AFRICAN DEVELOPMENT BANK GROUP

CAMEROON

DOUALA NEW AIR TERMINAL CONSTRUCTION PROJECT

Project Performance Evaluation Report (PPER)

OPERATIONS EVALUATION DEPARTMENT (OPEV)

10 February 1986 -t-

TABLEOF CONTENTS Page

(ii) (iii) (iii) (iv) (v) l. IMRODUCTION...... o.... . r...... o... I l. r GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGE.rno*f"Situatlon (L972-1g83) ...... r.2 The TransportSector ...... 2 1.3 TheAir TransporÈSub-SectoE .o....o....o...... o..... 2

2. IDENTIFICATION, PREPARATIONAND ATPRAISAL OF TI{E PROJECT... . 5 2.1 Project Identiflcatl.on 5 2.2 6

3. 10 3.1 l0 3.2 t0 3.3 lt 3.4 3.5 3.6

4. OPERATIONOF THE 16 4.r 16 4.2 19

5. PERFORMANCEOF ASECNA,fiE BORROIIERAt{D IIIE BAI{K ...... 22 ls 5.1 ASECNA Performance. .. o...... 22 5.2 Borrowerts Pgrformance...... o...... o.o.. 22 5.3 The BanktsPerforrnance ...... r ...... 24

6. ECONOMICAI'ID FINANCIAL RE-EVALUATIONOF lttE PROJECT...... 25 6.1 Projections of the Evaluation ...... 25 6.2 Project frrpact and Future Development...... 26 6.3 EcorprnicRe-Evaluation ...... 29

7. CONCLUSIONS, LESSONAND RECOI.TMENDATIONS.... . 3I 7.r 3l 7.2 32 7.3 33

LrsToF Æ{NEXES..o.o...... o......

Th'G-EGt-Evaluatlon Report was prepared by Messrs. ASKOFARE,Civil Engtneer and P. MORELL,Consttltlng Alr Transport Economlst, followlng their misslon to Ln llarch 1984. Mr. NTA!1E-ME:NSAH,Trarsport Economist, contrLbuted to the revislon of Chapters 4, 5 and 6. _li_

PREFACE

Thls report relates to the post-evaluatl.on of the Dorrala Alr Terrninal construction project ln respect of which an l-nitial loan of UA 3.00 nlLLlon and tr{o supplementary loans of UA 1.11 milllon and UA 0.65 rnllllon were granted. These loans were approved in November 1972' June L975 and March 1976 respec- tively. The loan was ful1y disbursed as at 26 June 1979. the Executlng Agency was the Agency for the safety of Alr Navigation ln Afrlca (ASECNA).

. Ttrl,s project constituted the f lrst Bank operation in Caneroon. I t has been fully executed and became operational in Ùlay 1977. In additlon to the works financed by the Bank, other non-project worl'.s ltere executed out of th''' cameroon Governmentt s own resources fron 1977 0nwards.

'' ' Itre post-evaluatlon report was PieParedred on the baslbbas{i of a mlsslon to Cameroon in M"i Lg84, tire study of proJ'ect docuqrents and. discussions with professionals of the operatlonal departments whlch had to deal with thel p roj ect.

Ihe first chapter conrprises an LntroductLon contal.ning a brtef descrl-ption of overall economic trends ln the country durlng the perl-od LITZ-I}B3. Chaprer II exanines rhe various operations carrled out by the Bank ln connection with the project prl-or to lts lmplementatlon, whLch is dlscussed ln Chapter III. chapter IV revlews the proJect's operation and provides of inforrnation on its rnanagementand income. Chapter V reviews the performance the Borrower, the Executing AP,ency and the Bank. Chapter VI urakes an economic (Chapter and flnancial re-evaluation of the proJect, while the final chapter VII) sets out the concluslons and recommendations. -il 1-

LIST OF ANNEXES l. Map of, couununicatlons facilities in Cameroon. 2. Organization and operatlon of ASECNA. 3. Characterlstics of Airport. 4. Trend of project costs 5. Annual income of airports in Caneroon. 6. Trend of tariffs charged at Douala Alrport. 7. AeronautLcal fees at Douala and other Internatlonal Alrport. 8. Plane movementsat Douala (1974-1982). 9. Passenger movements (I974-1982). 10. Passenger traffic at Douala Airport (Origin/Destinatlon). ll. Freight traffic \(1974-1982) 12. Operating costs pf Douala Alrport. 13. , Project.lon of laridlng fees and paspenger taxes. - 'return 14. Economiô r.t" of (wlthout tlme savings). 15. Economlc rate of return (with tLme savlngs). 16. Organlzation chart of ASECNATsrepresentation in Cameroon. L7. Survey map of Douala Alrport.

LIST OF TA3LES

2.L Project cost estimate. 2.2 Projeet flnancing sources. 3. I Actual project financlng. 3.2 Annual loan dlsbursements. 4.L Allocations from the budget and the srate to ASECNA. 4.2 Formula for distribution of air transport fees. 4.3 Payment into the SpeciaL Account I. 4.4 Varlatlons ln income from the Airports ln Cameroon (1972-L981) . 4.5 Estimates of Douala Airport fees. 6.1 Traffic rrends Douala/ASECNAAtrporrs. 7.L Operatlng cost - Douala Alrport. 7.2 Estimated operating account for CameroonAirports. -Lv- :

EQUIVALENCESAND ABBREVIATIONS

Eouivalences Appralsal (r2llg72) t nffi cra zzg.o

First Disbursement (2/74) I BUA = F CFA 277.7

Last Disbursement (6/79) I FUA = F CFA 276.5

Abbreviations ASECNA Ageicelou écurlte de la navigatlon aérl,enne en Afrlque et à Madagascar (Agency for the safety of Air Navlgatl-on ln AfrLca and Madagascar)

BCD Banque Camerounal-se de Développement

BCAL Brltl-sh CalendonLan Alrways

CAMAIR Cameroon

CCCE Calsse Centrale de CoopératLon Economique

ICAO Internatlonal Clvll Avlatl-on Organizatlon

LBTp Laboratolre du batlnent et des travaux publlcs '. (Bulldl-ng and Publlc ly'orks Laboratory)

UTA Union des transPorts aerlens

FLnanclal Year of che Government of Cameroon I July to 30 June

Financial Year ASECNA/ I January to 3l Decenber

(Art.2) -v-

BASIC PROJECT DATA

(ADB) litle : DOUALANEW AIR TERMIML CONSTRUCf,IONPROJECT Borrower : Governmentof the United Republic of Cæeroon Executing AgencY : ASEOI

Inltial Supplementary SupPlementary I. Iey Data Loan Terms: Loan Loan I Loan II Total

Amount (nil1ion VA) 4.76 3'00 l.l1 0.65 4.76 r nteres t rate (7") 6 6 7 Statutory commission (%) I I I Commltmen t charge ("1) 0.75 0. 75 0.75 Repayurentperlod (Years) L2 L2 r5 Grace period (year) 3 3 I

Di sbu rs enen t arount â-ffirs "a 3 t.ll 0.65 4.76 (ur1111on UA) 4.76 Slenificant Events and dates - Officlal application 2e/u/72 02/75 - Loan negotiatton 21/rL /7 2 - Loan approval 22/rL/72 24106/75 3ri03/76 - Signature of Loan Agreement 09/06 /7 3 r4/08 /7 s 03i0s /76 - Entry into effect of Loan 22/02 /7 4 14/04/7 6 27/rOl77 - Deadline for first disbursenent 22/02 /73 - Effective date of lst dl-sbursenent 22/02/ 74 14/04/76 27/ rO/77 - Deadline for last dlsbursement 30/ 06176 - Effective date of last disburse. ro/04/76 27/ Lo/77 26/06/7e - Completlon of works 15/oB/79

l{iss ions Per io d No.of Dersons Man/i'ays P reparatlon T t" l2/6172 2 I8 App r:afua1 17 to 24/9/72 2 t6 L aunching I to l4/r2/73 I l5 Re-appraisal 17/LL to 3/12/75 36 Supervislon 28/3 to 7/4/77 and 30/L to 7/2/77 and 12 to 2Ll4/78 ( I person) ( 1) (3) 38 P ost-evaluation nlssion t7/Z to 3/3/1984 2 30 -vi-

Ëhe transPor!-seelg Other Bank roiects ln Amount Date of Approved Status T1t1e (nillion UA) l$rp rova 1 Extenslon of the Port of Courpleted 2l/12/76 and 10.00 Douala (ADB) 18l08/77

the Banenda-Ltamfe-Ekok d Study for 2s/0e/79 0.95 ComPlete Road (ADB)

of the Douala-Yaounda waY Construction 28/to/80 l0 .00 Under Road (ADB)

of the new Passenger Constructlon 08/06/82 11.33 Under waY station of Douala (ADB)

Douala-Yaounde railway: re-alignment Under waY (ADB) 22/02/83 22.80 of an ESEKA-MALOUMEsection '\ I StudY for the Yaounde-Kribl 1.78 Probable ' ti Road (ADF) conmencement: of works in 1986.

':i:;+.ir;,., 1. INTRODUCTION

1.1 The Econonic Situation

l.l.l carqoon is a central Afrlcan country wlth a land area of 475,ooo square kilometres and â population of some 9 milllon lnhabitants. Its geo- graphl.cal location.makes it a preferential point of transit betlæen l,lest and Central and East Africa. Otoirrg to its elongated shape in the north-souÈh dLrectlon, with its resulting varfuty of clirnatic zones, the country offers conslderable potentlal for tLnber production, agriculËure, stock-rais1rrg and hydro-electric polter. Careroon a ls o has I ar ge mineral d eposlt s: bauxl-te, Lron , oil and gas. It becamean oil producer in 1978.

7.r.2 Its cDP (at current price) whlch stood ar F CFA L22.2 billlon, or F cFA 21,500 (Us$ 150) per capita, Ln 1960, rose ro F cFA L.748 bLLlton or F CFA 198,000 (US$ 840).per capifa in 1981-82. The ccuntryrs five-year developnent plan for'the period 198I-86 proposes to increase GDp to F CFA 2',OOObtllion by r986.

1.1.3 Investments have lncreased at a very fast pace. For instance, from 1979 to 1982 they almost doubled, reaching F CFA 539 rnLllion in 1982. Ttre share of the infrastructure sector has also increased very sharply: frorn F CFA f56.8 blllion under the Fourth Plan (f976-f981) rhe share of investments in the transport sector ktas estirr,ated at F CFA 486 billion (or 21 per cent) of LnvesÈ- ments under the l98f-86 Plan, totalling F CFA 2,300 billlon of Lnvestments to be made. f.1.4 From I979/80 to I98O/84, the trade balances showed a surplus, lncreasing yearly at an average of 60 per cent; the overall current account nas, during the sarneperlod, positive on the whole.

