corridor Transit and Transport Coordination Authority (NCTTCA), Kenya 14 October 2015 This expert paper is reproduced by the UNCTAD secretariat in the form and language in which it has been received. The views expressed are those of the author and do not necessarily reflect the view of the United Nations. Northern Corridor initiatives to promote sustainable freight transport systems : experiences, best practices & opportunities Donat BAGULA Executive Secretary , NCTTCA Sustainable freight transport systems: opportunities for developing countries UNCTAD, Geneva, 14-16 October 2015 Outline 1. Overview 2. Initiatives & Experiences to instil sustainable transport in NC 3. Opportunities for an efficient, inclusive & green transport 4. Conclusion Northern Corridor Initiatives on Sustainable Freight Transport, Geneva,14/10/2015. 2 1) Introduction: Overview of transport corridors in Africa •Typically sections of the Trans African Highways •Linking landlocked countries to various maritime ports around the continent(land linked). •Aim to boost regional integration and create a larger trade area. •Most corridors have management / coordination authorities to promote efficient transportation of goods, services and people for an integrated regional approach to development.Northern Corridor Initiatives on Sustainable Freight Transport, Geneva,14/10/2015. Wikipedia, 09/09/2014 3 ......OVERVIEW, ….. What is the Northern Corridor The NC is the transport corridor linking the Great Lakes Land locked Countries of Burundi, DRC, Rwanda, South Sudan and Uganda to Kenyan seaport of Mombasa.
    [Show full text]
  • The Northern Corridor Infrastructure Master Plan Aims To: 1
    For the Northern Corridor Transit Transport Coordination Authority NORTHERN CORRIDOR INFRASTRUCTURE MASTER PLAN: FINAL REPORT Executive Summary Louis Berger MAY 2011 Northern Corridor Transit Transport Coordination Authority NORTHERN CORRIDOR INFRASTRUCTURE MASTER PLAN: FINAL REPORT EXECUTIVE SUMMARY Louis Berger 55 bis Quai de Grenelle 75015 Paris, France. May, 2011 Northern Corridor Transit Transport Coordination Authority EXECUTIVE SUMMARY OBJECTIVES OF THE STUDY The overall objective of the study is to develop a comprehensive infrastructure master plan for the Northern Corridor as a long term program for strategic development of the corridor’s infrastructure. More specifically the Northern Corridor Infrastructure Master Plan aims to: 1. define transport infrastructure development needs in the Northern Corridor area through 2030; 2. determine the requirements for missing links in order to cover the (Northern Corridor Transit Agreement (NCTA) member countries, including extending the Corridor to the Atlantic Ocean; 3. proposals to improve the efficiency of the facilities along the Corridor; 4. Advise on the appropriate institutional framework to coordinate and manage the Northern Corridor; 5. Coordinate with other regional organizations to establish an integrated regional network. THE STUDY AREA The study area covers the five Northern Corridor Transit Agreement member countries: Kenya, Uganda, Rwanda, Burundi and the Democratic Republic of Congo (DRC), as well as the whole of Ethiopia, Northern Tanzania and the states which make the Southern region of Sudan. The study area is as shown on the map below. Study Area Northern Corridor Infrastructure Master Plan Study Final Report Page 1 Northern Corridor Transit Transport Coordination Authority In order to also consider the corridors which complement, or compete with the Northern Corridor, the ports of Dar es Salaam and Pointe Noire are also reviewed.
    [Show full text]
  • Distr. GENERAL UNCTAD/LDC/90 3 August 1994 Original: ENGLISH
    Distr. GENERAL UNCTAD/LDC/90 3 August 1994 Original: ENGLISH ENGLISH AND FRENCH ONLY UNITED NATIONS CONFERENCE ON TRADE AND DEVELOPMENT TRANSIT TRANSPORT SYSTEMS IN EAST AND CENTRAL AFRICA Issues, actions and constraints Report prepared by Mr. Alex Rugamba and Stephen Wainaina UNCTAD consultants* __________ * The views expressed in this study are those of the author and do not necessarily reflect the views of the UNCTAD secretariat or of any official administration. The designations employed and the presentation of the material do not imply the expression of any opinion whatsoever on the part of the secretariat of the United Nations concerning the legal status of any country, territory, city or area or of its authorities, or concerning the delimination of its frontiers or boundaries. GE.94-53283 (E) -2- CONTENTS Paragraphs I. Overview of the transit transport situation in East Africa ................ 1-15 General information ................ 1-15 II. Transit transport systems: actions and policies at the national level ........... 16-156 A. Kenya ..................... 16-69 1. Transit routes............... 16 (a) General information.......... 16 (b) Road routes.............. 16 (c) Rail routes.............. 16 (d) Airfreight services.......... 16 2. Transit infrastructure and facilities . 17 - 36 (a) Roads................. 17-22 (b) Rail routes.............. 23-26 (c) Port of Mombasa............ 27-34 (d) Inland container depots........ 35 (e) Oil pipeline ............. 36 3. Customs facilities and arrangements .... 37-48 4. Airfreight services ............ 49-53 5. Actions by the Government and national institutions................ 54-69 (a) Port of Mombasa............ 54-58 (b) Rail services............. 59-63 (c) Road services............. 64-67 (d) Oil pipeline ............. 68 (e) Airfreight services.........
