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Chapter 6 Basic Policy for Development of the Tlc CHAPTER 6 BASIC POLICY FOR DEVELOPMENT OF THE TLC The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 6 Basic Policy for Development of the TLC Chapter 6 Basic Policy for Development of the TLC 6.1 Components of the TLC 6.1.1 Definition of the TLC As mentioned in Section 2.1, the TLC is defined as the corridor connecting Lomé Port and the border with Burkina Faso, mainly at the Cinkassé OSBP. There is only one national road RN1 connecting these two areas, and the surrounding area is considered to be a part of the TLC, but it is not necessary to limit the consideration to only RN1 as the TLC: other transport modes (railway) or roads connecting north-south, can also be considered as a part of the TLC by applying the broad meaning of regional economic activities along national trunk roads in Togo, since future development of the TLC should be examined as an issue of integrated sub-regional development with improvement of the national roads and/or railway themselves. Only RN1 RN1 + Other roads RN1 + Railway +Other roads Source: Study Team Figure 6-1 Definition of TLC 6.1.2 Components of TLC The TLC consists of the following components/elements. (1) Hard Components a) Roads Infrastructure for all forms of traffic, both cargoes and passengers, including necessary structures such as bridges and culverts. As RN1 is a component of the TLC, other national roads directly linked to RN1 which provide alternative functions to RN1 in case of traffic interruption are also included, such as RN5 and RN17. b) Port Lomé Port is the only commercial outer port for the public in Togo, except for one private 6 - 1 The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 6 Basic Policy for Development of the TLC jetty at Kpémé which is exclusively for phosphate. c) Railway The railway can also be an important element of the TLC. Very limited sections are currently (2012) in operation in Togo, including the transport of mining resources such as ferrochrome by M.M. Mining (between Lomé Port and Blitta), clinker by Togo Rail (between Lomé Port and Tabligbo) and phosphate by SNPT (between Kpémé Jetty and the mining site). If the railway is improved or extended for container transport toward the north, to Blitta, Sokodé or Cinkassé, it could be a very important means of transport competing with RN1. d) Airport Lomé Gnassingbe Eyadéma is the only international airport in operation in Togo. As the volume of traffic by air is less than that by other transport modes, the airport is not so important in Togo. However, in future, if Niamtougou Airport is re-opened and some local airfields start operating again, airports and air transport could be another important element of the TLC. e) Related Transport Facilities Various facilities that accompany roads, railways and air travel are also considered as components, such as gas stations, bus and truck terminals, and vehicle maintenance services. (2) Soft Components • Legal system for transport • Government administration • Cross border facilitation • Custom clearance procedure • International treaties (WAEMU, ECOWAS) • Bi-lateral agreement (3) Regional Coordination along the TLC • Cities, towns and villages • Land • People • Residents (4) Industries • Agriculture • Forestry • Fishery • Mining • Manufacturing • Transport • Service industries • Tourism, etc. Although the TLC consists of various elements as noted above, the Study on development of the TLC focuses on specific elements or fields concerning traffic movement. 6.1.3 TLC from the Viewpoint of Landlocked Countries The TLC is considered to be an essential lifeline for the landlocked countries, such as Burkina Faso, Niger and Mali, because they have no ports and their import and export must rely 6 - 2 The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 6 Basic Policy for Development of the TLC on Lomé Port of Togo or other ports. The TLC has a key role for such countries; indeed it is more important for them than for Togo, therefore, an international viewpoint is essential when developing the TLC. 6.2 Significances of TLC 6.2.1 Roles and Functions of RN1 The roles and functions of RN1 are clarified from two aspects: 1) international viewpoint and 2) national viewpoint. (1) International Aspects Both RN1 and RN2 in Togo form part of the international trunk road network and regional corridors in West Africa. RN2 connects Bénin and Ghana through the country from east to west along the coast, while RN1 connects to Ouagadougou, the capital of Burkina Faso to the north and further to Niamey of Niger. RN2 is about 50 km long and RN1 is about 700 km long. Comparing these two corridors, RN1 is more important than RN2 in function and its