1. f .5 Cameroonts total public debt reached US$ I.9 blluon in lg82 L/ , representing 29 Per cent of GDP of that year. Ttre debt service raÈio \ras estLmated at abouË 12 per cent in L983/84 and is therefore very low ccmpared to most of those of other third world countries.

I/ Source: E.I.D. , 1984. -2-

1.1.6 Budget expenditure (ord&rar-Y and. invq'sene'.rt) increased substantially from F cFA lB7 from L979/80 to Ig84/85. During ihis period, they increased over 56 b illion Èo F CFA 620 billion represetrtù:g an average annuai increase of per c ent.

1.2 The transport sector

diJf erent f actors, 1.2.1 Caneroont s Èransport syst.em is governed by tliree its namel-y the elongated shape of the country, with its nerrow seaboard; Douala, the economi'c capital; external tradlng Pattern throuqh the rna'in Port of located in the West and the fact that its adminlstratirre capital, Yaounde, is Central part of the country.

paved L.2.2 Thc transPort system comprises 65,600 kilometres of dlrt or sea roads, I,i72 ki-lometres of railway lines, one main sea port and 3 secordary managed by portst and 42 airports of , diff ering cêtegories, ten of rùich are ASECNA. ..

transport r.2.3 the Ministry of Tran-sport is responsible f or managlng the out transport projects' sector, and the Ministry of Eqrripnent, for carrying responsible fo:' the Ministry of TransPort, for lts part' is more specifically general departments dealing transport planning ancl policy. It comprises three resPectively' with civil avlation, land transport and naritine transport

sub-sectors 1.2.4 Ttre lack of eo-ordj-naËion between che.'.'.jrious transport j-es lb'ie f or the sector' Hence ' is a matter o f concern to tlitl auihorit respoi:s cr.r-crdJnation of the transport l-n an endeavour to irnprcve rire planning and b;' the World Bank' qtas Started ln Sector, â Sectoral transport !itud:t, flnartcecl r 984.

or 1.3 I'he air tr-ansPort sû

Administratlon

o comes under the r.3.1 The aùninistration an.J nanâge:llelli. rli thi sub-seccr.,r for the regulation civil Aviation Department, wliich ts responsible Promotion, j-r,il and ttre Agency for the Safety of and control of all c aviation operatj-Lrns, managenent of al'rports and Air Navlgation ln Af::ica (ASECNA), to which the Dakar ccriverttlon. alrport facilities is entrrlsted uncler the -3-

1.3.2 ASECNAplays a key role (cf . Annex 2) in the c ivil avlatlon sr:b- sector. Under the Dakar (formerly St. Louis) Conventi,on, it 1s responsible for for ensgring the safety and regularity of flights over Caneroon teritory and handllng air traffic at the airports of Douala and . It is also respon- for sib1e, under a special conventlon concluded with the Caneroon Government, the comnercial management of the Douala atrport, as well as for the general nanagement of eleven other alrports, including that of Yaounde.

The countryr s airPorts

1.3.3 In all, Cameroon has 42 airports of various categories. Three of these can take l-nternational f lights. ilowever, only the airport of Douala and of Garcua, which w111 soon become operatlonal, c€In acconmodate large carrl-ers (B 747, Alrbus, DC 10, etc.). Twelve other alrports recelve regular domestic fllghts by smaller aircraft.

Ttre alrllnes

1.3.4 The natlonal alrllne, Caleroon Airlines (CAMAIR), has the monopoly of Èhe operation of commerclal flights on domestLc routes. It also operetes regional services to , , Natrcbi, Cotmou' and in competitlon with Atr-Afrlque, Nlgeria Airways, Ethiopian Airllnes, Alr

and Alr Zaire. In addlt ion, CAI-IAIR operates lmg distance f lights between Douala and , , and , together with UTA, Swissairr ând Brltish Caledonian Ainrays. Sabena, Aeroflot and Ethioplan Airlines operate

connecting fllghts to , Moscow and Addis Ababa respectively.

1.3.5 The CAI{AIRfleet consists of the following aircraft:

I Cornbl (266 seats and 35 tons of frelght) I Courbi (108 seats and 14 tons of freight) 2 (108 seats or 14 tons of fretght)

rn addltro], ;;i:'i",ti:iï'; ;;,'.'":îi î:"i'f,"1,"'". in orderto ensure t continuity of services whlle its lurnbor aircraft ls grounded for annual maintenance, and a C 130 from the CameroonGovernment for addltlonal domestic cargo flights. -4-

I .3.6 CAI"IAIRfstotal traffLc increased from 188,800 passengers in L972-73 to 645,4OO tn 1982-83, representing an annual averâge growth rate of l3 per cent. Slnce the new Douala alr terminal was opened, CAI'IAIR!sdomestic traff ic has been lncreasing by 15 per cent a year and its long-distance trafflc by 13 per cent a year, as against only 4 per cent a year ln respect of its reglonal traffLc.

1.3.7 Amcng the projects planned for the transport sector, some may be partlcularly relevant to the air transport sub-sector. In additlon to the transport plan already nentioned, these chlefly involve:

(i) the extension of the Douala runway from 21800mto 3,400m;

(ri) the entry into service of Garoua alrport, for fllghts to ;

(fl1) the design and prospectLve constructlon of a nerr internatlonal class airport at Yaounde capable of taklng large carrlers;

(iv) the equlpplng of varlous seeondary airports whlch ere under constructLon or are already planned (Bamenda, Foumban, );

(v) the upgrading of the railway linking Douala and Yaounde and the reconstruction of the road financed by ADB.

iic: -5-

2. TDENTIFICATION, PREPARATIONAND APPRAISAL OF THE PROJECT

2.L Project Identificatlon and Preparation

2.L.1 It was durl-ng a general misslon to Central Africa that the Cameroon Government drew the Bankrs attentlon to the project to relocate the airport facllLtles of Douala. This relocation exercl-se had been under conslderatlon rTripartite I slnce 1959. A flnanclng agreement known as the Conventlon covering the relocation of the facilltles had been signed ln l97I between the Government of Caneroon, and ASECNA.

2.1.2 Followlng an offlcial request by the Governurent of Cameroon on 28 February 1972, the Bank sent a pre-appralsal mission to the country from 4 to 12 June 1972. The mlssion noted that all the new facilities, comprlslng the runway, the frelght bulldlngr the technlcal block and the aLrcraft parklng apron had either been compleÈed or pere ln the process of belng completed and that tt was therefore necessery to embark, as a maÈter of urgency' on the constructlon of the passenger termlnal.

2.t.3 However, the misslon decided that the Bankrs appralsal of the project should not be started untl1 f u11 Lnf ormation lvas available concerning the tSpecial Accountt and untll Article V of the Tripartite ConventLon, whlch

restrLcted bidding for constructlon of the air termlnal to contractors from the

f ranc zone, had been amended. The Tripartite Conventlon l^/as e Financing

conventlon between France (CCCE), ASECNA and Cameroon on the basis of whlch the three concerned were to provide all the funds required.

2.1.4 the ISpecLal AccountI Ls an account lnto whLch a variable proportlon of the eountry's earnings from air transport is pald. Thls account ls kept wlth ASECNAmanagement ln Dakar , where the royaltles are levied. The reserves accumulated in thls aceount are essentially earmarked for financlng air trans- port l-nvestments 1n Cameroon. The trend of thls account 1s analysed ln para- graph 4.1. -6-

2.2 Project Appraisal

2.2.1 The project lras appraised by a mlssion comprlsing a transport econo- mist and a civll englneer, whlch vlsited Cameroon frorn 17 to 24 September 1972. The appralsal was based on the informatlon gathered durlng pre-appralsal and on addltlonal infornation supplied by Cameroon at the Bankfs request. There was no feasibillty study. Idith regard to the englneering design, a prelimlnary study had been carrled out in L97O, and thls was followed up by a constructlon deslgn carried out by ASECNAin collaboration wlth an archltect appointed by the Cameroon Government. The missLon had been assured that procurement of goods and services would be in accordance wlth the Bankrs procedures, as soon as it participated in Ëhe financlng.

Pro-iect Objectlve and Conponents

2.2.2 The objectlve of the project r/as to provide Douala, the only lnter- natlonal airport in the country, with a modern alr terminal capable of handllng 1,800,000 passengers a year. This w111make lt possible to:

(1) separate domestl-c traffic from internatlonal trafflc;

(1i) handle passengers at the rate of about 1r000 passengers/hour;

(iii) provide government departments and aLrlines wlth adequate facillties for their operatLons;

( iv) provide passengers wlth the comfort and facilities expected of an internatlonal airport (bars, restaurants, shopsr pâssengêr lounges, tollet facilitles, car-parks, etc. . . ) .

2.2,3 the alr termlnal- was deslgned ln the forrn of a three-stepped rectan- gular buildtng. The structure and foundatlons were designed in such a way that the bulldLng can be extended 1ateral1y as well as vertlcally ln accordance wlth the followlng planned Lrnplementatlon phases:

(r) phase 1.4 = traffie of 1,800,000 passengers for an area of 17,717m2; -7-

(ii) phase 1.8 = trafflc of 2r000,000 passengers for an aree of 19,226m2;

(lii) phase t - traffTc of 2,000,000 passengers for an area of L9,226m2 (with in additlon all mechanical lnstallations for general operatlons);

(iv) phasel=trafficof 3,000,000 passengers for a total area of 23,635m2.

2.2.4 Pursuant to the decision taken by the Cameroon Government, the future alr terminal was to be built from the outset to phase lB covering an area of 19,225m2 capable of handllng the traffic around I9g2 l-.e. 2,000,000 passengers Per year. The bullding was to comprise three levels wlth quite distinct functions:

runderground (i) the parkingr level, openlng onto the alrcraft areas ' trras to comprl-se the special terrnLnal f or dornestlc fllghts' a baggage arrival hall, a eovered car-park for 150 vehleles, offlces and servlce areas;

'ground (ii) the floorr level with an area of 7r5oom2, rùas to include a public hall (for 21000 people), shops, offlces for government

services such as customsr police, health, and the post offlce and for the airll,nes, check-in count€-rs, arrival and departure lounges for lnternatlonal passenger:s, and duty-free shops;

(lii) the 3,700m2 upper leve1 is reserved for both pub!-lc and duty- free caterlng and includes office space for the alrilnes and the terminal operating servlces.

The project also provided for the fJ-tting-out of rhe building wirh a public address system' remote-controll.ed flight schedule display panels, escalators leading to the car park or from the domestlc flight terminal to the public hal1, and air conditionlng.

