SubSubSub-Sub---SaharanSaharan Africa Transport Policy ProgramSaharan Program The World Bank and Economic Commission for Africa

SSATP Working Paper No. 67 Public Disclosure Authorized SSATP Annual Conference and Stakeholders’Meeting Volume I – Main Report Public Disclosure Authorized Public Disclosure Authorized

July 1-4, 2002 Maputo, Mozambique Public Disclosure Authorized

Africa Region The World Bank SSATP Working Paper No. 67

SSATP Annual Conference and Stakeholders’ Meeting

Volume 1 Main Report

July 2002

Africa Region The World Bank

TABLE OF CONTENTS

Glossary ...... v Executive Summary ...... vii Resumo executivo ...... xi 1. Introduction ...... 1 Organization of the Proceedings...... 1 Objectives and background of the meeting...... 1 Participation...... 2 Agenda and process...... 3 Opening and closing speeches...... 4 Evaluation by participants...... 5 2. The SSATP Component Sessions Themes and Outputs...... 7 Road Management Initiative...... 7 Rural Travel and Transport Program...... 10 RMI-RTTP Joint Session...... 12 Trade & Transport...... 14 Urban Mobility...... 16 3. The SSATP Stakeholders’ Meeting Themes and Outputs...... 18 Appendix 1. List of Participants...... 23 Coordinators and Representatives from RMI Member Countries ...... 23 Coordinators and Representatives from RTPP Member Countries ...... 26 Senior Policy from SSATP Member Countries ...... 28 Representatives from SSATP Non-Member Countries...... 30 Representatives from Trade & Transport Organizations Delegates & Private Sector...... 31 Sub-Regional Organizations, Regional Economic Communities and International Organization Partner ...... 33 Coordinators and Representatives from Urban Mobility Countries ...... 34 Bilateral Development Partners and Local Observers ...... 37 SSATP Board ...... 38 Bank Staff...... 38 Appendix 2. Meeting Agenda...... 41 Appendix 3. Outputs of Stakeholders’ Meeting Working Groups ...... 47 Appendix 4. Evaluation Results ...... 59 Assessment of meeting...... 59 Suggestion for improving future meetings ...... 60 ApAppendixpendix 5. Statements and Presentations ...... 65 Official Opening by the Hon. Dr. Tomáz Augusto Salomao, Minister of Transport and Communications ...... 65 Address Provided by the Hon.Roberto Costley-White, Minister of Works...... 70 Reply to Minister’s address on behalf of the SSATP Board, by Mr. Bruce Thompson, European Commission...... 75 Opening Statement by Dr Mohamed Ibn Chambas, Secretary General of ECOWAS ...... 77 Presentation by Mr. Nigel Ings, Program Manager ...... 79 La problÉmatique de la gestion intÉgrÉe des corridors en Afrique, par Mr. N’Guessan, Consultant Senior en Transport et commerce international...... 89 Table of costs ( °/°) timeframe (number of days) means of operation and transit procedure in accordance with the regulations/usage in UEMOA/ECOWAS(2002)...... 108 Transport Issues and the PRSP Process by Dr George Banjo, World Bank...... 113 Components’Current Status and Recent Development ...... 121 Road Management Initiative...... 121 Rural Travel and Transport Program...... 125 Trade & Transport...... 129 Urban Mobility...... 133 Strategic SSATP Program Approach...... 137 RMI-RTTP...... 137 Urban Mobility...... 141 The SADC Protocol on Transport, Communications and Meteorology, by Mr. Charles Kunaka, SATCC-TU...... 147 Meeting Stock Take – Nigel Ings...... 159 Closing Statement on behalf of RMI Coordinators, By Willey A. Lyatuu...... 173 Poverty and The Social Dimensions of Transport, by Mrs. W. Walker and M. C. Sagna..... 175

GLOSSARY

ADB African Development Bank APEC Asia Pacific Economic Council CETUD Conseil exécutif des transports de Dakar COMESA Common Market of Eastern and Southern Africa Danida Danish International Development Assistance EAC East Africa Community ECOWAS Economic Community of West African States GFP Global Facilitation Partnership for Transportation and Trade (WB Initiative) IAPT International Association of Public Transport ILO/ASIST International Labor Organization Advisory Support Information Services and Training Project NCTTCA Northern Corridor Transit Transport Coordination Authority NEPAD New Partnership for Africa’s Development NGO Non-governmental organization NORAD Norwegian Agency for International Development PMAESA Port Management Association of East and Southern Africa PMAWCA Port Management Association of West and Central Africa PRSP Poverty Reduction Strategy Process REC Regional Economic Community RMI Road Management Initiative (SSATP Component) RR Railways Restructuring (SSATP Component) RTTP Rural Travel and Transport Program (SSATP Component) SADC Southern Africa Development Community SATCC Southern African Transport & Communications Commission SITRASS Solidarité internationale sur les transports et la recherche en Afrique Subsaharienne SME Small- and medium-sized enterprises SRO Sub-Regional Organization SSA Sub-Saharan Africa SSATP Sub-Saharan Africa Transport Policy Program T&T Trade and Transport (SSATP Component) TRL Transport Research Laboratory UEMOA Union Économique et Monétaire de l’Afrique de l’Ouest UM Urban Mobility (SSATP Component) UNECA United Nation Economic Commission for Africa USAID United States Agency for International Development WB World Bank

v EXECUTIVE SUMMARY

The 2002 Annual Conference and Stakeholders Meeting of the Sub-Saharan Africa Transport Policy Program (SSATP) marked a departure from the pattern of past meetings, and constituted a significant step on the path to transition to a “program approach”. For the first time, all components of the SSATP – Road Management Initiative (RMI), Rural Travel and Transport Program (RTTP), Trade & Transport (T&T) incorporating Railways Restructuring (RR), and Urban Mobility (UM) – organized their annual meetings under one roof. Consequently the meeting brought together a remarkable range of leading stakeholders involved in transport policy in some 34 sub-Saharan African countries. And among the more than 180 participants were Ministers and other high-level policy-makers, senior representatives of 16 regional economic communities, institutions and sub-regional organizations, country coordinators of the RMI and RTTP components, leading private sector players, donors, international organizations and international and regional experts.

The stakeholders’ conference and meeting was also significant because of its timing. New issues had been emerging in recent years which demanded a clear response. Some issues are internal to the SSATP program (new governance arrangements, the need to review the program’s strategic direction particularly in the light of the poverty reduction challenge and dependence on a diminishing number of bilateral donors). Other issues relate to new developments in the region – the African Union, New Partnership for Africa’s Development (NEPAD), the African Transport Ministers’ resolution that the SSATP should be a principal policy development tool – as well as to continuing challenges such as maintenance financing, transport safety, and improved access and mobility for the poor. It was vital that a full range of transport sector stakeholders were present so as to identify the most appropriate response to these challenges.

The meeting was intensive entailing a carefully structured sequence of plenary sessions, component meetings, and a stakeholders’ workshop. Held over four days, the participants heard about many new initiatives and examples of good practice, engaged actively in formal and informal debates and working sessions, and identified priority themes for the future direction of the SSATP program. A “market place” of displays and materials provided a focus for the sharing of ideas and experiences, and even the chance to test out an intermediate means of transport.

By the end of the meeting a series of priority actions – for individual SSATP components and for the program as a whole - had been identified for consideration in the immediate 2002/2003 Business Plan and in the longer-term strategic plan of SSATP. Among the priority issues for attention by SSATP in its future work are: - advice and support with the development of integrated transport sector policiespolicies, focusing in particular on their synergy with Poverty Reduction Strategy processes

vii (PRSP) and taking into account the needs of the rural poor as well as of trade across borders; - improving the linkages between transport and poverty reduction,reduction particularly through engaging in Poverty Reduction Strategy processes (PRSP), promoting appropriate travel and transport policies and initiatives, raising awareness about the importance of gender, environment and HIV/AIDS and supporting transport impact monitoring; - support for policy initiatives that aim at the improved financing of roads maintenance including rural roads and transport corridors; - support for policy formulation, strategy implementation, awareness-raising and exchange of best practice to improve the safety and security of transport usersusers; - dissemination of good practice, support to research, promotion of public-private partnerships and facilitation of capacity building to strengthen private sector participation in transport financing and managementmanagement; - promotion of small and mediummedium---sizedsized enterprises (SMEs) in the transport sector through support to studies, good practice dissemination and facilitation of capacity building and networking; - promotion of regional cooperation on transport issues, including support for the implementation of regional programs and databases, and stronger engagement with African initiatives in particular the New Partnership for Africa’s Development (NEPAD); - and engaging in dialogue with regional economic communities to promote their adoption of the SSATP agenda, supporting new SSATP coordination functions at country level, and longer term modification of management arrangements which will match World Bank decentralization strategies.