    [Show full text]
  • NCIP-Study.Pdf
    This study has been undertaken with support of the German Federal Ministry for Economic Cooperation and Development (BMZ) ACKNOWLEDGMENT EABC greatly appreciates the support of the German Federal Ministry for Economic Cooperation and Development (BMZ) towards the development of the Report. This assignment comes under auspices of the Regional Project Support on Policy Advocacy to the East African Business Council (EABC) by the Federation of German Industries (BDI) Following the finalization of the work by the Consultant Mr. Julius Oboth Managing Consultant of Ayaah Enterprises Ltd, EABC wishes to express our sincere gratitude to all the stakeholders in the various institutions in the NCIP Partner States, the East African Community (EAC) Secretariat and members of the East African Business Council (EABC) who shared their interesting insights, data and information during data collection period of the study. ii The Investment Opportunities for the East African Private Sector under the NCIP TABLE OF CONTENTS ACKNOWLEDGMENT ................................................................................................................................ ii TABLE OF CONTENTS ............................................................................................................................... iii LIST OF TABLES ........................................................................................................................................ iv LIST OF ACRONYMS .................................................................................................................................
    [Show full text]
  • Sustainable Transit and Transport Corridors in Support of Lldcs Trade and Regional Integration and Cooperation
    Multiyear Expert Meeting on Transport, Trade Logistics and Trade Facilitation, Seventh session: Trade facilitation and transit in support of the 2030 Agenda for Sustainable Development 7 to 9 May 2019 Sustainable Transit and Transport Corridors in Support of LLDCs Trade and Regional Integration and Cooperation Presentation by Frida Youssef Chief Transport Section UNCTAD This expert paper is reproduced by the UNCTAD secretariat in the form and language in which it has been received. The views expressed are those of the author and do not necessarily reflect the views of the UNCTAD. Sustainable Transit and Transport Corridors in Support of LLDCs Trade and Regional Integration and Cooperation Frida Youssef Chief, Transport Section Trade Logistics Branch Division on Technology and Logistics Multi-year Expert Meeting on Transport, Trade Logistics and Trade Facilitation: “Trade facilitation and transit in support of the 2030 Agenda for Sustainable Development” Seventh session, 7 to 9 May 2019. Thursday, 9 May 2019 Transport and trade facilitation are critical for LLDCs trade • LLDCs face special trade and transport challenges, arising from their lack of territorial access to the sea. Exports and imports of LLDCs have to transit through at least one neighboring country, and often use more than one mode of transport. Hence, they also dependent on their transit countries’ transport infrastructure and administrative procedures for moving their exports and imports. • The geographical challenges of LLDCs compounded by weak/inadequate transit- transport infrastructure, inefficient administrative and customs operations have an impact on the cost of trade, where LLDCs pay more what the transit countries incur in transport costs and take longer time to export and import merchandise from overseas markets.
    [Show full text]
  • The Northern Corridordigest
    Issue: #2 2020 April SOUTH SUDAN DEMOCRATIC REPUBLIC OF THE NORTHERNCONGO CORRIDORDIGEST For an Efficient, Smart and Green Corridor UGANDA RWANDA BURUNDI KENYA DEVELOPMENT PARTNERS THE NORTHERN CORRIDOR DIGEST ISSUE # 2 APRIL 2020Y 1 Keep Trade and Cross-Border Transport Facilitated Before the spread of the COVID-19, the Northern Corridor region was performing well. In the period January-December 2019, the Port of Mom- basa recorded 34,439,264 tons with a growth of 3,515,976 tons or 11.4 per cent compared to the 30,923,288 tons registered in the corresponding period in 2018. The overall share of intra-Northern Corridor trade has been increasing over the years. For instance, in 2018, intra-Northern Corridor trade grew by about 2 per cent for Burundi; 13 per cent for DRC; 33 per cent for Ken- ya; 14 per cent for Rwanda and 38 per cent for Uganda. Before the pandemic, Transit times had improved on most routes along the Northern Corridor suggesting that interventions are being implement- ed to facilitate cargo movement. Weighbridge crossing time also improved as a result of implementation of High-Speed Weigh-in-Motion. Exective Secretary Now the “new normal” we are seeing low arrivals of ships at the Port of Mombasa and cancellation as countries tightened travel to contain the spread of COVID-19. The Long Distance Drivers Association also is claiming that its members are taking longer to deliver cargo and return empty containers to the ports, as drivers cannot move during the set times of curfew in Member States. In this time of global crisis, as the UNCTAD’s Secretary-General Mukhisa Kituyi said, “it was more than ever to keep supply chains open and to allow maritime trade and cross-border transport to continue.