2.2.5 The termLnal was accordlngly designed ln such a hray that passengers

are requlred to go from the termlnal building to the alrcraft elther on foot or by bus. -8-

Estimated pro.iect cost and f inancing

e st lmated by the appraisal 2.2.6 the cost of phase lB of the project h/€Is I/ - DroKen dorlrt as f ollows: mission at F CFA 1,534 million, or UA 5'52 million'

Table 2. I Pro i e"Tl6EEt imat e

ComDonents Construction of the air terminal 200 Internal amenitles 65 Stud ie s and s tP ervis lon of the works 65 Physical contingencies 104 Price revision

Total 1,534

rnillLon (43 per cent) ln local The total ccst was broken donn into F CFA 659 foreign exchange costs' costs and P CFA 875 nilllon (57 per cent) in

flnanced by cameroon' Frarne 2.2.7 the project was orlglnally to have been in March l97I' However' w*ren and ASECNAunder the Trlpartite convention slgned wa's revised as follows: the Bank was brought in, the financlng plan

Table 2.2 Pro-iect ffiEEil sources

Anount Aunrnt (l9Pa titlt.".) (UA rn1111on) Sources

834 3.00 ADB 500 1.80 B CDlCCCE I | 200 o.72 ASECNA (Carneroon Speclal Accq,rnt ) 1,534 5.52 T otal

LI 1 UA = I CFA278 (1972) -9-

Procurement of s and servlces and constructlon schedule

?..2,8 At the Bankrs request, goods and services l^tere requi-red to be procured through international competitlve bldding and no longer to be confined to the franc zone, as provided for ln the Tripartite Convention. The works hrere to be contracted out as bid paekages, given thelr speclallzed nature and to mlnimize constructlon costs.

2.2.g The consÈructlon schedule provl-ded for the air terminal to be completed in less than two years; the construction works were exPected to start l-n February Lg73 and to end in 1975. The appraisal report staÈed that the works would have Èo start Ln February I973, since thelr completlon would otherwise be delayed by one year on account of the heavy rains ln Douala. -t0-

3. PROJECTIMPLEMENTATION

3.1 Loan Effectiveness

3.1.1 The initial loan of UA 3.00 million granted to the Government of Cameroon was approved by the Bankr s Board of Directors ln November L972. However, the loan agreement was not slgned until 9 June L973, the ti-me lag of nearly seven months between the approval fo the loan and its signature belng chlefly due to the other engagements of the Bankrs President, who proposed to sign the loan agreenent in Cameroon during the visit he had scheduled to that count ry .

3.1.2 The loan became effectlveon 22 February 1974. ft therefore took for about eight months to fulfil the loan conditions, whlch is about average granted to that requirement. Since this was the first loan which the Bank had qulte Camemon, the length of time needed for that purpose can be sald to be reasonable and is primarlly accounted for by tire fact that a lannching mlssion the visited the country ln December 1973 to offer guidance on the fulfilment of condit ions precedent.

3.2 Procurenent of Goods and Services

3.2.r the rnain strtretural and appurtenant works on the buildlng were put L974' and out to international tender Ln May L973, February I974 and June contracts were subsequently awarded for a total amount of F CFA 1,328,0951081 under Contract No.2/73i A and its addenda. Ihe bid packages for such amenities display as the baggage conveyor, the public address system' automatic doors, and panels, and so ollr and for the professLonal servlces of the architect subject ASECNA, together wLth external works (roads, ligl'rting, etc.) ' \.Iere the This brought of separate contracts amountirrg to a total of F CFA 424,246,454' the total amount of contracts awarded through bidding to F CFA 1,752'241,535' panels' Various other contracts (fittings, kitchens, polyster door and window nego- welghing machines) amounting to a total of F CFA 94,015,015, had to be specialJ-zed t iated by prLvate contract because of thelr l.irnited scoPe or out at character. The total amount of the pmject contracts accordingly worked cFA 1,846,256,550. - lt -

3.3 Execution of the works

to Yay L977, 1'e' over a 3.3.1 The works were carried out from Jarruary 19t4 of tlre building lÙ-asnaturally constructed total period of 4l months. The shell year behind schedule. As constructlon flrst (in January Ig74) i.e. about a out under the leadershlp of the proceeded, the appurtenant works were carried ' Signif lcant problems encountered rnain contractor f rom June Ig7 4 onrr'ards the appurtenant works: htater-prooflng' durlng the constructlon originated from signs' painting, aircondltioning and illurninated

very tight work schedule, llater-prooflng 3.3.2 l^later-proof ing: owing to the of the rainy season' at the cost of works had to be executed at tlte helght t f c'r this reason, the air terrnlnal urociificatlons which are stJl' l ."Lis1iletr;ry; st111 has leaks which are embarrassing again'

t-r l .-.11,{.:.- ir..ll: rlf L]ic frontage 3.3.3 Paintlng: the painting on the as'l' -, tests whlch produced results had to be done again: this called for laboratory this problen' the appllcatlon of which made it posslble to :'esolve

rton the contract went 3.3.4 Airconditionlrrg: slnce the flrst ftrm whlch o'r'!i'3r contrectols had to bankrupt during the executlon of thls f irst, twc The alrconditionlng Ls complete the works. This resulted ln prlce escaîation' of certaln shafts stl1l defectlve because of the non-laylng or defectlveness (box rnachlnes) have provided for ln the project; some machines girders' Pumplng proved to be defective or have insufficient Po!ùer'

yet been flxed; the contractor' 3.3.5 lllurnlnated sign: thls slgn has not but has not yet sent who is based ln Dakar, has supplied part of the equlpment an installation team to the slte'

Works executed

works provlded for ln the 3.3.6 Apart from the lllumlnated signs, all the supplementary arrenltles' have origlnal project' as well as those for various "jettlest' 2 works for and been ful1y completed. This ls also true of the phase ln 1979' wlth telescoplc gangways, the first Part of which became operational the end of the flrst half the second portion being schedule for conpletjon by of 1984. -12-

3.3.7 Tlie air terminal as built is one of the largest in Central Afrlca. It has a total area of sorne 19,400 m2, and can be extended both 1atera11y and vertically. The public hall measures 4,000 rr2, while the departure lounges represent a combined area of 2r300m2. For baggage registration purposes, there are 18 check-in points equipped with automatic weighing-machines. For depar- while there iure formalities, there are four police booths arranged in a row, further are 6 booths for incoming passengers wlth room for the installation of

turo.

3.3.8 This air terminal meets satlsfactorily the needs for whlch lt ttas planned, namely: the handling of a peak traffic of 1,000 Passengers/hour, the

separation of local traffic from lnternational traffic; a capacity of 1,800,00O passengers/year vhich is still far from recelvln. Other 2 works were started "3ettiest'wiEh at the end of 1976. These involved mainly the constructlon of

collection halls and telescoplc gangrrays. The total cost of these non-project the works amounted to some CFAF 3,641 rnilllon. The Bank was not approached for of financing of tlese works whose supplementary cost increased the final cost

the air terminal to CFAF 6,549 mi1llon.

Internatlonal 3.3.9 AII the works involving the modernlzation of Douala and car- Airport (runr.,ay, f reight building, technical building, alr terml-nal air parks) were sati.sfacto::ily executed. With particular reference to the standard terminal, the structure and equipment are of a generally satlsfactory

and appearance.

3.4 Flnal Cost of the Project

3,4 . 1 The final eost of Phase 1B works amounted to CFAF 2'908 billlon. as Accc'rdir:g to the financial review ma'fe on 15 August 1979, they were financed f ol.lows: -13-

Table 3. I Prglected ard Actual Pro-iect Flnanclng (1n CFA m111lon)

ProJ ec t 1o n Actua 1

ADB 834 L,322.6 BCD/CCCE 500 500.2 ASECNA (Spectal Account) 200 280.0 State Budget 805.4

TOTAL l, 534 2,908.2

lable 3.1 above shows the slgniflcant change made Ln the actual flnanclng of the proJect comparedwith the estimated cost. Following the increase ln costs, ADB, BCD and ASECNA(Special Accq.rnt) were all cmpelled to provide srpplernen- tary ftrnds. Moreover, the Governnent contributed CFAF 805.4 rullllon fron Lts equlty, representlng 27.7 per cent of the total cost of the tnittal proJect. The Bankr s contrl.butlon ftnally accounted for 45 per cent of the tota.l proJect cost. this flnal cost represented an overrun of 90 per cent cmpared wlth th..: estlmated cost ln L972 and of 25 per cent compared wlth the cost re-estinated tn 1976 (see Annex 4).

3.4.2 these steep cost Lncreasea were due to the soarLng prlces reeorded Ln 7974, the two-year deJ.ay ln proJect lnplenentation and the cost of the supple- mentary works lnvolved ln landscaping the surroundlngs and ltghtlng the aprons.

3.5 Loan Disbursements

3.5.I the yearly dlsburscnents of the ADB loan were nrade as follows: - 14 -

Table 3.2 Annual Dlsbursements of the Loan (1n million UA)

Year Inltial loan Supplementary Supplementary loan I Ioan 2 r974 l.ll r975 t.32 r976 0.57 0.56 r977 0.55 r 978 0.39 1979 0.26

To tal 3.00 l.ll 0. 65

3.6 Performance of the Contractors and the Consultant

Performance of the ContracËors

3.6.1 The performance of the dlfferent companies to which the contracts for the works rtere alrtarded was generally good, except for watertightness, aircondl- tloning and lllurninous slgns. The Company (CODETAF, Ivory Coâst) , whlch sometl-mes had to work under the raln, could not be er'.Eircly blaured ior Lhe poor rratertlghtness works i 1t, hcr r r'er', reruiiirrs rcliI..('irsibie f or tlre wor k dorre and had to be brought along fronr the first year of the project operatlon to do the hratertlghtness works again. The first conpany (CETRIC) responslble for the airconditlonlng system \^ras declared defaultlng durlng the execution of works, and it was replaced. Two other companies took over to cornplete the works; the defects which perslsted were attributed to the first contractor; however, desplte varlous lnterventJ.ons the operation is not satisfactory. With regard to the l,llurnlnous sLgns, Lt is not very well knor^n what obstacl-es lmpede the t'Ateliers company, du NEoNrr, to dlspatch a gang to install the equl,pment supplled.