The meeting also validated the evolution of the SSATP towards program approach. While recognizing the specificity of some transport issues, for example in rural and urban areas or at regional level, many of the priority issues can only be addressed effectively by working together, across components and countries.

Immediately following the stakeholders’ meeting, the Annual General Meeting of the SSATP was held, providing an opportunity for the immediate consideration of the outputs of the stakeholders’ meeting.

The 2002 SSATP meeting was judged to be a substantial success by participants and organizers alike. Particular satisfaction was expressed with the objectives, agenda and organization of the meeting and with the conference venue and facilities. Interpretation and translation should have been better. In spite of the visa and registration difficulties that some participants

viii experienced on arrival, the atmosphere of the meeting was excellent, with highly professional debates and outputs. As the SSATP program manager observed in the closing session, the meeting was marked not only by a positive “spirit of Maputo” but also by the forging of bonds between key stakeholders in the SSA region. The meeting clearly demonstrated the latent force that exists in the region to advocate and champion transport as an essential pillar of development.

ix RESUMO EXECUTIVO

A Conferência Anual e a Reunião das Partes Interessadas do Programa de Política de Transportes da África Subsariana (SSATP), de 2002, afastou-se do padrão das reuniões anteriores, e constituiu um passo importante na transição para a uma “abordagem de programas”. Pela primeira vez, todas as componentes do SSATP – a Iniciativa para a Manutenção Rodoviária (RMI), o Programa de Transportes e Viagens Rurais (RTTP), o Comércio e os Transportes (T&T) que tem incorporada a Reestruturação dos Caminhos de Ferro (RR) e a Mobilidade Urbana (UB) – organizaram as suas reuniões anuais debaixo de um único telhado. A reunião congregou, por conseguinte, uma gama notável das principais partes interessadas na política de transportes em aproximadamente 34 países da África Subsariana. E, entre os mais de 180 participantes, encontravam-se Ministros e outras autoridades políticas de alto nível, os representantes superiores de 16 comunidades económicas regionais, as instituições e organizações sub-regionais, os coordenadores para os países das componentes de RMI e RTTP, os principais protagonistas do sector privado, os doadores, as organizações internacionais, e os peritos regionais e internacionais.

A conferência e a reunião das partes interessadas também teve um significado importante por terem lugar num momento oportuno. Novas questões foram surgindo nos últimos anos, as quais exigiam uma resposta clara. Algumas dessas questões são de natureza interna, do programa de SSATP (novos arranjos relativos à governação, a necessidade de examinar a direcção estratégica do programa, tendo especialmente em conta o desafio colocado pela redução da pobreza e a dependência de um número decrescente de doadores bilaterais). Outras questões estão relacionadas com os acontecimentos recentes ocorridos na região – a União Africana, a Nova Parceria para o Desenvolvimento da África (NEPAD), a resolução dos Ministros dos Transportes dos Países Africanos de que o SSATP deveria ser um instrumento principal da política de desenvolvimento – assim como os desafios existentes e contínuos, tais como o financiamento da manutenção das estradas, a segurança dos transportes, e melhores condições de acesso e mobilidade para os pobres. Era de importância vital que a gama completa das partes interessadas no sector de transportes estivesse presente para formular a resposta mais adequada para esses desafios.

A reunião foi intensa, e compreendeu uma sequência cuidadosamente estruturada de sessões plenárias, de reuniões das componentes, e uma reunião técnica das partes interessadas. Num período de quatro dias, os participantes ouviram falar sobre muitas iniciativas novas e sobre exemplos de boas práticas, empreenderam activamente debates formais e informais e sessões de trabalho, e identificaram os temas prioritários para a direcção futura que o programa de SSATP deverá seguir. Uma “praça” de exibições e materiais proporcionaram a ocasião de partilhar ideias e experiências, e mesmo a oportunidade de testar um meio de transporte intermédio.

xi Próximo do fim da reunião, tinha sido identificada uma série de acções prioritárias – para as componentes individuais do SSATP e para o programa na sua totalidade –a serem examinadas no Plano Empresarial imediato de 2002-2003 e no plano estratégico a longo prazo. Entre as questões prioritárias às quais deveria ser prestada atenção no SAATP, nos seus trabalhos futuros, encontram-se as seguintes: - aconselhamento e apoio ao desenvolvimento de medidas de política integradas para o sector de transportestransportes, com uma focalização especial na sua sinergia com os processos da Estratégia para a Redução da Pobreza (PRSP), e levando em conta as necessidades dos pobres das zonas rurais, assim como o comércio transfronteiriço; - melhoramento dos elos de ligação entre os transportes e a redução da pobrezapobreza, especialmente empreendendo os processos da Estratégia de Redução da Pobreza (PRSP), promovendo medidas de política e iniciativas apropriadas para os transportes e as viagens, consciencializando as pessoas para a importância das questões de género (igualdade entre os sexos), o ambiente e o VIH/SIDA, e apoiando o seguimento do impacte dos transportes; - apoio às iniciativas de política que visam a um financiamento melhorado da manutenção rodoviária,rodoviária inclusivamente das estradas rurais e dos corredores de transporte; - apoio à formulação de políticas, à implementação de estratégias, e à consciencialização e ao intercâmbio das melhores práticas com vista a melhorar a segurança dos usuários dos transportes e a prevenção de acidentes; - A disseminação de boas práticas, o apoio à investigação, a promoção de parcerias entre os sectores público e privado, e a facilitação do aumento de capacidades para reforçar a participação do sector privado no financiamento e na gestão dos transportes; - A promoção de pequenas e médias empresas (PME) no sector de transportes por meio de apoio à realização de estudos, à disseminação de boas práticas, e de facilitação do aumento de capacidades e da gestão de redes; - A promoção da cooperação regional em matéria de transportes, e inclusivamente o apoio à implementação de programas e bases de dados regionais, e uma participação mais sólida nas iniciativas para a África, em especial na Nova Parceria para o Desenvolvimento da África (NEPAD); e - Entabular um diálogo com as comunidades económicas regionais com vista a promover a inclusão das mesmas na agenda do SSATP, apoiando as novas funções de coordenação do SSATP a nível dos países, e a alteração a mais longo prazo dos arranjos de gestão que se harmonizarão com as estratégias de descentralização do Banco Mundial. A reunião também validou a evolução do SSATP no sentido de uma abordagem de programas. Se bem que reconhecendo a especificidade de algumas questões relativas aos transportes, por

xii exemplo nas zonas rurais e urbanas, ou a nível regional, muitas das questões prioritárias apenas podem ser abordadas efectivamente por meio de um trabalho conjunto que abarque todas as componentes e todos os países.

Imediatamente após a reunião das partes interessadas teve lugar a Reunião Geral Anual do SSATP, a qual proporcionou a oportunidade de examinar imediatamente os resultados da reunião das partes interessadas.

A reunião do SSATP de 2002 foi considerada um grande êxito, tanto pelos participantes como pelos organizadores, os quais declararam estar especialmente satisfeitos com os objectivos, a agenda e a organização da reunião, e com o local e as instalações da conferência. Os serviços de interpretação e de tradução deveriam ter sido melhores. Apesar das dificuldades deparadas por alguns participantes à sua chegada em relação aos vistos e às inscrições, o ambiente da reunião foi excelente, tendo os debates e os resultados sido de alto nível profissional. Como referiu o director de programa do SSATP na sessão de encerramento, a reunião caracterizou-se não só pelo “espírito positivo” de Maputo, mas também pelo estabelecimento de elos de ligação entre as principais partes interessadas na região da África Subsariana. A reunião demonstrou claramente a força latente que existe na região para promover e defender os transportes como sendo um pilar essencial do desenvolvimento.

xiii

1. INTRODUCTION

ORGANIZATION OF THE PROCEEDINGS

The proceedings are organized in two volumes, Volume 1 (this one) which provides the key narrative texts recording the meetings and their outputs, together with a number of related annexes. Volume 1 is intended to have a “stand alone” character. Volume 2 will include a full record of all component meetings, and documentation and presentations on a component-by- component basis.