    [Show full text]
  • CROSS-BORDER ROAD CORRIDORS the Quest to Integrate Africa
    CROSS-BORDER ROAD CORRIDORS The Quest to Integrate Africa Infrastructure and Urban Development Department African Development Bank CCIA Building Avenue Jean-Paul II 01 BP 1387 Abidjan 01, Côte d’Ivoire www.afdb.org Foreword Cross-border road corridors play a critical role in supporting Africa’s regional economic integration. They improve transport communications between neighbouring countries and provide landlocked countries with access to seaports. They invariably promote international and intra-regional trade by reducing transport and shipping costs as well as transit time for imports and exports. By removing physical barriers to cross-border trade and expanding markets beyond national boundaries, international road corridors foster a conducive environment for the private sector and for attracting foreign direct investments. In addition to enhancing trade and strengthening regional integration, cross-border road corridors contribute to poverty reduction by increasing access to markets and social services. The quest to Integrate Africa is one of the African Development Bank strategic High 5 priorities. The Bank Group has been a trusted partner and has played a lead role in supporting the development and construction of regional corridors throughout the African continent. In addition to removing infrastructure bottlenecks, the Bank has also supported trade and transport facilitation initiatives including the construction of one-stop-border-posts and the harmonization of documentation and customs procedures. Over the past 12 years, the Bank has financed nearly USD 8 billion of regional transport projects. As a result, close to 13,000 km of regional highways have been built on 17 road corridors, along with 26 one-stop border post facilities.
    [Show full text]
  • Transit Corridors Servicing the Trade of Landlocked Developing Countries
    UNITED NATIONS CONFERENCE ON TRADE AND DEVELOPMENT THE WAY TO THE OCEAN Transit corridors servicing the trade of landlocked developing countries Transport and Trade Facilitation Series No. 4 UNITED NATIONS CONFERENCE ON TRADE AND DEVELOPMENT THE WAY TO THE OCEAN Technical report by the UNCTAD secretariat UNITED NATIONS New York and Geneva, 2013 NOTE The designations employed and the presentation of the material in this publication do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delineation of its frontiers or boundaries. UNCTAD/DTL/TLB/2012/1 @ Copyright United Nations 2013 All rights reserved ii THE WAY TO THE OCEAN Transit corridors servicing the trade of landlocked developing countries Summary The present paper looks at selected East African transit corridors which provide access to seaports as gateways to link landlocked developing countries (LLDCs) with overseas trading partners. The report suggests three complementary courses of action to improve transit transport efficiency and sustainability: (a) Building institutional capacity through corridor management arrangements, including formal agreements, where and as appropriate; (b) Improving the reliability and predictability of transit operations by trust-building measures between public regulators and private operators, such as risk-management customs systems, which allow for fewer en route checks, shorter delays and smaller convoys; (c) Developing and operating transport nodes, or freight hubs, with a particular focus on the consolidation of small flows, to create critical masses required to achieve economies of scale, higher return on investment on both infrastructure and transport services, and lead to the development of effective intermodal transit operations.
    [Show full text]
  • Supply Chains and Transport Corridors in East Africa
    International Peace Information Service and TransArms-Research Supply Chains and Transport Corridors in East Africa Anna Bulzomi, Peter Danssaert, Sergio Finardi, Ken Matthysen International Peace Information Service and TransArms-Research 2014 TA-R Supply Chains and Transport Corridors in East Africa Editorial Title: Supply Chains and Transport Corridors in East Africa Authors: Anna Bulzomi, Peter Danssaert , Sergio Finardi, Ken Matthysen Editing: Gabriella Wass Issued: May 2014 Copyright 2014: TransArms (USA). No part of this report should be reproduced in any forms without the written permission of the authors. Cover: Unloading of US ammunition from Maersk Constellation in Mombasa, April 4, 2011. Photograph by “Pwani Images Kenya”. See also: Pinocchio Ltd, The NRA and its corporate partners: US shipments of small arms ammunition by sea By Sergio Finardi and Peter Danssaert, IPIS/TA, March 2013 A Code of Conduct for Arms Transport by Air by Sergio Finardi, Brian Wood and Peter Danssaert, IPIS/TA, August, 2012 Rough Seas. Maritime Transport and Arms Shipments by Sergio Finardi and Peter Danssaert, IPIS/TA, July 2012 The Arms Flyers. Commercial Aviation, Human Rights, and the Business of War and Arms by Peter Danssaert and Sergio Finardii, IPIS/TA, June 2011 Transparency and Accountability, Monitoring and Reporting Methods Under An Arms Trade Treaty by Sergio Finardi and Peter Danssaert, IPIS/TA, February 2012 available at: http://www..ipisresearch.be/search_publications.php For further information please contact: Peter Danssaert - IPIS
    [Show full text]