Performance of the Consultant -15-

of the 3.6.2 ASECNA!ùas responslble for the inspection and supervlsion (sotl and socOTEC(struc- works and was assisted by (L.B.T.P) and concrete) whlch makes tt the tures) ASECNAIsrole is spelt out ln the Dakar Agreement, In lts dual ExecutLng Agency for alrport projects ln the member countries' works' ASECNAwas capacity as del-egated proJect manager and lnspector of project, technical responslble for matters concernl-ng the adnlnlstratlon of the sent to J.nspectlon and preparatlon of the progress rePorts whLch ltere regularly "subdlvlsion trans- the Bank. In the field, the works lrere supervised by the asslstant, f ert des lnstallatlons" comprJ,slng trùo engl-neers and one technl-cal frDLrectLon Dakar. who, ln turn, were supervised by the des l-nfrastructurest'ln played Lts InspectLon and supervislon of the works were satlsfactory. ASECNA and role satlsfactorily. However, wlth regard to Ëhe acceptance, trials operation durlng the year of guarantee lts performance was not satLsfactory. resPon- It should, l-n collaboratlon wlth the Governrnent compel the companles do the s1ble for the uncomplemented components whlch are functlonlng badly, to thls' works over agaLn, repaLr or replace the Parts or defected equipment, and even before the end of the guarantee yeâr. - 16 -

4. OPERATIONOF T'I{E PROJECT

4.1 Operating Agency

ASECNA under the Dakar 4.1.r The entire Douala Al-rport ls managed by rtechnical under the special conventLon between Conventlon for the aspectr and It was ln 1977' when the new Cameroon and ASECNA for the comrnerclal aspect' 'Douala Alrport Managementr servlce alr terminal went into operatlon, that the ASECNA Representatlon Offtce hras established; thls service ls attached to the

in Cameroon.

tThe eomprises five offices placed 4.I.2 The Airport Hanagementr servlee "Alrport It conslsts of: under the authorlty of the Managerr.

of the ({) The technical office: in charge of the maintenance wlth a staff dl-fferent ltems of the alr terminal equipment, and various cornprlsing electriclans, mechanies, plumbers technicians;

and (ii) The commerclal offlce: in charge of the establishment agreements' monltorlng of of f I'ce ' store and space leasing

accounts and the budget;

: ln charge of supervlslon of the alr (iil) ISæ"tf"" ""a ""p"."it terminal and of cleani-ng;

ln (lv) offLce of general affal-rs: in charge of traffic operations' collaboratlon wlth CAMAIRcompany'

(v) Secretariat

I'Alrport ls purely comrnercial' 4.1.3 The role of the Management" servlce only the extra-alr transport The annual budget which tt Prepares concerns incomes' As far as expendl-tures are royalties ((different leases) representlng and operatlng costs of its concerned, it ls only ln charge of minor malntenance ol'nunlt.Thestaffofthe|AirportManageuentIservlce,whichtotalled23 45 hostesses and staff' persons at Lts Lnception is nohT 95 includlng Junlor lncludlng the chtef of service supervlsl,ng staff comprlses only three Persons and admlnlstratlve personnel' himself. The rest ls made up of technicl-ans -t7-

Investment Financing

4.1.4 As part of the Dakar conventlon and of the speelal contract between the Cameroon Government and ASECNA, lnvestments were made in the air transport sector under three budgets:

1) budget Artlcle 2: concerns operatlng costs and capltal outlays of communal actlvities (see Annex 2) and whose revenues come from air transport royaLties, state contributions, partlclpatlon Ln the on-costs of the Agency and levies ln respect of varlous servlces;

1r) budget Articles 10 and 12: thl-s budget concerns non-eomunal actlvitles, such as managementand maintenance of facilltles not lncluded Ln budget Article 2. this budget comprlses two accounts: operating Account and rnvestment Account which Ls the speclal Account to whLch the appraisal report made reference.

lable 4.1 Governrnent allocations to ASECNA (tn milltons of F CFA)

Flnancl,al Year Artlele 2 Artlcle 10 Artlcle L2 Total

L97r/72 210,0 74,O 46,O 330,0 t972/7 3 212,O 80,o 58,0 350,0 r973/74 212,0 80,0 58,0 350,0 1974/75 2r2,0 LOg,2 63,9 385,0 r975/7 6 2r2,O 109,2 63,8 385,o r976/77 233,2 gg,0 63,9 385,0 1977178 233,2 88,0 63,9 385,0 r978/7e 267,6 150,0 92,O 509,6 t979180 294,3 231,0 92,0 617,3 r980/8r 34I,0 422,0 54,5 817,5 r98r / 82 409,I 355,0 54,5 817,5 1982183 383,4 396,6 54,5 934,5

Source: Civll AvLatlon Department, Yaounde. - tB -

4.r.5 The purpose of the Special Accorrnt 1s to meet the debt sarvice oL lnvestments in the air transport sector. Funds for this accounÈ is provlded by State subsidy and deductlons from varjous alr transport earnings (wlth the exceptlon of those of Article 2). A study of the above table reveals that State contrlbutions have increased sharply following the openlng of the Douala Alr terminal in L977 (investments in the rew alrport at Garoua were financed outslde the budget and are therefore not included in thses amounts. This l-ncrease was partly due to the salary increases decided by the CameroonGovern- ment in 1979. The use of the funds generated by Caureroonts airports Ls deter- mined by a fairly complicated system of distribution of fees: funds for debt servlcing and for nel/ investments are provided by pa)rments into the Special Account according to a variable percentage (see table beloz).

4.L.6 Table 4.1 below shows a sharp decline in the percentage of fees to be paid lnto Speclal Account l. I'Ie could not obtaln any explanatlon as to thls decision, though the iupressLon galned is that this account had sufflclent funds to relmburse the financlal charges on the investments.

Table 4.2 Fornula for distributlon of ai.r transport fees (percentage pavrnents into the Speclal AcccunÈs I

r97 2 1980 Le82l83

Landings 25 27 -31 16-t7 Passengers - dornestic 10 10 0 - reglonal 46 44 23 - Internatlonal 42 42 42 F reight 100 50 50

Source: ASECNA

4.1.7 In 1981, payments into the speclal account were f ar in excess of th,- projectlons made by ADB in 1972 when it appraised the project. After the reduction of the percentages 1rr L982, the relatlonship betueen the tr,Ë was

narrowed down. -19-

Table 4.3 Payments into the Speclal Account I

Proj ected Actual Difference in Z ({n F. CFA rnilllon) (ln F CFAn1111on)

198I 266.4 409.3 + 542 1982/83 280.6 311.0 + r17"

However, in view of the new investmenÈs envisaged, (Yaounde Alrport and others) the speclal account will in future probably be unable to cope with the repay- rnent of borrowings; the State w111 then be made to lncrease lts subsldies.

4.2. Project operating performance

4.2.I Passenger trafflc has Lncreased steadLly slnce the alr terminal was conrnlssl,oned. It rose frour 450,000 passengers in 1977 to 750,000 in 1982' an increase of 11 per cent a year; this ls very close to the appraLsal estl-mates of 10.5 per cent, while transLt passengers lncreased from 48r000 to 65,000 over the same perlod. Alrcraft movernents have increased by 6 per cent whereas frelght trafflc lncreased only slightly (2 per cent) probably because of the stoppage of the alrltft of food to NJamena (Tchad) from Douala.

4.2.2 this increase Ln the alrportts actlvitles ls givlng rise to a growl.ng demand for organizational, maintenance and admlnistratlve facilities to be provlded by the airport management servLces. The facts go to show, however, that this ls currently not capable of satlsfying the requlrements because of l-ts inadequate structure and lack of autonomy. As organized at present, 1t cannot assemble all the financial and accounting LnformatLon of dlrect relevance to it, such as l-ncome, expendlture and investment, nor can lt plan lts development. Douala Alrport ls being run at a loss. Consequently, lt recelves subsidles from the Government. Every effort should nevertheless be made to ldentlfy expendl-ture and income more closely through stricter and more effLclent managenent. It seems therefore necessary to strengthen and restruc- ture the Airport management according to the obJectives whlch the Government would llke lt to achieve ln future. Slnce solutions to the issue vary' a detalled study should help to deflne an optimal solutlon wlthln the purvlew of local lnstitutlons and practlces -20-

Income

4.2.3 The bulk of Douala Alrportrs income consLsts of fees or taxes derlved dlrectly from aircraft and passenger movements and from proPerty and trade levies.

l. Fees from traffic: landing (Per tonne, accordJ.ng to welght at take- off), parklng (per hour, wlth 2 hours free of charge), freLght (outgoing lnternational freight per kg);

2. Indlrect fees: rentlng of 1ands, offlces, etc., variable trade fees (shops, bars, restaurants), serviee charges (electrlcity etc.).

4.2.4 All the fees concernl-ng the first group above are paLd by the aLr- lines directly to ASECNAin Dakar, while those in the second grouP are paid to the Douala air termlnal management.

4.2.5 Annex 5 shows the annual lncome trends for all alrports in Cameroon. Total lncome lncreased frorn F CFA 427 nillion 1n l97f (A-DBevaluation, L972) to F CFA 1,596 rnilllon 1981, an average annual growth rate of L4 per cent- Between 1978 and 1981, the increase was less marked (11 per cent), in spJ-te of an lncrease of 29 per cent a year in Ëaxes in resPect of radlo beacons and 13 per cent ln passenger fees. The growth in incorne depends on the simultaneous lncrease in tax rates (Annex 7), pâssenger traffic and alrcraft movements (Annexes I and 9).

4.2.6 Passenger traffic has recorded an average increase of 12 per cent a year over the past ten years and corrnercial alrcraft movements an average increase of 7 per cent for all the countryrs airports. It should be noted that the passenger tax has not changed for more than seven years, while lncome from tax has risen quite sharply on account of the substantial increase in passenger trafflc.

4.2.7 In 1980, Douala Airport was among those charging the hlghest landing fees in Afrlca (see Annex 7). Thls comparison does not lnclude taxes on radio beacons, parking, navlgetl-on, etc., but the level of these ls considerably lower than those at other airports. The managementof Douala alrport intends -21 -

to lntroduce a tax levled on the use of the gangr,rays(l) after they have become fully operatlonal. Such a speciflc tax exlsts only at a few airports ln the world.

4.2.8 The lncome of all the aLrports ln Cameroon has exceeded the proJec- tions made in 1972.

Table 4.4 Variatlons in Incoure frorn îEffirt of Cameroon (1972-1981)

ProJectedrate (1971) ---iT:T-Actual Rate LandLngs + 6.0 Passengers + 8.0 + Ig.0 Freight + 7.0 + 3.0

The above proJectlons did not take aecount of the relatlvely sharp increase in slgnalllng and landing unit taxes. The freight growth rate is much lower than proJected. Property and trade taxes amounted to F CFA 37 nl-llion ln 1982/83 as against F CFA 49 rnillion envLsaged for the same year.

4.2.9 ASECNATsaccountlng system allocates aLr transport fees both to the ttArtl,cle rrArtLcle 2t' and l0t' accounts and to the special accounts. The income collected 1n thls regard is not available by airport but are glven globally for the aLrports in the country. The estl-mates of income from the Douala airport h'ere Prepared by the rnisslon on the basls of the prevalling tariffs and current volume of traffic.

Table 4.5 Estlmates offfiTirport Fees (in nl11ton F CFA)

r98r/82 1982/83

Landings 563 580 Passengers 332 350 Freight l8 20 Radlo beacons t20 170 Extra-alr trensport 155 160

The above total of F CFA 1.033 bllllon collected at Doual-aLn 1981 represented about three-quarters of fees Ln those categorLes for all the alrports ln Cameroon.