OBJECTIVES AND BACKGRBACKGROUNDOUND OF THE MEETING

The main objective of the meeting was that program stakeholders confirm the longlong---termterm policy objectives andand agree on a strategic framework for the SSATP.SSATP The intention was that this strategic framework would enable the subsequent elaboration of an SSATP action plan, including the transition to a program approach.

Less explicit, but nonetheless equally important, was the objective of sharing experience and knowledge about new developments and issues concerning transport policy and initiatives - among national and regional actors, across transport sectors and between public and private players.

The 2002 meeting in Maputo occurred at a key moment in the history of the SSATP program. Over 15 years, the various components of the program — Road Management Initiative (RMI), Rural Travel and Transport Program (RTTP), Trade & Transport (T&T), Railways Restructuring (RR) and Urban Mobility (UM) — have demonstrated considerable success in supporting policy development and practical initiatives in many countries of sub-Saharan Africa. Membership of RMI and RTTP by SSA countries has grown, and demands for more active involvement in and support from all components have increased, from both national and regional actors.

By 2000 it had become clear that the delivery of support through individual components working largely separately was not an efficient — or fully appropriate — response to the needs of stakeholders, and did not reflect the increasing demand for a more integrated approach to transport policy and issues in SSA. Moreover, components had been insufficiently demand-led when developing and delivering services to users. As was clear at meetings of the RMI and RTTP in the late 1990s, stakeholders wanted to be better consulted and more involved in decision-making.

Starting with the May/June 2000 Business Meeting in Washington DC, and continuing later that year at the Copenhagen “Initial General Assembly”, program partners and stakeholders set

1 in motion activities which lead to the publication in February 2001 of new governance arrangements for the program, the “SSATP Framework” and the undertaking of a comprehensive strategic review. Governance was addressed by clear definition of the roles of elements of the framework, the AGM, the SSATP Board, an Advisory Group, the Program Manager, Component Managers, and the World Bank. Themes of African ownership, transparency, and accountability underpinned the proposed arrangements.

The May 2001 RMI and RTTP annual coordinating committee meetings were held back-to- back in Saly, Senegal, with one day of a combined meeting which workshopped selected issues to test their adaptability to a “program approach”. The outcomes of Saly reflected a clear demand for progress towards a program approach while maintaining component focus where appropriate, and overarching all, the paramount need for the SSATP to clearly play its part in the war against poverty in the region.

The SSATP strategic study, likewise, proposed, after a period of consolidation, that there be a transition to a program approach to be completed by 2006/2007. Consequently, the Maputo meetings were arranged with a number of specific goals in mind. In the forefront were the objectives of clarifying goals and approaches to the transition to a program approach, and, as importantly, underlying all, ensuring that the methodology employed strengthened (indeed, depended upon) African ownership of the process and outcomes.

PARTICIPATION

Participation at the 2002 meeting was impressive, not only in the range of experience and seniority of participants, but also because of the countries and regional organizations represented. More than 180 people in total participated in the four-day meeting.

34 SSA countries were represented by delegations composed of senior policy-makers and transport sector representatives, including the RMI and RTTP coordinators where these exist. Four regional economic bo- dies, nine international and sub- regional organizations, and three regional transport bodies were also represented at the meeting. Representatives of seven donor organizations were present (including the EC). A full complement of SSATP staff from Washington and the regional offices in SSA was also present, and played the leading role in organizing the meeting.

2 A list of the participants is contained in Appendix 1 of this report.

AGENDA AND PROCESS

The agenda of the meeting was developed in consultation with the SSATP components and team members. RMI coordinators were also involved, represented by a Task Force of three RMI coordinators — from the host country of Mozambique, Guinea and Zambia. Some adaptations were also made during the meeting. The final agenda is contained in Appendix 2 of this report.

The four days were intensive, starting at 8.30 in the morning and continuing to 18.00 most evenings. The meeting was structured in three main parts: - an official opening and introductory session on the Monday morning - meetings of the individual components on the Monday afternoon and all day Tuesday (RMI and RTTP coming together for a joint session on the Tuesday afternoon) - a stakeholders’ meeting with all participants on Wednesday and Thursday morning

The agenda of the meeting was designed to allow a structured flow of ideas and information to emerge during the four days, moving step by step from issues and perspectives of the individual components to priorities and activities within an overall program approach. It aimed in particular to facilitate the emergence of common themes of concern — as well as suggestions for joint activities — between the SSATP components.

Plenary sessions of presentations and discussions alternated with working groups, providing opportunities for learning about new developments and initiatives as well as for animated debate and discussions on key issues and priorities. Facilitators assisted in structuring and steering the discussions and working sessions, which were conducted in French and English in almost all sessions.

While maintaining the logical sequence of component and plenary sessions, a number of plenary presentations were made during the four days of the meeting and workshop which were deemed to be of interest (and importance) to all participants. They can be found in Appendix 3 and include:

- Obstacles to transit traffic operations on regional corridors — Mr. N’Guessan - Transport issues and the PRSP process — Dr. George Banjo - RMI Status and vision — Mr. Steve Brushett - RTTP Status and vision — Mr. Dieter Schelling - T&T Status and vision — Mr. Marc Juhel - UM Status and vision — Mr. Patrick Bultynck - The SADC Protocol on transport — Dr. Charles Kunaka - Poverty and social dimension of transport — Mrs. Wendy Walker & Mr. Cheikh Sagna

3 The richness of the participation was highlighted by the initiative taken by some participants to organize their own meetings during the four days. One such meeting aimed to create an African Division of the International Association of Public Transport (IATP). Others took the opportunity to meet in sub-regional groups, or to catch up on networking between organizations.

The pleasant and practical surroundings of the TDM conference center in Maputo helped provide the right working atmosphere, and enabled participants to stretch their legs and briefly enjoy the winter sun between sessions. At the heart of the leafy conference center was the “marketplace” where tea and coffee was served and where participants could browse the displays of good practice, obtain documents and materials and talk informally about their ideas and experiences. Outside the marketplace, participants could even see and test out the “Uhuru”, an intermediate means of transport which attracted much attention.

Considerable documentation was provided to participants at the beginning of and during the meeting; copies of presentations, syntheses of outputs of working sessions and summaries of final conclusions. Great efforts were made to produce material in English and French, although this could not always be achieved in the time available.

OPENING AND CLOSING SSPEECHESPEECHES

The meeting was formally opened by the Honorable Tomáz Augusto Salomao, Minister of Transport and Communication of Mozambique. Minister Salomao was accompanied by the Honorable Roberto Costley- White, Minister for Public Works, who provided an additional address for the meeting. Dr Mohamed Ibn Chambas, Secretary-General of ECOWAS also gave a key-note opening address.

The meeting was formally closed by Madame Guissou, Director of Transport and Communi- cations, UEMOA, with a closing statement by the RMI coordinator from Tanzania, speaking on behalf of the RMI coordinators.

The opening and closing speeches are contained in Appendix 3.

4 EVALUATION BY PARTICIPANTSPARTICIPANTS

A rapid evaluation was conducted at the end of the meeting. 90 participants completed evaluation forms, assessing the meeting under seven criteria and providing observations and suggestions for the organization of future meetings.

The general level of satisfaction by participants with the meeting was high: - 92% considered the objectives to be very good or good - 88% felt the organization and timing were very good or good - 79% found the information and documentation to be very good or good - a resounding 97% appreciated the conference venue and facilities as very good or good

However, some aspects could have been much better: - While 56% were appreciative of the travel and hotel arrangements, 31% found them to be only partly good and 13% were very dissatisfied - 52% found the welcome arrangements on arrival to be very good or good – but nearly half had unsatisfactory experiences - nearly 50% assessed the interpretation and translation as partly or not at all good (the quality of the interpretation and relative absence of material in French were a particular concern)

Many participants made suggestions on how to improve future meetings. The principle points made were: S Create more opportunities for African representatives to drive the process, e.g. form a workshop steering committee to encourage greater ownership S Elaborating clear and focused objectives (in consultation with the relevant delegates). This should result in clear and focused outputs during the meeting S Distributing the agenda at least one month in advance S Arranging in advance how documents would be distributed S It would be more helpful if all relevant documents were distributed in a bound form or in a file, in all the necessary languages — for ease of reference. Documents are more useful if received prior to the presentation S Better organization of travel and accommodation arrangements including complete information on financing issues, especially what delegates are responsible for and what SSATP is responsible for S Better welcome arrangements both at the airport and at the hotel reception (although the VIP welcome arrangement was well intentioned, it turned out to be quite cumbersome) S Flexibility in the travel arrangements, particularly with regard to delegates with special travel arrangements S A request for a field trip session and at least one free afternoon to allow delegates to “see” the town and shop

5 S Need for Component Managers to report on progress against objectives in a clear manner S Use of professional facilitators would help to make the best use of the limited time dedicated to the workshops S Need for more ongoing dialogue/response from SSATP management during sessions instead of leaving this to the end S Interpreters should be more assertive and ask people to speak more slowly and clearly otherwise, a considerable amount of information is lost. Interpretation should be better coordinated

The full results of the evaluation are contained in Appendix 4.