coverage/hinterland. The railway in Togo plays a far smaller role than the roads even though it is part of several region-wide railway network visions, such as African Union Railways, ECOWAS Rail and West African Regional Rail, because the network is not linked with neighbouring countries. a) Promotion of Larger-Regional Integration in Western Africa In West Africa, 12 priority corridors whose strategic development is necessary for regional economic integration were selected and these corridors have been improved both in terms of hardware and software since 2001, in order to strengthen regional community activities within WAEMU. The TLC is the one of these 12 priority corridors to cope with the cargo flow to and from Burkina Faso, Mali, and Niger through Togo. Source: WAEMU Figure 6-2 Trunk Road Network, WAEMU 6 - 3 The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 6 Basic Policy for Development of the TLC b) Gateway toward Overseas to/from Landlocked Countries For landlocked countries which have no port, it is essential to maintain reliable access to the ports of neighbour countries. These landlocked countries in West Africa, such as Mali, Burkina Faso, Niger and Chad, are agricultural countries and they must import basic goods from overseas countries. Regarding transit cargoes to/from Burkina Faso, the TLC accounts for the largest share in tonnage among the alternative routes and corridors. The share of the TLC has been increasing in comparison with that of Côte d’Ivoire since the political unrest there in 2002. The major share of transit cargoes to/from Niger is handled by Cotonou Port in Bénin, while Lomé Port accounts for 11%. Some forwarders prefer the TLC to the Bénin corridor because of disadvantages such as rather expensive charges at Cotonou Port, unpaved road sections and some interruptions at frequent control points, etc. in Bénin. Improvement of the TLC is expected to increase its share among competing corridors. Therefore, the TLC has a very important role for transit transport both for Burkina Faso and Niger. 100% 9% 17% 10% Exportation 27% 25% 80% 40% 34% Importation 49% 53% 60% 91% 83% 90% 40% 73% 75% 60% 66% 51% 20% 47% 0% Senegal Mali Burkina Niger Cote Ghana Togo Benin Total Faso d'Ivoire Source: JICA Study Team based on statistics data of each country Figure 6-3 Share of Import/Export Volume (2010) Table 6-1 Share of Transit Freight Volume by Port Dakar Port Abidjan Port Tema Port Lomé Port Cotonou Port Total Mali 50.4% 27.5% 3.1% 7.9% 11.0% 100% Burkina Faso 0.0% 27.0% 12.6% 38.6% 21.8% 100% Niger 0.0% 0.0% 2.6% 11.1% 86.3% 100% Source: JICA Study Team based on statistics data of each port authority c) Artery for Import & Export and Exchange of Culture between Togo and Landlocked Countries The TLC is an important infrastructure for the exchange of trade and culture of landlocked countries and Togo as well as a transit transport route. Traffic surveys show that 49% of all traffic crossing the border is traffic between landlocked countries and Togo. Regarding vehicle trips, a traffic survey at the border shows there is some demand between Ouagadougou, the capital of Burkina Faso, and Lomé in Togo 6 - 4 The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 6 Basic Policy for Development of the TLC Note: Regional: Country-to-country traffic in this area, Transit: Traffic between landlocked country and coastal country Source: JICA West Africa Traffic Survey (2012)* Figure 6-4 Share of Transit Freight Volume Survey Point *Not showing less than 1% of total Point 9 (Cinkannsé) Total: 598 (veh./day) Source: JICA West Africa Traffic Survey (2012) Figure 6-5 O/D Distribution at the Burkina Faso – Togo Border d) Securing Cooperation and Security among Landlocked Countries The transport volume between Burkina Faso and Port Abidjan has been decreasing since the unstable political situation in Côte d’Ivoire in 2002, while the volume handled at Lomé Port has been increasing. It is not clear whether the increase in volume at Lomé Port accounts for all of the decrease at Abidjan Port, as the unstable political situation in Côte d’Ivoire influences the change in corridor from Abidjan to Lomé. 6 - 5 The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 6 Basic Policy for Development of the TLC Landlocked countries require alternative routes to/from ports to secure international transport in any case. Moreover, alternative routes stimulate fair competition among them and will result in appropriate transport costs. Thus, RN1 plays an important role as an alternative for landlocked countries. (2) National Viewpoint of Togo Togo is a long and narrow, rectangular shaped country, about 700 km from north to south and 100 km from east to west.
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