(1) At present only aLrcrafts blgger than the 8737 use these gangways. -22-

5. PERFORMANCEOF ASECNA,THE BORROI.]ERAND THE BANK

5.1 ASECNATs Performance

the 5.1.1 As far as the proJect (and the more conprehensive one lnvolving the transfer of the Douala faclllttes) are concerned, ASECNA performed following tasks:

i) prelininary and construction designs ; ii) delegated proJect manager; iil) works inspectl.on and supervlslon.

Bank and the Consldering the results obtalned both in lts relatlons wlth the lts servlces Borrower during the preparatlon and lrnplementation of the project, to the were not entlrel-y satlsfactory (see paragraph 3.6.2). Wlth regard restructure runnlng of the Alrport, efforts are belng urade to reorganl-ze and (ASECNAand Governnent) ' It. Allocatlon of funds also tend to be indlspensable

to be a 5.L.2 Generally, sLnce lts establishment in 1959, ASECNAhas proved of civl1 valuable lnstrument for regLonal co-operatlon and for the trainlng the non- avl-ation officers of nember countries. DespLte e reductlon ln by national comnunity part of its task which is lncreasingly assumed directly the prLnciple of lnstLtutlons established by several- of its member countrles, has also learnt lts usefulness and competence-has not been questLoned. ASECNA ln its mlsslon' to adapt ltse1f to the different changes whlch have occurred collaborates each It therefore remal,ns a dependable partner wlth which the Bank l'lest African country tlme that tt lnvolves airporÈ project ln French speaking or in Madagascar.

5.2 The Borrower's Performance

condltLons 5.2.r The Borrower experlenced dLfflcultles Ln fulf111lng the lts disbursement precedent to Ehe flrst dLsbursement and also in subnitting due to the fact that applicatlons on schedule. These dtfflculties were chlefly wlth the Bank and also thls was the first loan whLch Cameroon was contracting to fo1low ln the to the complex procedure whlch disbursement requests had forwarded to the Bank' M1nistrles of Economlc planning and Fl-nance before being -23-

5.2.2 Concerning the various loan conditions " 1:he Bcrrcwer fr:lf il-led al-I of .hem, to the satisfactlon of the Bank. The Government bere:, :l-n partj-cul;ir" th, cost overnrn after the 1976 re-evaluation. ltre actual share cf ihe Camemon Government finally amounted Èo CFAF 805 mllllon, representing 28 per cent of Ëhe final cost of phase IB. Thls is a considerabla e-ffort nade by the Government to prove the keen i-nterest it has In the pro ject. lt{ore slgn-if ican t efforÈs (CFAF 3641 milllon) were made following the completiori of the projecr r^rith a view to constructing gangways and rtnways for big alrcrafts.

5.2.3 It should be ernphasized however, that the Bank has never been notl- fled about the construction of jetÈles, which represent ê significaat change ln the project deslgn. Slnce thls declslon had been taken and inplernenËed even before the cornpletion of the project works, the Bank r.las entltled to express an opinion on its relevance and to estl.mate its impaet on the project retur:r.

5.2.4 The shrdy of ASECNATs activLties does not seem to harre been carrLed out ln a systerratlc manner by the Clvil Avj-ation Departnent of Canne:oonwhich ls the controlling instl-tutLon. As a result, various operaticns wlthin the epeclal accounts as well as the exact position of these aecounts rrere not known or rtere ccnmunicated to the Civll Avlation Departulent with ccn-qlderabie delay. Such a situatlon nakes lt impossible to form an exact idea cf the profLtabillty and efficiency of the m.megement of the natl.onaL airpolrts systen.

5.2.5 Ttre deLays in the processing of disbursement requests whi.ch charac- Èerlzed the project were due to the acini:isÈrative structure of project nonL- toring: disbursement requests had to pass thrcugh sevelral govenrnent depart- ments; but this should nohr be a thJ-ng of ihe pas:i. In factr dlsburssrent requests are now the sole responslbility of the Public Debt Ofilce which henceforth prepares and t::ansml-ts, wit'rout i:rterrneCiarJes. dlsburs enent requests which should rxrw reach financiers quickly. Froject nanagers (FLnance, Country Programme) should follow closely the disbursenent for Cæeroon in order t o dec{de on the improvements expected. FurtherlTpre , Èhe tea-ms of project appralsers could hqrceforth get involved more closely in tie disbursqnent 'tong request mechanism in countries characterized by delays, ard nake recom- mendaËions for inDrovement. -24-

5.3 The Bankrs Performance

ProJect Preparation and Appraisal of the

5.3.lTheBankwasqulcktograsPthepriorityandurgencywhlchthe air rerocatlcn project ând especlally to the GovernmenÈartached to rhe airport project the preparatlon and appraisal of the termlnal constructlon asPect. which is a good achievement and facllitated vrere carrled out ln nlne months, aPPralsal' the project which IÙas urgent' The the qulck implementation of to the rn partlcular, lt patd no attentlon however, had some shortcornings. air termlnal was sal.d about or provided for an l-nstitutl.onal asPect: nothlng management unit.

, SuPervislon

5,3.2Four(4)supervisionmissions,lnaddltlontothethree(3)appral.sal perlod the proJect implementatLon over the rnisslon, visited the site durlng then rtere however' lacked continulty; two of lg74-Ig77. These ml-ssions' the loan months followLng the signature of effected during the fl-rst ten 1974 and vlslted the proJect between Aprtl agreement, but no further mlsslon took place in April 1978' January 1977. The last misslon

tl 5.3.3NoneofthemissionsaPpearstohavetakennoteofthelntroduction ofJettiesandgangl'ays,whichrePresentedamaJormodlflcationlntheproJect. should have the Bank' Managementrs attentlon slnce the Borrower did not.lnforrn the supervLsl-on mlssions ' been drawn to the matter by I , -25-

6. EcoNoMIcANDFINANCIALRE-EVAI.UATIoNoFl}iEPR0JECT

I 6.1 Appra fual s Projections

a new al.r te:ninal was to provlde 6.1.1 The maln PurPose of constructl.ng "genulne class air termlnalrt wlth facllities Douala with a internatlonal from separatLon of local Passenger trafflc capable of brtnging about the to The lleÏt air terminal- ltas also expected lnternational Passenger traf flc. and was to be provlded with make it posslble to handle 1,000 Passengers/hour pollce and heatth fornalitles and for correspondl,ng facilitles for cusËoEB, fl-nd space for their offices and their luggage dellvery. Airlines could also bars, shops restaurants ' tollets' walting varlous activlties; then agaln, ' at the disposal of passengers. rooms and car parks vorld be placed

during the appralsal of the 6.L.2 Ttre economic justlficatlons selected loss to ln the air terml-nal proJect corprised, the reductlon ln tlne Passengers from the increase in tourlsts and addt- and the additional added value cornlng this added value w€Ls based on the tLcnal businessmen. The evaluatlon of could spend In the Douala region a assumption that each tourist or buslnessman for an average I'5 nlghts' on this supplementary uA 20 per day and wqrld stay UA 634.000 ln Lg75 should reach UA basis, the added value which represented or buslnessmen was estinated at 13.80 rnLllion tn 1982; the nr-urberof tourists (to passengers and businessrnen) on 40 per cent of all passengers. Time savings UA 334 l-n L976' the bas is of UA 2.50/hour, should represent '000

increase ln traffLc (domestlc and 6.1.3 The appralsal team exPected a sharp fretght and alrcraft movements at Douala lnternatlonal) in terms of passengers' "CAI'IAIRI of the project' plans to airport, as a result of the implementation lncrease in trafflc was buy a second 8737 and e 8707. The futtEe Passenger estLmated at 10.5 per cent per annum' -26-

6.2 Project InPact and Future Development

Alrcraft movements

CAMAIR (which has the monopoly 6.2.L Duri-ng the appraisal of the project, 8707, a 8737 and three DC4s' IÈ of domestic fllghts) had a fleet comprlslng a 8737 at the end of 1972 and in was expected to acqulre a second B7O7 and a 8747 COMBIa B7O7 COMBIto 8737 Ig73. At present, the fleet ls nade uP of a following airllnes: CAI'IAIR' Alr and two HS748. Douala Airport is used by the Air Gabon, Alr zaIre, UTA' Afrique, Nigerla Alrwaysr Ethiopian Alrways, and ' Swissalr, Brltish Calendonian, Sabena' Aeroflot

perLod 1974-1982 appear 6.2.2 Aircraft movements at Douala ALrport for the movements increased by 5l'3 per in Annex 9 and in Table 6.1. Overall, aircraft growth of 6.4 per cent' The increase eent., correspondlng to an average annual of foreign alrlines I'/ere due to Ln the activitles of CAMAIRand the attractlon that the total increase ln commer- thl-s fact. This ls strengthened by the fact 59.3 per cent or an annual average cl-al alrcraft movements reached an overall increase in non-conmercial plane of 7.4 per cent. At the same tlme, the htas only 5'4 per cent per movemenrs (rnllitary, buslness, Charters, etc...) year.

Table 6.1 Movements (I974-L982 Evolutlon of r\ircraft Passenger and Frel t

In percentage Total- Increases Annual Increase

6.4 Aircraft 51.3 ll.0 Passengers 87.9 2.0 Freight 16.0

Source: Annexes 8 and 11. -27-

Passenger Traffic

at Douala alr termlnal as 6.2.3 Annexes 9 and I0 show passenger movements by reglon for the perlod well as their orlginal destlnatlon distribution (embarked and disembarked) increased Ig74-1982. Generally, passenger movements lncrease was 88 per cent' represen- ccntlnuously during the period. The total per cent; thls assessment ls very close tLng an annual average Lncrease of lt per cent' to the appralsal projection which was l0'5

6.2.4Annexl0showstheoriglnanddestlnationofpassengersatDouala of Douala Airport to domestic Airport. The data confirms the lmportance passenger traffic increased by 10 per fllghts. It seems that, while domestlc inter-African trafflc' for lts cent, that of Europe-bound passengers stagnated ln L982' On the wholer the part, fell from 7 per cent ln Lg72 to 2 per cent l47entup frorn 323 '466 Ln 1974 to number of passengers handled at Douala Alrport 74I,462 in 1982.

188,800 1n 1972-73 to 6.2.5 CAMAIR,s passenger trafflc lncreased from average annual I'ncrease of 13 per cent' 6451400 ln Ig82-83; thls rePresents an in L977, CAMATR's domestlc traffic slnce the opening of the new aLr termlnal r^rhilst its long-dlstance passenger has lncreased by 15 per cent per annum' annum and inter-Afrlcan traffic by traffic has lncreased by l3 Per cent per these variations in passenger traffic only 4 per cent. Table 6.1 bel-ow shows at Douala AlrPort.