6 2. THE SSATP COMPONENTCOMPONENT SESSIONS THEMES AND OUTPUTS

Following the plenary opening session on the Monday morning, the meeting split into four parallel groups, each focusing on one of the main components of the SSATP program: Road Management Initiative (RMI), Rural Travel and Transport Program (RTTP), Trade & Transport (T&T) and Urban Mobility (UM). The fifth SSATP component, Railway Restructuring (RR), was considered within the T&T meeting.

These individual component meetings continued during Monday afternoon and Tuesday. RMI and RTTP came together in a joint session on the Tuesday afternoon. The outputs of the component meetings were then fed into the stakeholders’ meeting on the Wednesday and Thursday. Although the component meetings followed different formats, all four had the same objectives.

The component sessions aimed to bring participants up to date with recent activities and new developments, to clarify the components’ Business Plan for 2002-2003 and to identify priority activities for consideration within the longer-term strategic plan of the SSATP program as a whole.

A summary of the process and of the main outputs of these component sessions are presented in this report. Separate annexes — one for each component — contain the report and presentations made during the component sessions, as well as information on the outputs, are included in Volume 2.

ROAD MANAGEMENT INITIATIVE

The Road Management Initiative (RMI) meeting had two aims: to review the RMI Business Plan 2002-2003 and establish priorities, and to identify common themes from among these priorities to be an input into the joint meeting with RTTP.

The meeting was attended by 27 national representatives from 20 SSA countries, including existing members of RMI (15 countries), one applicant country (Rwanda) and four countries which participated for the first time in an RMI meeting (Burkina Faso, Central African Republic, Mauritius and Niger). Other participants included observers from the European Union, French Ministry of Foreign Affairs, NORAD, DANIDA, World Bank, ILO/ASIST and ECOWAS.

The meeting started with the dissemination of information on recent RMI activities and outputs (the new CD-ROM Collection, the RMI section of the 2002/2003 SSATP Business Plan, a summary of the status of actions agreed at the 15th Annual Coordinating Committee in May 2001 at Saly, the new RMI brochure and copies of RMI publications since December 2001).

7 Country representatives’ meeting

Following this, the country representatives met by themselves, under the chairmanship of the three RMI Coordinator representatives (Guinea, Mozambique and Zambia) who formed the Task Force to advise on the preparation of the meeting. The purpose of this part of the meeting was to assess actions taken since 2001 and to review — and if necessary suggest changes to — the current 2002-2003 Business Plan for RMI.

The key points raised by the country representatives, presented to the following open session of the RMI meeting by the Tanzanian RMI coordinator, were:

S the general satisfaction of country representatives concerning the advances made since 2001, particularly the actions taken at the September 2001 interim meeting on the RMI Coordinators’ terms of reference, location, reporting and performance indicators. S The main focal areas for further action should be: o specification of the role of transport in poverty reduction and impact measurement; o advancing the cooperation with RTTP at all levels where common interest existed, especially in road management and financing; o aiding those countries, largely in West and Central Africa, which were felt to be at an earlier stage of progress than other members of RMI.

Plenary discussiondiscussion on actions to be taken

During the ensuing discussions, participants were generally supportive of the view that integrated transport policy development in all countries would help the implementation of RMI concepts, especially with regard to the contribution of transport to poverty reduction.

There was also endorsement for the highest priority being given to completing the pilot assessment surveys, giving particular attention to the problems of the francophone countries on which less attention has been paid to date. It was also realized that such surveys should be seen not as a “once off” but part of the regular future tasks of the coordinators. The participants also felt that attention could be given to: S reviewing the RMI coordinators’ terms of reference, reporting and performance indicators previously agreed to, to take into account the need for a greater emphasis on poverty reduction through transport cost reduction; S common arrangements with RTTP concerning country coordination where this was appropriate; S clarifying country membership of RMI and how best to bring regional entities into the work of the RMI; S further work on Road Funds, particularly knowledge dissemination and capacity building especially in resource mobilization.

8 On the issue of country membership of RMI, the component manager confirmed that all four countries that had formally applied to join RMI since 2001 — Burundi, Chad, Guinea and Senegal — were considered as members of the component.

Country performance assessments

The Tuesday morning session focused on the outcomes of the pilot performance assessments, one of the main activities during 2001-2002. Five country representatives — Tanzania, Zambia, Mozambique, Guinea and Kenya — presented the experiences gathered and the lessons learned from the performance assessment exercise. The presentations generally supported the view that the exercises were: S valuable — in terms of the useful data generated for coordinators; S relevant — as they can help to address the need for advocacy tools vis-à-vis decision makers; S feasible — in that adaptations of the instrument were progressively increasing user friendliness and simplicity of data input.

The presenters had useful suggestions on further refinements to the instrument, which were noted for further action by the RMI component manager. It was proposed that a timetable for the roll out of the final version and a plan of action for how the work could be completed in other countries — as well as retrofitted to those who had earlier undertaken the pilots — would be finalized after the meeting.

Priority actions for 20022002---20032003 and common themes for RMIRMI---RTTPRTTP collaboration

The final session of the RMI component meeting focused on priority actions for 2002-2003 and identification of common themes for RMI-RTTP collaboration. The initial discussion centered on priority issues in SSA countries, action on which would benefit from collaboration between RMI and RTTP.

Some of the key considerations arising at country level — and which could be supported by SSATP — were noted as:

S Completion of institutional reform processes S Finding ways to further strengthen road sector institutional capacity S Setting up or strengthening existing Road Funds S Undertaking a performance assessment exercise S Promoting involvement of private enterprises in road sector work S Elaborating national maintenance strategies and holding stakeholder workshops and dissemination events S Finding concrete ways to measure and enhance the poverty impact of roads

9 Reflecting on these priorities, the RMI component manager suggested that RMI activities should focus on country program support, knowledge accumulation and dissemination, and capacity building. Country program support will be provided primarily through the completion of the performance assessment surveys. Much of the knowledge dissemination activity would be focused on Road Funds which will include support to the formation of a Road Fund association and dissemination on best practice for second generation Road Funds. Attention will also be given as a priority to those countries where difficulties were being experienced in adapting Road Funds to IMF requirements. Capacity building activities will pay greater attention to francophone participants, including the development of senior road executive courses with a francophone educational institution. It was also suggested that a target should be to ensure that each coordinator had access to at least one training opportunity in poverty reduction during the 2002-2003 Business Plan period.

Preparing for the next annual meeting, the country participants indicated that the following countries — Burundi, Cape Verde and Tanzania — had been selected to serve on the Task Force, and that Burundi had offered to host the next coordinators’ meeting.

The outputs of the intensive discussions during the RMI component meeting were summarized and presented at a subsequent joint meeting of RMI and RTTP

The detailed minutes of the RMI meeting as well as copies of the presentations and outputs are contained in a separate Annex in Volume 2.

RURAL TRAVEL AND TRANSPORT PROGRAM

The Rural Travel and Transport Program (RTTP) meeting had two objectives: to review the RTTP Business Plan 2002-2003 and to discuss adjustments, if needed, and to identify common themes with RMI and SSATP as a whole, in view of the prospective move towards a programmatic approach.

The meeting was attended by more than 45 persons comprising Coordinators, observers from IFRTD, Irish Aid, ILO/ASIST, and the RTTP Management Team.

The meeting commenced with a presentation and discussion of the RTTP component program as scheduled for the meeting (afternoon of July 1, 2002 and morning of July 2, 2002). After agreement on the program was achieved, representatives from Francophone and Anglophone RTTP countries made summary presentations of the respective country programs. These will be found in a separate annex in Volume 2.