Freight

f reight and postal traf f ic handled 6.2.6 Annex l1 sho\./s the variatlons in 1982. Frelght increased at a moderate at DouaLa air termlnal between 1974 and sane period, f e11 by I ' 5 Per 2 pet cent. per annum; rnail han,lled during the cent. -za-

N o o z m ><

z {o o N FT It ,ro x m mC t'l r) z zr -r'lo I I I rl ô al n { _l I -r1 :e -r1 urN U{ ô 1. 1. -t] e, r \t \ à' t 3a o I € I Ng Oi \ É \ 9.; n I t,oo -t ; o o. z E 6e (f, NC o i c rfl f- Éâ , J I o J 1 o I \^\ o m T I (_ I z I o a t { rrl I r) I e. = t a I o{ \ D o ? J n T o n -l a

o @ I o I I \ I \ I 6) I t n I I -u I I rrl I I t z.o I (D , -29

6.3 Economie Re-Evaluation

I ec tlve s Achievenlent o f che p ro ject s ob.i

6.3.I lheflrstobjectl.veoftheprojectwhichwastoprovldeDouala(or into international standard and integrated cameroon) sith an ait terrninal of air has been fully attained' TLtê cornpleted all the corresponding facilities, and equlpment for handling' under normal terminal offers all the facilities per a figure whlch wt11 be reached by conditions, 1,800,000 passengers Yêêr, if the growth rate of 1l Per cent noted Lggz as estimated by the appralsal c ontinues.

74I'460 passengers I'n 6.3.2 Passenger traffic at Doual.a airport reached not appraisal projectlons; such traffic could L9823 and ls slightlY above the the old air terminal which, wlth 233'000 in any htaY have been handled in been sharp fuIlY congested. Similarly, there have passengers Per JEar, was freight traffic as by the proJect increases ln aircraft movements and Projected

appraisal.

Re-Estlmate of thu l-ntetn"l Rate oJ Retttn

rate of return hras 6.3.3 As was done during appralsal, the internal air terminal in terms of costs and calculated by trylng to isolate the the jetties and ganghtays which were benefits. As regards project costs, taken inËo account in calculating the executed outside the projectr r,rere not which will lead to lmprovements' cost of the air terrnjnal; these facilitles becoure fully operatlonal' Operating costs will also generate income when they operating budget of the Airport Managernent are calculaËed on the basis of the per cent up to l9B9 when they will service with an annual increase of about 3

reach thelr ceiling.

6,3.4 Theadvantagesoftheprojectconslstinincomefrompassengerfæs' services) exPenses by tourlsts (10 commercial fees (rerrtals, car-park, varlous ' the tirne of appraisal is one per cent) and time savlngsi tirne savings as at wlro represent about hour and its value is estl.mated at UA 2'50 for businessmen 40 per cent of Passengers. -30-

I 14 and 15) is 16 per cent 6.3.5 The project s rate of return (see Annexes without this advantage' In (glven the time saving advantage) and ll Per cent 's is satisfactory' both cases, the Project profitability

been higher if the saving made by 6.3.6 This rate of return could have noÈ having to go to the site of the aircraft landlng on the new run\ray and The appralsals could not take former alr termlnal had been taken into account. l.Ias no feasibility study stating the these factors into conslderation as there I'airport" component of the overall advantages Èo be derived from only the

project involving the relocatlon of facilities' -31-

7. CONCLUSIONS LESSON AND RECO}OIENDATIONS

7.1 Con c1 usion s

7.t.1 The project, whlch as it l^tas designed as well as the srpplementary works involving the surroundings and approaches of the airport, lrere fully executed, except for illuminous srgns whlch remain to be put in place. The air terminal which was completed since L977 is functioniag well nevettheless with the exception of a few defects ln the alrconditioning and the watertlghtness of the terrace roof for whlch solutions have to be found. Ttre implementatlon schedule as well as the estlmated cost of the project were considerably exceeded. The cost overruns were borne by the supplementary loans of ADB and other participants. The Governmerrtts effort tr'as partlcularly signlficant.

7.r.2 Ttre performance of the numerous comparl.es which partlcipated Ln the implementation of the project were in all satisfactory. However, the companies responsible for the components of airconditlonlng, watertightness and 11lu- minous srgns defaulted, and the Borrower had to nake up for the shortcoming, with Èhe view of proper running of the project. If strong actions had been taken during the acceptance of these cdnponents, the defects warld have been c orrec ted irnnediatelv.

7.f.3 The performance of ASECNA\tas not cornpletely satisfactory, while that of the Borrower was good, except for the slomess in dlspatching disbursement tequests. One should also note the huge financial contribution which lt has made.

7.1.4 the nain objective of the project was fully achleved, and this has been due to the good design of thls structure and to Jts satisfactory lmplemen- tatlon. the completed alr terminal Ls in coirformlty with the present and projeeted traffic between now and 1992, as envisaged at the time of appralsal.

7.7.5 the rutnlng of the air terurinal eould be improved, 1f a sultable management agency were studied and put in place with the necessary resources.

Consldered on a wider scope in Caneroon also, the system of ccrnpllation and analysis of varlorts statistics supplied by ASECNA shoulcl be J.mproved.

7.1.6 The project recalculated rate of return of 10 or ll per cent (taktng tnto account or not passengersI time saving) is satisfactory. -32-

7.2 Less on

7.2.L The fact that a project fllanced by the Bank has been incorporated in into a centra;-1zed, management system can make it difficult to evaluate future the performance of this pmject. In such cases, it is useful that the Bank evaluation team provide for a separate data collection mechanism on the project onlY.

7.2.2 the perlod whlch the works are guaranteed constltutes the most government should appropriate tfune to have the defects noted corrected. lhe that also be requested to reurind the contractors of thelr obllgations durlng p eriod.

abrogated and 7.2.3 The cGrtracts of the defaulting ccrmpanles should be of the immediately awarded to other companLes so that all the comPonents project should be ccmpleted together.

7.3 Recommendations

7.3.I It ls recotnnrended 3

To the Bank,

(i) that 1È 1rçrove stpervlsLon whlch should be regularly spread over the entire perLod of project implementatLon and take into Ln account ttte works exeeutlon schedules, and should not be "avallability[ terms of the of offLclals'

unl'ts of cornpleted (ii ) that it pay n:uch more attentLon to management projects; the establl,shrnent and strengthenlng o f these units whlLe should engage the attentLon from the project appralsal, of bearlng ln rnind the double obJective of operatlng return and of the informing the Bank and the Borrower about the 1l-fe p roj ect. -33-

To the Borrower and the F;

(f) that they have executed as early as possible the works necessary for the correct watertightness of the terrace roof of the air

terminal, correct fcrnetioning of airconditloning system and puttLng ln place of the illuminous slgns; and more generally,

see to the correct maintenance of the facilities;

(ii) that they establish e suitable management unit for the needs of Douala Airport and provide it with the necessary resources;

(lii) that they improve the cornpllation of accounting and financial lnformation concerning the air transport sub-sector and the

comrnercial management of lnternational airports. f:A.f\'tËEC]tJw Ç /\l's'i !i' t:l Cf [f fU

o '-tf jo*"' L4a c.tott'

f çtlelleJ1/ 5 oo0 ooo 5 cole t revêttre- f'av*:dnrâ'r' rodd F.+û Brlrlte princrpale _\f :,\ I ao l''d'Otra >i. prirlcipaie non lrvëtue-t!''ve'"'d"r E$ - Flouie Bongot Ya rcanHrghwaY Future route transaf ricaine -'Itansafi ' )-F fer existant-'Érislng tailway -*4-.* Chemin de TCHAD - ''a - Acroporl, Closs AirPorl E '\. eoo A Porl

lr lr lo-1or rlritrim i"r 'd Crqr "1'?4r"**'-::::' \.\ I Mo..ûor,',\ :'ï:::'-:::'.:::::::'i:,':"::'.'....,..:..r. tidtér "'rdr' ' 'r 'l't t'''il"' 'lnéii'iicÊ; rriltt"r \. .,. ,;.::- L.t \ Gro' " t',tT " ':l t ..'r. .'r+titù"r " t' "?r '! :' l*-]l]:.1,- -' .a. j \t cna \ \ t

T 1gnêre NGA(ruoe' "'\''.' ('

t Ir ./ I' FI "'R"bn)_./, a ti i i Garoua' Bt Bouiai \ I l- R.G.A- t I BerkÉt=' Batotlr t

Aoono M'Bang E YAOUIID É \1Dkâooum& M Belmavn

Lomrè

Krrb lu

i t tr-- TÀ

tu:: td tr F4 îtr Ép 5 b(rn FGiô b]| rrÉ'^;' cq'' 'iaÙlttly gÉcr' tr!a{ D' MR- ol Lt ,êb ot h tÊpÉ @ lt tt ty' I g:6lrJrd.t s': ltt 1'r Mtl6 r:ê-n 6 Ûlt np o n: h rilltl.rr. r? r 6 È l(sl t-:-' !.. tM rt LY L-N;:.{ !u ,uj-- '|E\ b!Û:É ;! rï.' t..-tr.t_. ot ri .ùtr.1-t ol -35-

ANNEX 2

DoUALA AIR TERMINAL (CAIi{EROON) ORGANIZATIONAND OPERATIONOF ASECNA

A. GENERAL l. The Agency for the Security of Air NavigatLon in Afrlca and Madagascar (ASECNA)ls a public nultlnattonal organlzatlon establlshed in IgSg by the Saint-Louis Conventlon, whlch 1s now admLnlstered by the Dakar Conven- tl-on, sLgned on 25 October 1974 by l4 Afrl-can States, Madagascar and France.

2. ASECNATsrole is to ensure regularLty and safety of flights and general alrcraft movements Ln the terrl.torles of the States signatorles to the Conventlon (except for France) and to manage both thelr aLr space and that for whlch they have been commlssioned to provide al.r traffic and aeronautical meteorologlcal services. The member States are: Benln, Cameroon, Central Afrlcan Republlc, congo, rvory coast, Gabon, Burklna Faso, Madagascar, Maurltania, Nlger, , and Togo.

trconrmunal 3. Besides thls mlssionrr whlch covers 22 lnternatlonal alrports, ASECNAls empowered to conclude indl,vldual contracts wl-th each of the States slgnatories, ln pursuance of Artlcles l0 and L2 of the Conventlon ltLndlvidual relatlng to mlssionsrr3

(r) Comnunal MLsslons (Ârticle2)

Guldance and informatlon on fiights Control of alrcraft movements

Ter-mlnal faclllties at 22 lnternatlonal aLrports Management of lnter-State Schools - Deslgn, implementatLonr management and maintenanee of alr navigatlon facilities.

(rl) Indl,vldual Mlsslon (Arricles l0 and 12) Managementand malntenance of facillties and servl.ces not Lncluded ln the actlvities provlded for in Artlcle 2 (see (1) above). -36-

of faclllties and Design, construction and maintenance various States whether ml-scellaneous servlces involvlng or not' Èhey are slgnatorles to the Agreement

B. ORGANIZATIONAND OPERATION

whose hlghest level bY a Board of Directors 4. ASECNAls managed at the down the States; it is the Board whlch laYs membersare apPolnted bY the member general pollcY.