Generally, it was felt that, while progress is being made in respect of the various country programs, it would be difficult to achieve the objective of reaching stage 3 (implementation stage) in all member countries by the end of 2003 as is the objective of the Business Plan. This was linked to the lack of resources forthcoming for rural transport programs in many countries

10 and the resulting lack of motivation of decision makers to adopt rural transport policies and strategies. On the other hand, it was explained that countries without a conducive rural transport policy and strategy are unlikely to attract funding for rural transport. To get out of this vicious circle, it was felt necessary, that SSATP assists countries with resource mobilization, and that this would be easier in the framework of the planned programmatic approach.

Discussion of the RTTP Business Plan 20022002---20032003

In the following session the RTTP Business Plan for 2002 and 2003 was presented (see RTTP Annex in Volume 2) and discussed with the participants. Generally it was felt that the Business Plan was still adequate and that only minor adjustments were needed in view of the experience made so far and in view of the move towards a programmatic approach. Particular emphasis is required in respect of a better information exchange between RTTP Coordinators and RTTP Management, amongst RTTP Coordinators and across language barriers. It was agreed that rapid efforts must be made to ensure Internet access by all coordinators. Further, it was agreed that an exchange of good practice is required and that this will be done via “country and thematic buttons” on the RTTP web page. These should be filled with good practice examples, as soon as possible, and in any case before the end of 2002. Concise summaries would be prepared of good practice reports. Translation from French to English and vice versa would be undertaken by the Regional Offices in Abidjan and Harare with quality assurance being provided by the Washington Dc office. Also, it was discussed that the role of and support to countries that have already achieved state 3 (Ethiopia, Malawi, Madagascar) needs to be better defined and that it should be clarified how non-member countries can become RTTP countries.

Discussion of Thematic Issues

On Tuesday July 2, 2002, during the first session four core rural transport themes were discussed. Each theme was introduced by a brief presentation by one of the participants (see Component Annex). Following were the four themes discussed:

1. Promotion of Intermediate Means of Transport and Rural Transport Services 2. Appropriate Institutional Set-ups for Rural Transport 3. Provision of Basic Access; and 4. Gender & Rural Transport

The ensuing discussions amongst the participants were very lively and it became clear that better dissemination of existing information and exchange of best practice is paramount to achieving better results on the ground.

11 CrossCross---cuttingcutting Issues RTTP – RMI/SSATP

In the following session cross-cutting issues between RTTP and RMI and beyond related to the entire SSATP were discussed in view of the afternoon joint RMI-RTTP session. Network based road management and financing was identified as the clear core joint RMI-RTTP issue. It was agreed that sustainable solutions for the management and financing of rural transport networks could only be achieved in a joint RMI/RTTP framework. Other cross-cutting issues for RMI/RTTP and beyond were identified and discussed, such as road safety, gender, poverty alleviation, project implementation, etc.

RMIRMI---RTTPRTTP JOINT SESSION

On the Tuesday afternoon the RMI and RTTP participants — around 70 in all — came together in a joint session to identify together common priority issues to be taken forward to the stakeholders’ meeting. Report-backs from the separate RMI and RTTP meetings were made, followed by a synthesis of the seven priority themes common to the two components. The priority areas were identified as: S The contribution of transport to poverty reduction S The development of integrated national transport policies S Roads maintenance funds and revenue sources S Promotion of SMEs, taking into account gender and labor-based approaches S Capacity-building, particularly in management S Regional cooperation S Performance assessments and monitoring of impact

The participants were then invited to break into five regional working groups: two French-speaking, two English-speaking and one Portugue- se-speaking. Each group had the task of identifying what activities should be carried out in a coor- dinated way between RMI and RTTP (either relating to the common priority areas or concer- ning other issues of importance) and suggesting how the program should be organized to facilitate a more coordinated approach. The five groups reported back in plenary at the end of the afternoon, their reports indicating significant consensus around the priority activities as well as some organizational changes for collaborative working between RMI and RTTP.

12 The joint RMI-RTTP priority activities identified by the working groups included: S Management and financing of roads: o Exchange information and experiences on financing mechanisms o Support awareness-raising and capacity-building, particularly at management level o Institutional arrangements S Formulation of integrated transport policies: o Emphasize the links between transport and poverty reduction o Take gender issues more thoroughly into account o Address safety, security and the environment o Support mobilization of resources o Address transport services S Optimize the participation of the private sector and local communities: o Promote small-scale enterprises: traders, craftspeople, contractors and consultants o Promote employment and labor-based approaches o Involve NGOs, local authorities and communities

A consensus also emerged among the working groups concerning the organizational set-up at country level for coordinating between RMI and RTTP:

SSATP Coordinator or Joint Committee

RMI coordinatorcoordinator RTTP coordinatorcoordinator

If other SSATP components are represented in the country, then these would also be coordinated by the SSATP coordinator or national committee. Methods of coordination between the component coordinators would vary from country to country, depending in part on the institutional responsibilities for transport policy.

One of the working groups also suggested an organizational set-up at regional level, with one SSATP regional coordinator linked to the SSATP country coordinators within his or her region. This proposal received strong support from the participants.

The key conclusions of the joint RMI-RTTP meeting were summed up in the presentation of the meeting outputs to the opening plenary session of the stakeholders’ meeting the following morning:

13 - there is a strong demand for a more global, coherent approach to national transport policy - the reduction of poverty is a key driver - the collaboration between RMI and RTTP must continue, focusing on the priority activities - the short-fall in financing of roads maintenance is a major priority, requiring urgent and joint action - the implementation of the Business Plan for 2002-2003 should reflect the new spirit of collaboration between RMI and RTTP

In terms of concrete actions to be undertaken to strengthen RMI-RTTP collaboration, four areas were identified: 1. Create a joint RMI-RTTP Task Force, including three coordinators from each component and the component managers 2. Organize a mid-term meeting of RMI and RTTP coordinators during the 2002-2003 Business Plan period to decide on future steps and themes 3. Determine the resource needs for common activities and organizational arrangements 4. Establish a network for the dissemination and exchange of information to link RMI and RTTP ongoing initiatives

TRADE & TRANSPORT

The Trade and Transport (T&T) Component meeting — which gathered together 42 participants — was the first opportunity for the component’s stakeholders to meet together since the T&T component was redesigned following the 2000 SSATP Business Meetings. As a result of the broadening of scope of T&T from its main focus on ports and maritime transport (as it used to be until 1998) to a transport chain approach, it was also the first time since the inception of the SSATP that T&T brought together such a large variety of transport sector partners, ranging from private transport operators to sub-regional economic organizations, including national transport ministries, corridor authorities, professional associations and donor representatives.

As well as bringing participants up-to-date with current initiatives, the T&T meeting had the objective of seeking confirmation from the regional stakeholders on the relevance and adequacy of the proposed T&T work program for 2002-2003 in relation to their perceived needs, and to amend the work program accordingly.

The meeting generated considerable interest from participants, not only in the content of the discussions but also in the possibilities of greater involvement in the T&T component. In order to carry forward the momentum created by this first T&T meeting, the participants proposed to turn the gathering into a T&T Steering Group, enabling everyone to keep in touch with the

14 T&T community as the work program gets underway and as lessons are drawn from the initiatives undertaken.

The first half of the meeting was devoted to several presentations from SSATP management and participants, including: (i) a reminder of the initial component work plan proposal as defined in the Business Plan (ii) the review of several initiatives already underway or under consideration for support from T&T in Western, Eastern and Southern Africa: a. the UEMOA Project of Observatory of Practices along Regional Corridors; b. the TTCA Northern Corridor development agenda; c. the PMAESA/TTCA Cargo Tracking System Project; and d. the USAID-RAPID Project on the Trans-Kalahari and Dar-es-Salaam Corridors; e. the preparation of a data-base of all administrative and regulatory instruments governing transport and inter-state corridors. (iii) the presentation of two initiatives concerning transport and trade facilitation outside the region, in which the World Bank is involved, to provide a broader perspective on how the Bank addresses this agenda worldwide: a. the Global Facilitation Partnership for Transportation and Trade (GFP), and the associated GFP-Distance Learning Initiative; and b. the collaborative research work with the Asia Pacific Economic Council (APEC) on the economic benefits of trade and transport facilitation.