5.ThePresentstructurewasdl.ctatedbyAsECNAtscentrall'zatlonpollcy and because of "lndispensable the achievement of the objectives whlch ls for thecollectlvenatureofitsresources,,.TheAgencyl.soperatedbyaGeneral ManagementwhichlsloeatedlnDakarandlsrepresentedlneachStatebye adnlnistratl-ve ' for the lmplementatlon of the representaÈlve responslble technl.caloraccountingdecislonstakenbyLheHeadquarters.Althoughthl-s lt ls a handicap for sulted to its conrnunal misslon' SÈructure seems to be well accountlng stand- themselves, especially from the activl.tles ln the countrLes poLnt

FinancLal and Accountlng Svstem

6.ASECNAlsaninternationalpubll.corganizatlonwl'thlegalstatusand fl.nancl.alautonomy.Tocarryoutitscouurunalactlvitiessuccessfully'the which ls approved by an annual budget (Artlcle 2) ' General Management prePares to 3l December' Thl-s the period covering I January the Board of Dlrectors for and capital expendl- communal recurrent exPenditures budget covers the Agency's ture.ItsresourcescomPrlseaeronauticalfees,contrlbutlons(subsidies)from theStatescontrlbutionstooverheads,therePa}îentofvariousservlces provldedbytheAgencyrl.nvestmentfundsandexternalasslstancelnallforms.

T.Thedraftbudgetin-respectofArtl-clesl0and12ispartlyprepared The resources fina:].zed by the General Managernent' by each country and is then the share of fees from various commerclal earnings' of thls budget are derived by the State concerned' 12' and the subsldy provlded due under ArtLcles l0 and -37-

to ASECNAln ursuance of Article 2 l. Facilities and services entrusted of the Convention

(a) In-flight air navlgatlon - In-flight information centres' Regional alr traffic control centres. faci11- Radio and wire transmission and telecommunlcaticn ' ties centres.

NOTAII international office.

Exchange of meteorologl-cal informaÈlon' ical Radiosondage, radio wind, radar wind rneteorolog

statlons. Fllght alds. Zone forecast centre. I^Jeather watch centres.

ls attached (b) Terminal facil,ities at airports, the list of whlch to the Convention Approach control. Guldance of alrcraft taxllng on the ground' by Radio and visual approach and landing aids transmlsslon

wire and radio in respect of the alrport ' and Facilltles and services for observation, transmisslon

for weather forecasting. Runway and aeronautlcal informatlon office' Fire service.

(c) Inter-State schools of Civll Avlatlon and M"ç-q-otologJ

ASECNA 2. Facilities and servlces like1 to be entrusted to 14--IÉ.989! of Artlcle 10 of the Conventlon

(para. I'b) All services concernlng airport terrninal facllltles not eovered by Artlcle 2 of the Conventlon' Meteorologlcal distrl,cts.

Network of the meteorological stations. Clirnatology and meteorologlcal assistance. -38-

ln 3. Works, facilities and services 1ike1 to be entrusted to ASECNA respect of Article 12 of the Convention

of Commercial operatlon of airports whether covered by Article 2 the Convention or not.

Ail construction or installatlons relatlng to techn!-ca1 or conunercial services, or involving defence matters.

All speclal studies or misslons of a technlcal or economic character comPatlble with its main mlsslon.

Management of the tralnl-ng school for techniclans from mernber States. -39-

ANNEX 3

CHARACTERTSTTCSOF DOUAI,AAIR TERMÏNAL

Area m2 Domestic flights s00 International fllghts 2,800 Publlc hall 4,000 Restaurants I,100 Departure halI (unused) 600 Total (above) 9,000

* Parking (covered) (160 cars) offices, polLce, customs etc.

North-east jetty (3 halls) 2,300 South-east jetty (2 hal1s) 1,700 Freight zone: CAMAIR 4,600 Forwardlng agents 2,400

Source: ASECNA, CAI'IEROON Transfer servlce, DOUALA. -40-

ANNEX 4

TREND OF PR0JECI cErg-(DOlJALA ATR IERMINAI) (tn mllllon F CFA)

(1970) 700.0 1. Trlpartlte ConvenEion (l972) 1.534.0 2. Project apPralsal (2nd) (1976) 2.320.8 3. Project re-appraisal 2.908.2 4. Flnal cost of the orlginal Project 3.641 .0 5. Non-project works (Jetties/gangways)

I r.104.0 6. Flnal cost of the Air lermlnal

Source: ASECNA,ProJect Documents' ol @OO<_{O o 5l*l {id c1 el :l ïl r{l âl

COO\d(1\g @u1 .t 3J*l (1 | -.d ôl :l I âl Ëtd il'l Or e{ F ûrl rôc!o\'tg\@ xl rn \o (1 c\l I 00 1 [email protected]'r-.tôl \o co r^ *l O\l O O (''l t^'t - dl .û l\ rô æOr'1-r@'t -t |'l\O O\d .t âl f\ F{ -l

o .il o Êl al 6orrf')acrl c.S -o ol o\or^!^o.n C! \g qt lô @\O .t cnol ï{ o\l lr

'çt É ct (\l Ut o Fl : t, àH a, t{ or{o ô+t19 ôÊfl=Èu)aÉ EiilgtnS ènooc)Ë-ÊÉ Él.rq}.C'r .. B *i*Fo, I É ùr As Ë tll ÉFt É EE !D é I9l - C' tr. r{ ctr{ O oo}. â E Ë 'l ï{ ë ër 6;ô F 6 o E 5#rËËËÈ ËË E Ë Fr, *F{eËt

ol .g| èob.,e I Él kol oæl HI >61

:il6 r-l t o\l Êdl €

\O .-. O oooc{ orôO rôOO ltl .1 ôt l,t1 F{ oo l\ É EI rnoo o â{ t/'t C.t ôl É (! H

d o Ê o OOoôl o rôOO rl \o .if ôl rn I Érl ,! Ël o dôl C) ôl .rt k I Ê Y{ Ël(/rl F.l hl HÉ oo(> t< oo o ooo ^ t\ r^ o(\ (+r|-\O o h d(7l l{ ôl a o c{ -if +, ê (Y) C/l ulr z t+{ (ll lr1 6À Ët t{ qt É (JE, F tr .rl Fi dqtÊ Éo ql T{ l., q$ oÉ H oo |{I' 9Ê ud t{v o À.u ë Ëq r{q f{oC, OO}{ H F{ kt.|.{ ÏE60F{ 5 S YOo ggËi yrÉ. 'ET{6 l:l-6. +r!9 l'1nF{rl H Ëi8ù 2 9 E = 2 E E E () F{ 6ttÊ frlFl.\EFqor. r-{ E6inbEV?'l1-{o lrl EâeÊ Z,ùFËOv):ôo+J É,' HHHHËI ,]]firnFÉtioizæH rd]IlHFr Ël . ol ;".i; .t acrlcr).l V,a -43-

A}TNEX7

AERoNAUTICALFEES AT DoItA!4 AND OTTIERINÎERNATIONAL AIRPORTS

Boelng 707 Boeing 747 I 980 DC9-30

148.3 322.1 I'lelght (ln t. ) 44.5 100 225 Passengers 50 cosr o4oNE I]ANDINGINUS$

2 275 5 255 DouaIa 499

I l9l Accra 183 543 631 3 903 Alglers 503 I 762 4 007 Nal,robl 716 I

Source : ICAO Alrport charges' Uontreal 1980' -44-

AI{NEX 8

PLANE MOVEMENTS.I974-L982

lOTAL COMMERCIAL SUI{TDRY Zde 7" de 7de Varlatl' Number Varl-atlon Number ïear Number VarLation

7 970 20 280 1974 12 310 234 23 244 L4.6 13 973 13.5 l8 661 r 975 15.6 (6.6) L2 979 (30.4) 26 871 1976 13 892 (52.2) 22 202 (r7.4 16 004 t5.2 6 198 1977 3.9 6 375 (2.e) 23 073 1978 16 698 4.3 219 33 785 46.4 19 834 r8.8 t3 951 1979 (18.6 5 896 (57.7) 27 489 1980 21 593 8.9 0.: (2.4) 6 447 9.3 27 513 l98l 2L 066 7 954 23.4 29 369 6. 1982 2T 415 1.6

VARIATION oVERALLVA&rATroN AVERAGEANNUAL

7" 6.4 Z TOTAL TRAFFIC 5r.3 Z 7.4 Z COMMERCIAL 59.3 Z s.4 Z SUNDRY 42.8

(1) Landlngs and take-offs Sources : ASECNA -45-

ÀI{NEX 9 pouArL.tArR TERMTNAT(CAMEROoN) PASSENGERMOVEMENTS r974-1982)

7" de lranstt Overall To. 7" Year Embarked Disernbarked Total (1) (2) (3)=(1)+(2) VarLatl.on (4) (5)=(3)+(4) Varlatlon

745 323 466 t97 4 t35 446 138 275 273 72L 49 409 350 234 r975 L47 367 148 458 295 825 gl, 54 ,1, 084 395 939 13.1 L976 168 486 175 369 343 8s5 t6.2 52 205 447 450 13.0 L977 196953 202 292 399 245 16.I 48 885 490 805 9.7 t 978 223 594 226 326 449 920 12.7 40 302 57r 449 16.4 L979 259 526 265 62L 525 147 t6.7 46 638 634 605 11.1 1980 285 2r7 303 750 588 967 L2.2 45 707 765 11.5 198r 318 057 341 962 660 019 T2.L 47.740 310 74r 462 4.8 1982 33t 767 345 385 677 L52 2.6 64 -46-

ANNEX 10

PASSENGERTRAFFIC IN DOUALA(ORIGIN/DESTINATION)

1972 z 1982

DOI'ïESTIC L2t 253 52 t+25 037 62

AFRICA 57 071 24 tts 449 L7 7 607 3 4 446 I 5 032 2 t9 795 3 Togo I 603 t 4 363 I CENTRALAFRICA 3 197 I 6 681 I Gabon t3 475 6 25 534 4 Congo 3 071 I 7 087 I Nigerla 6 174 3 28 777 4 East Africa n.d 5 197 I Others 16 912 7 13 569 2

EUROPE 51 316 z2 140 956 2l France 38 727 L7 112 807 l6 Swltzerland 4 410 2 12 619 2 Ot,hers I 179 4 15 530 2

SUNDRY 2 977 I 3 645 I

TOTAL 233 2r7 100 685 087 100

Source : Alr traffic statlstlcs, I9T2 and L982. ASECNA. -47-

ANNEX II

FREIGHT TRAT'FIC T974-L982 (ln tons) )

POSTAL FRBIGTIÎ lOTAI. Year (l) Z Vartatlon (2) Z Varlatlon (3)-(l)+(2) Z varlatlor

1974 805 19 677 20 482 t975 847 5.2 18 016 ts.al 18 863 (7.9) r976 828 (2.2) 20 328 12.8 2r 156 L2.2 t977 841 (1.6) 23 879 17.5 24 720 16.8 1978 777 (7.6) 24 763 3.7 25 539 3.3 t979 748 (3.s) 20 552 ( 17.0) 21 300 (l 6.6) 1980 733 (l.e) 20 782 1.1 2L 516 1.0 I 981 737 0.4 2t o49 1.3 21 786 L.2 L982 734 (0.4) 22 371 6.3 23 r05 6.O

Source: ASECNA -48-

AtfNEX12 OPERATINGCOSTS OF DOUALAÀIRPORÎ (ln Thousand of FCFA)

Operating Price Increase Increase ln Increaae Ln Year Costs Index Ln Opera- adjusted real adJuste Article 10 tlng Costs costs costa t97 6 30 772 100 0 0 0 r977 88 048 110 57 276 57 276 52 069 r978 t37 93L r24 49 883 49 883 40 309 t979 r47 833 r32 9 902 48 000 36 386 1980 237 r74 t44 89 34r 51 244 3s 54s l98r 289 613 160 52 439 52 439 32 7to L982 326 897 183 37 284 68 914 37 706 1983 43t 44L 201 LO4 s44 72 914 36 222

Source : ASECNA. (fl co'$ -1 rn o o\ cî o\ cl \o cî n r\ @ c'l c/) Q ql o I cD co o, b'o'o cn rô q tnt I q 'dj;- : + J - -r \ 9'$ co o co ii è è,n dl r- o, ô 6 -t o cJ rn r-' rô \o o cî \O C! C! \O tô O\ CO Crl !ô "l - @ OO Ol Ct\ C\ r.\ r^ t\ I co co -l : -$ io or el.o o' cn r" i ro - n-'$ d o\'o o a à à a'J N (a ô -t -:f tn \O \O r- cD O\ Ê ÔJ

c' r\ d d r^ È d -1 Ê r^ tr) d CO \O O -

H Fl ttl rô F- \o F- a l': c'f Ot O tt\ æ o? r' ô - O\ q, I N cFr cO - M to -t \o : F\ (J â ë € s G -t c'r .n O co ol c'r O qJ >J J c'r n (\ d o\ rÔ @ o\ o\ c! Ê t{ H HI : ; 5 e.r G é c'.r n 5 E-i \O t- O' -1 / .J' O O\ Ê \O \o c! H -t d q{ @ I cO N I ry z v, .rr co i n o' ô dr -t -r oq to t^ r^ r- o [r1 .] à6 ; r-. or À tn \!) r\ æ O\ -{ t H d H (\ e\t <\ C1 c.| $ t^ td Ê Ët & co e'l z .l (f) rôN d o or (> -t o.n ÔJ.? Àn \o \o o N $ H 99 - t^ æ o\Ô'l c)â\o c/) ôd rn-tôJc!e.lo\éô= trr'$ -tcQ t .n X ô r- .n cn tô \o c1 c'J o \o o d d cl crr frl Ë1 :-j ;i ;- ô.'r at2 g (Yr (fi (f) q O tr) r- o\ O c! \o \1 3t N \o N co æ {l I :1 l| t^ ;i -t io co : + r- è -t co c1 æ -t o r- !ô tn ç) o' lrr ;;l iti- ô cn'$ -1 .rt \o \o r- € o\ o : É Ël : ; g a a e'r À c'r c'r cn (.) Ê.l dÊ z r{ \o c.l -? co r{ cî € # ôl ra -t o \o \o rô æ - 9 q to \o * co É À o ro r^ o\ r\ co 11 tô tn c1 ; ; -cj - æ rri -ir I d r^ ;l lj G ô to  Âi o ô co o' e'r rn o \o c1't F- r- -if d rn frl o.l.,t F- cFr ô{ rô CO O cn \.o O cn r'- O @ e\t \O O I d È c\ c! (\ A1 Cn Cî.if .if \1 l.r) rrl \D \O F- tslrl h (J rJ) o h ts U xl T{ 6l |.|{ (} t{ H -it'ô zl o (\t -t -. crl c! O d -{ c'J q cO cO O Or À Ë cn \O \ô O Al r- I rrt I èd.r ô J ô = s o o\ @ F- r\ æ o 5 fl c1 co \9 o' ol a h ô -1 - o' co or () cî t-- Ô"1o\ F- r\ \o Or u) € ô è ô o i\j n o'+ r\ .û É F- Ô r- c> -t 0o Or (d ,{ cî Irl @ c) e.l |'1 r- o\ e{ r^ r\ o c1 I A1 d ; H - i c{ a! c{ rO rO C'.) -1't $ t^ t^ tô I o z a o z o eî co tI] Ël t{ o\ ut ù r- * tO cO Ô'l cî r- @ O r $ cÔ ôt @ O\ H O @ O\ o\ I \q trl e.r -+ Ê d d é co r- r- q Ê co r-- Q 09 H ô 6.n o. 9't't(D \o rJ-l rd .o co O !ô co N n' el ot r\ \o F- d l/) C) l-- o gt ; ro ro a) tô c! rr,t q q1 -i| \c} cO O C\ r^ F- O\ Ô'l't |-- O\ N tn @ d @ (J \c) F\ r- F- CO co O\ O' O\ O Y{ v $.it -'l U.t u't r/) rn .n G \O \O @ o H ê x z rt fl t, o\ @ o \o F\ æ .o ôl -t d'il lô o cî r^ O æ o { 1 I * c() 1\ q) à6 -t - .n ô r- rO o' -O o\ cO rn r- cn \O I r- co * rn N'$ \o O N F- @ cÔ tr i.j è ô d qj o. c.r cn rr ô ro , u) d ca co c1 4 i o c) c.l \o cî cî tô Ë o !1 : cn o q! c1 +J a\i rr o. a cn ui |-- O oÔ.O c?l cO't O \ 1.. ? J ô.ri (Y.|Q't (Y)99 r$ (n \O (! * d d : <-.t N N Crl \t @ È o, H € h o F\ rn @ (€ Or \O @ tn f'| O -1 Ot N'S'Û I ôt O O :1 :{ r tô È d ô = é c.i ô o .n * rn r\ \o .1 o\ co't ôt @ Q r, d 'ii \t cî C! rr) c.| z G rrf o.r !n lt- 1-- a: O r- \t c\| c-l $ Ë -if Ê Ê cn \O \.o cî C\t cî \O É O\ T{ H \1.- O\- rn < cc) rO c''lrrr\o ÀO co o' O É{ * er c.rcn.r 3 : : :: 3 i X S a < ô0 z ç $ F ôl @ c) Ln @ @ c1 \o \o r\ $ \o €l -l @ ry c{ ôl È o êl a (, z -i; ; .3- o\ - \o N \o @ r- cn q t'^l cl c'l o\ \o rô H ô ô co I \O r\ = 6 O..O ô * a rn rrt.f, Ê cO \O \O O\ t^ cO cO r- O\ >. (\ tn d r^ cî O @ F\ t-\ r\ O' N o\ CD Or F\ lr| $ \O O F- I il tô r-- ô 5 -t .rt tô \o r- co ô or o i N $ r^ f'- @ o ôt o ÊddÊÊÈic!N(\ô{e^) .J a o u il B e\l (}-l -$ !n \O r\ \O r- € O\ O -'l N c1 -t t^ \O \ cO q Q i (t\ Ë ia Ê il- ô oo co æ ô @ co oo o co q q o' o. o\ or ol 6 c. o', o\ o\ oi o\ or o\ o' or or o\ or o\ o\ bÀ 6 i:n ir\ ô ô {c !l i:ÊdÊÊi4Ê:iÊd -50-

ANNEX14

ECONOMICRATE OF RETURN (in mil-lions of F CFA)'k

PROFITS COSTS -:< Total NET Cperatlng Total Passeng. Tourists Cortunerc1er Year Construct PRôÉÏTS (r) (2) (3) (4) (5) (6) (7) a7T 1973 : rslor 1974 sio sZo : (7 4e) : 749 r975 749 ( 6e8) 698 698 r976 1; 43 74 G74) r977 349 99 448 2; 42 23 47 rr2 (224) 1978 233 103 336 ( 98) 106 25r 67 36 50 ls3 1979 r45 200 91 109 109 96 5I 53 1980 287 161 I26 126 r27 67 93 198I 338 218 t20 120 r64 85 89 1982 393 2r3 180 180 197 105 9l 1983 445 325 120 120 233 T?6 86 1984 505 340 165 165 273 150 82 1985 583 413 170 170 317 176 90 I 986 660 485 175 175 365 205 90 1987 746 566 t80 180 4L9 237 90 1988 834 648 r86 186 472 272 90 1989 945 7s3 192 192 544 3ll 90 1990 1060 868 r92 192 616 3s4 90 1991 r 187 995 L92 192 696 401 90 t992 4s3 90 1327 I I35 I 993 192 192 784 88r 510 90 1481 1289 1994 192 192 989 573 90 t652 L460 1995 t92 192 I 108 643 90 l84l 1649 1996 192 r92 -356 1240 719 90 2049 2405 1997 -548 192

1972 prices o Negatlve IRT = 11.002.

:.:

,: - 5l'- ANNEX15

(WTUT -ECONOMICRATE OF RETURN TIME SAVING)

cosrs PROFITS Time NéT Year Construct Operat ing Tot aI Pas s eng . Touri s Es Cormnerciat Saving Total .Prolr (1) (r\ (3) (4) (s) (6) (7) (B) -tel( B-: L973 1974 566 ,u, 56( L975 749 7lt9 74t 1976 698 689 . : 69t r977 349 nn 448 20 tl it ros r79 Q6S 197I 233 103 336 .42 23 47 116 228 (rOt t97 9 145 106 25t 67 36 50 153 2s0 (1) l9 80 109 109 96 51 53 2AO 340 221 126 126 t27 67 93 287 482 33( 1981 ^-- t982 120 L20 164 85 89 338 )]J JJ- 1983 180 180 L97 105 91 393 630 45( 1984 120 L20 233 r26 86 445 705 s8: 1985 16s 165 273 150 82 505 791 62( 1986 170 170 317 L76 90 s83 898 72t 1987 175 175 365 205 90 660 1007 83i 1988 180 180 4L9 237 90 7t+6 IL27 94t 1989 186 186 472 272 90 834 L253 106; l990 192 192 544 3ll 90 945 1406 L2rt 199I 192 192 616 354 90 1060 1567 L37: 1992 L92 r92 696 401 90 I 187 1694 150' 1993 L92 L92 784 4s3 90 t327 1834 t64t r994 L92 r92 881 510 90 1481 1988 r79( I 995 192 192 989 573 90 1652 2159 L96', I996 192 192 I l0B 643 90 1841 2448 225( t997 -545 L92 -356 1240 7L9 90 2049 2556 29ti

1972 prices o Negative o; (o 11v ùnE fr- X rJo ul z.ù z. 0, z

z. o o æ. lrl

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