The second half of the meeting took the form of a participative brainstorming session, which aimed to define the T&T work program for 2002-2003. A consensus quickly emerged on the benefit of rooting the overall T&T agenda within the regional corridor concept, thus providing a unifying factor around which to organize the different elements of the program.

As a result of a lively exchange of views and a host of suggestions from almost all participants, the following outputs were proposed to form the updated T&T work program for 2002-2003: S Establishment of Corridors Observatories and Expansion of Pilots S Legal Regional Reform o Harmonization of regional instruments o National adaptation S Support to Corridor Groups o Review of existing corridor systems o Determination of road maps and model arrangements for corridor management o Organization of Corridor Workshops to help jumpstart the establishment of new Corridor Groups o Design and implementation of corridor cargo tracking systems S Support to Small Cross-Border Traders o Research of a special status

15 o Assistance to creation/strengthening of local small traders associations S Railway Concessioning Toolkit Translation and Dissemination S Training o Inventory of training needs and opportunities per corridor o Preparation of Corridor Guides for different categories of stakeholders, summarizing existing regulations, tariff/fees, and working practices.

The full texts of all presentations made at the T&T meeting are provided in the separate Component Annex.

URBAN MOBILITY

The Urban Mobility Component’s (UMC) twelfth Steering Committee Meeting had three aims: (a) to discuss the UM Business Plan 2002-2003 through different presentations on the main topics covered by the Business Plan; (b) to identify complementary needs and issues to be included in the Business Plan and (c) to identify common themes which might be considered within a SSATP programmatic approach.

The meeting was attended by 46 delegates from 12 African countries. Other participants included observers from the European Union, the French Ministry of Foreign Affairs, the International Union of Public Transport (U.I.T.P.).

UM Business Plan 20022002---20032003

Papers on the five key elements of the BP were presented and debated. They are:

S Institutional reform, with two Urban Transport Authorities in place in Dakar (CETUD) and Abidjan (AGETU) and one under preparation in Lagos (LAMATA). The importance of establishing such an institutional coordination gathering the main actors of the sector was highlighted as key for any improvement in urban mobility. S Role of the Municipalities in the urban mobility policy: lack of human and financial resources was stressed as a major issue of the decentralization process under way in sub-Saharan Africa; S Urban Air Pollution which is now under the umbrella of the Clean Air Initiative in sub-Saharan Africa. The session was chaired by Mr. Gnacadja, Minister of Environment, Housing, Urban Affairs and Urban Mobility of Benin. The main item on the agenda was the sub-regional Action Plans to phase-out leaded gasoline in the aftermath of the regional conference of Dakar in June 2001 where the decision to eliminate lead from gasoline by 2005 was officially taken (the so-called Dakar Declaration); S Microenterprises with cases from Bamako, Abidjan, Accra, Nairobi, Harare, Dakar, Douala and Yaoundé. Based on the comprehensive information on the operation and financing of the microenterprises, a toolkit should be prepared in the near future on a

16 regulatory framework suitable for this king of services. The experience under way in Dakar where all the small operators are now gathered into one single federation was considered by the participants as a positive step towards a more efficient system of transport services. S Non Motorized Transport and road safety (see hereafter).

The Meeting provided also the opportunity for the presentation and debates on two recent activities carried out by the component:

S Scoping study on the cities of Addis Ababa, Dar es Salaam and Nairobi. History and current status of public transport is almost the same: all the three cities were waning only big buses but currently the market is dominated by small/medium minibuses. For each city, the study presented, as main recommendation, a draft Action Plan. The success of such a Plan requires a strong political support, independent funding and a “champion” to run the Transport Authority; S Assessment of the Non Motorized Transport (NMT) Program carried out in Kenya and Tanzania between 1995 and 1999. Guidelines for NMT have been issued as major output of the Program. They will be translated and disseminated in the near future. Both studies (scoping and NMT assessment) are expected to be finalized by September 2002. The recommendations of the scoping study would provide the background for national seminars during which draft Action Plan on policy reform will be prepared. Based on those presentations and the debates, the BP 2002-2003 was endorsed by the delegates with some complementary requests.

Complementary suggestions on the UM Business Plan 20022002---20032003

The participants expressed the wish to add the following topics on the Business Plan:

S Land use integrating urban mobility with two case studies to be carried out; S Freight transport in urban centers

As far as the management of the component is concerned, there was a strong desire to move to (a) a more decentralized organization and (b) a reinforcement of the human resource allocated to the component’s management. Such a move would be implemented by:

S Setting up two sub-regional units with UM experts to coordinate the implementation of the BP with countries of the sub-region; S Identifying in each active country a “focal point” to coordinate actions at national level and disseminate information; S Improving the flow of communications at the sub-regional level

Participants also unanimously highlighted the importance of training sessions as the one organized in Addis Ababa in May 2002 and Abidjan in July 2000. There was an agreement to

17 include operators in a future training session, in addition to experts from ministries and municipalities.

Identification of common themes to be tackled within a programmatic approach

During the discussions on the progressive programmatic approach, a consensus was reached on the importance to keep the “urban” features and issues within the approach, while developing a platform of cooperation with other components on topics such as:

• Road safety • Poverty and Transport • Transport policy formulation at national level • HIV/AIDS prevention and awareness • Financing and maintenance of urban roads • Private sector development (SME, microenterprises)

In the aftermath of the Steering Committee, a special session was organized in partnership with the International Union of Public Transport (U.I.T.P.) on the relaunching of the African Union of Public Transport (UATP). Thirty-five delegates attended this special session. As a reminder, the UATP was formally launched in the early 90’s as part of the Urban Transport Component’s activities. The members of the UATP came from the public transport companies. With the failure of most of these formal companies, UATP nearly disappeared. The updated structure of the UATP would embrace operators, regulators, consultants, municipalities and would be more in line with the changes in the provision of urban transport in sub-Saharan Africa. Exchange of views among participants demonstrated the complementarities between the UATP’ Project and the SSATP-UM in terms of knowledge sharing, capacity building and dissemination. Based on such synergy, a join workprogram could be elaborated in the future between both structures.

3. THE SSATP STAKEHOLDERS’STAKEHOLDERS’ MEETING THEMES AND OUTPUTS

The component meetings were followed by a “stakeholders’ meeting” which brought together all participants. Starting on Wednesday morning and ending at lunchtime on Thursday, this meeting aimed to map out the strategic direction of the SSATP program as a whole. As the stakeholders’ meeting was immediately followed by the 2002 Annual General Meeting of SSATP, it was a timely moment for stakeholders to give their views on the future strategic direction of the program and to influence decision-making by the members of SSATP.

The stakeholders’ meeting began with a plenary session during which the component meeting outputs (jointly for RMI and RTTP, separately for T&T and UM) were presented and discussed.

18 Following this a presentation by a senior representative of the Southern African Transport and Communication Committee (SATCC) was made.

At this point the facilitator took over, to explain the objectives and method of the remaining part of the stakeholders’ meeting. In order to maximize the participation of delegates in the time available, it was proposed to split into nine working groups (four bilingual, five monolingual either French or English) covering eight themes. These themes had been identified by the SSATP team from the outputs of the component meetings, and in particular from the priority areas for joint action by the components. The eight themes were: 1. Development of integrated transport sector policies – discussed by two groups, one French, one English 2. Sustained, adequate financing of roads maintenance – one bilingual group 3. Involvement of the private sector in the financing and management of transport infrastructure and services - one bilingual group 4. Development of small-scale enterprises in the transport sector, including traders, contractors and consultants, both women and men - one bilingual group 5. Demonstrate to policy-makers and stakeholders the impact of transport on poverty reduction, including the cross-cutting issues of gender and HIV/AIDS – English group 6. Improved transport safety and security – French group 7. Improved regional cooperation on transport issues and a greater involvement of regional entities in the SSATP program — one bilingual group 8. Improved SSATP organizational structure and governance arrangements, taking into account global, regional and national levels — English group

With the exception of group 8, each working group had more or less the same task:

- to identify and exchange information on examples of good practice relevant to the theme being addressed; - to discuss the support that the SSATP program could provide at national and regional levels to promote policy development and improved practice on the theme; - to propose three priority actions that should be considered in the SSATP action plan.

The tasks for group 8 were to identify and assess the options for an organizational structure and governance arrangements better adapted to coordinated working across components and to addressing the priority themes and cross-cutting issues, and to make recommendations for changes to the existing structure and governance arrangements at global, regional and national levels.

Participants chose their working group by taking pre-prepared “tickets” – containing information on the topic, tasks, venue and timing of the group – as they left the meeting room at the end of the plenary session. Following lunch, the working groups appointed their own chairperson and rapporteur, and set to work. The exchanges on examples and lessons of good

19 practice and the discussions on priority actions that could be taken by SSATP were lively and constructive.

At the end of the afternoon, participants rejoined the main meeting hall to present their main findings to the other participants. The highly professional presentations were an appropriate ending to an intensive day’s work. The findings of the nine working groups as they were presented in plenary are reproduced in Appendix 5.

The following morning participants had a further chance to discuss in plenary session the themes of the working groups — additional examples of good practice were mentioned as well as other issues of concern to stakeholders. Points raised during the discussions included suggestions for additional sources of maintenance resources, the need to tackle corruption, the priority that should be placed on safety and security, the importance of rural travel and transport (roads, water and railways) and of corridor roads.

Following a long coffee break which allowed the SSATP team to prepare the final presentation in French and English, the SSATP program mana- ger summed up the main findings of the meeting.

Firstly, he summarized the main issues for priority action by the SSATP components (these are men- tioned in Chapter 2).

Then a series of priority actions for joint action by SSATP components, for consideration by SSATP in its Business Plan and in a future strategic plan, were presented under the themes of the working groups.

Safety and security improved through: - implementation of security and safety policies and strategies - awareness-raising pilot projects for users prioritizing HIV/AIDS - best practice knowledge sharing

Private sector participation in transport financing and management through: - dissemination of good practice across all sub-sectors - support to concessioning research and dissemination - promotion of public-private partnerships in corridor management - facilitation of capacity building through technical assistance to policy formulation, regulation and data collection

20

Integrated transport sector policy development through: - advising on policy development processes; - disseminating good practice experiences and sharing information; - facilitating capacity building among policy-makers; - supporting resource mobilization.

Address transport and poverty reduction linkages by: - facilitating and promoting country coordinators’ engagement in PRSP processes - capacity building to raise awareness on cross-cutting issues, particularly gender equity, environmental impact and HIV/AIDS - promotion of approaches to impact monitoring

Promotion of SMEs in the transport sector through: - facilitating access to transport markets; - good practice dissemination; - undertaking diagnostic studies; - facilitation of capacity building, fostering networks and information support

Promotion of regional cooperation through: - development of partnerships between SSATP and regional economic communities - support the implementation of regional programs - help establish transport data-base

SSATP management responds to changing demands by: - immediately engaging in dialogue with regional economic communities to promote take-up of the SSATP agenda, and report to the 2003 SSATP AGM on the agreed modalities for collaboration and cooperation - engaging with NEPAD and African organizations - explaining to new member countries how to join SSATP - promote SSATP functions at national level through new coordination arrangements; - match World Bank decentralization strategies

21 Summing up the overall conclusions of the meeting, the SSATP program manager noted the clear consensus that had emerged during the four days on the key themes that will shape the SSATP program approach at country and regional levels. He indicated the broad endorsement of the Business Plan, with clarification of particular component outputs and activities, as well as the general desire for a more coherent, program approach to enable the SSATP program to deliver ever more effective support to stakeholders in the region. A particular priority for the program is to facilitate vertical and lateral links between countries and regional economic communities through knowledge sharing and networking, so as to improve the championship of transport as a vital element of strategies to reduce poverty and promote economic development.

The meeting ended as it had started, on a very positive note. The closing statement to the meeting by the RMI coordinator from Tanzania, speaking on behalf of the RMI coordinators, summed it up. “The meeting has been successful in several ways. Firstly the venue, away from the city and our hotels and which provided an enabling environment for total commitment and active participation by all of us. Secondly the programming and facilitation of component sessions have been well organized and effectively managed to achieve the intended objectives. Thirdly the eight joint workshops provided the required input, ownership and direction on the way forward for SSATP”.

The Chairwoman of the final plenary session, Mme. H. Guisssou, Director of Transport for UEMOA, formally closed the event with a short speech echoing the very positive sentiments of participants, and noting with satisfaction the collaboration between UEMOA and the SSATP.

22 APPENDIX 1. LIST OF PARTICIPANTS

COORDINATORS AND REPRESENTATIVES FROM RMI MEMBER COUNTRIES

Country Name Address Contact ANGOLA Mr. Antonio José da Director General T: 224 2 381 538 Silva Neto Rua N'gola Kiluange 185 F: 244 2 38 1538 Luanda, Angola [email protected] BURUNDI Mr. Jean Directeur Général des Routes T: 257 220959 Ngendakuriyo Ministere des Travaux Publics et F: 257 220959 de l'Equipement. B.P. 1860 [email protected] Bujumbura BURKINA FASO M. Hamadé Bagaya Ingenieur des Routes et T: 226 23 66 07 Transports [email protected] Ministère des infrastructures des Transports et de F: 226 31 45 30 l'Habitat BP 7011 Ouagadougou 03 CAMEROON Mr. Jean Marie RMI Country Coordinator T: 237 2230 652 Takam Ingénieur d Genie Civil / F: 237 2230 652 Inspecteur General [email protected] Ministère des Travaux Publics CHAD Mr. Ahmat Nene Coordinateur de la T: 235 52 35 52 Tassy CISCP/MTPTHU F : 235 52 37 09 BP 04, N’Djamena [email protected]

M. Djibangar Président du Comité Gestion du T: 235 51 68 48 Madjirebaye Fonds d'Entretien Routier (FER) F: 235 51 68 51 BP 6065, N’Djamena [email protected] ETHIOPIA Ato Semaegzer Deputy Gen. Manager - ERA T: 251 15 16 862 Berhane F: 251 15 14 866 GHANA Mr.Gordwin Joseph RMI Country Coordinator T: 233 21 661577 Brocke Director F: 233 21 667 935 Ministry of Roads & Transport [email protected] P.O. Box M38 Accra GUINEA Dr. Ahmadou Gueye RMI Country Coordinator T: 224 41 45 32 or 45 40 74 BP 581 Conakry [email protected] [email protected]

M. Mamadou Bano Direction Nationale T: 224 45 27 81/ 11 25 00 19 Sow Directeur des Transports F : 224 41 35 77 BP 715 Conakry [email protected] [email protected]

23

KENYA Mr. Carey Okwiri Orege RMI Country Coordinator T: 254 2 717461 Engineer (MRPW) F: 254 2 720044 PO Box 302 260 [email protected] Dr. Francis N. Nyangaga KENYA ROADS BOARD T: 254 – 02 – 722865/6, 723185 General Manager, Planning, F: 254 – 02 - 723166 Policy Operations [email protected] Ministry of Roads and Public Works P.O. Box 30260 MOZAMBIQUE Mr. Atanasio Mugunhe RMI Country Coordinator T: 258 1 475 375 Civil Eng., Dty. Natl Director F: 258 1 475 863 National Directorate of Roads [email protected] & Bridges Av. Mocambique, No. 1225 Maputo Francisco Pereira Administração Nacional de T: 258 1 30 81 79 Estradas (ANE) F: 258 1 30 50 69 Vice- President

João David Mabombo ANE - Director General T: 258 1 47 51 57 F: 258 1 47 52 90 [email protected] Irene Langa

Administração Nacional de T: 258 1 47 5045 Estradas ANE F: 258 1 47 5863 Jorge Tomás Muonima Civil Engineer [email protected]

Administração Nacional de T: 258 1 47 6163/7 Taibo Issufo Estradas ANE F: 258 1 47 5221 Civil Engineer [email protected]

Ministério dos Transp e T: 258 1 42 1643 Communicações F: 258 1 42 65 67 NIGER Mr. Ousmane ISSA Direction Générale des Travaux T: 227 722157 Publics F: 227 722171 BP 235 Niamey - Niger [email protected] [email protected] RWANDA Mr. Patrick Rugumire Ministère des Travaux Public T: 250 85860 / 85503 Transport et Communications F: 250 85755 BP 24 , Kigali [email protected] [email protected]

T: 250 86573 / 830 1067 F: 250 85755 [email protected]

24

SENEGAL M. Aly Lo Président T: 221 842 08 77 Association des Présidents de F: 221 823 86 99 Conseils Ruraux [email protected]

Mohamed Fadel Kane Directeur de Cabinet T: 221 823 43 26 Ministère de l'Equipement et des F: 221 822 44 98 Transports [email protected] Représentant l'Administration SWAZILAND Mr Makhosini Mndawe Senior Roads Engineer T: 268 4042321 Ministry of Public Works and F:268 4042364/ 4041022 Transport Box 58, Mbabane TANZANIA Mr. Willey Adam RMI Country Coordinator T: 255 222 111 553 ext. 4021 Lyatuu Ministry of Works F: 255 222 128 843 P.O. Box 9423 Dar es Salaam [email protected] UGANDA Engr. Emmanuel RMI Country Coordinator T: 256 41 320 125 William Musumba Principal Engineer F: 256 41 320 135 Ministry of Works, Housing & [email protected] Comm. P.O. Box 10 Entebbe ZAMBIA Mr. N. Gananadha RMI Country Coordinator T: 260 1 253 145 National Roads Board F: 260 1 252 731 P.O. Box 50695 [email protected] Lusaka

Mr.Emmanuel Kaunda Coordinator-Road Inspectorate - T: 260 253 145 NRB F: 260 1 25 31 54 [email protected] ZIMBABWE Mr. Nelson Kudenga RMI Country Coordinator T: 263 4 726726 Director of Roads F: 263 4 700 817 Ministry of Transport and [email protected] Energy P.O. Box CY 595 Causeway Harare

25 COORDINATORS AND REPRESENTATIVES FROM RTPP MEMBER COUNTRIOUNTRIESES

BURKINA FASO Ms. Rufine Bagagnan RTTP National Coordinator T: 226 32 61 41 03 BP 7048 F: 226 31 19 04 [email protected]

M. Boussé Abdou Guiro Member of the Steering T:226 36 42 23 Committee [email protected] Forum Burkinabé pour le Transport rural et le Dévelpt Secrétaire Général

M. Hamadé Bagaya Ingenieur des Routes et Transports T: 226 23 66 07 Ministère des infrastructures des F: 226 31 45 30 Transports et de l'Habitat [email protected] BP 7011 Ouagadougou 03 CAMEROON Mme. Esther G. RTTP National Coordinator T: 237 2226 775 Essombe Ministère de Transports M: 237 996 20 10 Division des Etudes Planification H: 237 220 65 14 et Programation Yaounde F: 237 226 775 [email protected] CHAD M. Palkoubou Issakha RTTP National Coordinator - T: 235 524 298 Ministère des Travaux Publics, H: 235 516 226 des Transports, de l'Habitat et de F: 235 523 709 l'Urbanisme [email protected] DEP/MTPTHU B.P. 828 N'Djamena

M. Djibangar Président du Comité Gestion du T: 235 51 68 48 Madjirebaye Fonds d'Entretien Routier (FER) F: 235 51 68 51 [email protected] COTE M. Marcel Kouame RTTP National Coordinator T: 225 2021 2072 D'IVOIRE Konan BP V6 Abidjan F: 225 2034 48 77 H: 225 22429058 [email protected] ETHIOPIA Ato Mulugeta Demissie RTTP Program Coordinator T: 251 1 525389 /1 156603 Geneme Ethiopian Roads Authority F: 251 1 514 866 P.O. Box 1770 [email protected] Addis Ababa

Mr. Yusuf Ahmed Private Sector T: 251-1-56 46 00 Weber F: 251-1-56 45 65 [email protected] GHANA Mr. Henry Danso Representing F: 233 21 686139 RTTP National Coordinator [email protected] Department of Feeder Roads [email protected]

26

LESOTHO Mrs Masglomo Pama Chief Engineer - LCU T: 266 314 514, 316269 Ministry of Public Works & F: 266 310 508 Transport [email protected] P O Box 20, Maseru 100 [email protected] MADAGASCAR Mr. Luc Rasamoela RTTP Program Coordinator T: 261 22 252 31 Ministère des Travaux Publics F: 261 22 252 31 Direction de la Gestion de [email protected] l'Entretien Routier Porte No. 412 Antananarivo MALAWI Mr. Jephitar Gibsen L. RTTP Program Coordinator T: 265 782 227/ Chagunda Dept. of Local Government F: 265 753 167 Administration [email protected] P.O. Box 265, Lilongwe MOZAMBIQUE Mr. Atanasio Mugunhe RTTP Program Coordinator T: 258 1 475 375 Civil Eng., Dty. Natl Director F: 258 1 475 863 National Directorate of Roads [email protected] & Bridges Av. Mocambique, No. 1225 Maputo NIGERIA Eng. L. C. Nwaezike RTTP Program Coordinator T: 234-9-523 8471 / 8464 Federal Dep. Of Rural F: 234-9-523 8464 Development [email protected] Michael Okpara Street, Zone 5, Wuse PMB 215, Abuja

Engr Ularamu Dept. of Rural Development T: 234 9 5238 469 Ubandoma Micheal Okpara Wa F: 234 9 5238 464 PMB 215, WUSE Zone 5 Abuja NIGER Mr. Ousmane ISSA Direction Générale des Travaux T: 227 722157 Publics F: 227 722171 BP 235 Niamey - Niger [email protected] [email protected] RWANDA Mr. Patrick Rugumire Ministère des Travaux Public T: 250 86573 / 830 1067 Transport et Communications F: 250 85755 [email protected] SENEGAL M. Aly Lo Président T: 221 842 08 77 Association des Présidents de F: 221 823 86 99 Conseils Ruraux [email protected] BP 4227, Dakar

Mohamed Fadel Kane Directeur de Cabinet T: 221 823 43 26 Ministère de l'Equipement et des F: 221 822 44 98 Transports [email protected] Représentant l'Administration BP 4014, Dakar TANZANIA Ms. Josephine Aron RTTP National Coordinator T: 255 22 232 1120 Mwankusye Village Travel & Transport Prog. 212 8105 / 211 7269 P.O. Box 1923 F: 211 3984 Dodoma [email protected]

27 UGANDA Mr. F.M. Were-Higenyi RTTP National Coordinator T: 256 41 320615 Ministry of Works, Housing & F: 256 41 321 690 Communications [email protected] P.O. Box 10 Entebbe ZAMBIA Mr. Billy Mwiinga RTTP Program Coordinator T: 260 252 454 / 255 308 Ministry of Local Government M: 260 097-842404 and Housing Rural Travel and F: 260 1 255 308 Transport Program [email protected] P.O. Box 50027 Lusaka [email protected]

Mr.Emmanuel Kaunda Coordinator-Road Inspectorate - T: 260 253 145 NRB F: 260 1 25 31 54 [email protected] ZIMBABWE Ms. Ashella Ndhlovu RTTP Program Coordinator T: 263 4 708 493 & 707 645 Deputy Secretary F: 263 4 708 493 / 791 434 Ministry of Local Govt, Public [email protected] Works and National Housing, Makombe Building, Cnr. L. Takawira & H. Chitepo P. Bag 7755, Causeway, Harare

Adeline Sibanda Gender & Rural Transport T: 263 4 85 06 79 Initiative F: 263 4 85 0679 Technical Advisor [email protected]

SENIOR POLICY FROM SSATP MEMBER COUNTRIES

Country Name Address Contact Angola Mr Antonio José da Silva Director- Genera T: 224 2 381 538 Neto Rua N'gola Kiluange 185 F: 244 2 38 1538 Luanda, Angola l [email protected] Benin Mr. Luc-Marie Constant Ministère (Environment, T: 229 31 41 29 Gnacadja Transport) F: 229 31 5081 [email protected] Burkina Faso Mr. Isaga Traoré Secretary-General T: 226 31 19 04 Ministère des Transports et du [email protected] Tourisme Burundi Mr. Jean Ngendakuriyo Directeur –Général T: 257 220959 Ministère des Travaux F: 257 220959 Publics et de l'Equipement. [email protected] B.P. 1860 Bujumbura Chad Mr. Djibangar Chairman National Roads Board T: 235 51 68 48 Maderibaye (FER) F: 235 51 68 51 BP 6065, N’Djamena [email protected] Cote d’Ivoire Mr. Simon Pierre M’Bra Directeur de Cabinet T: 225 20 34 48 75 Ekanza Ministère des Transports F: 225 20 34 48 77 Postel 2001 [email protected]

28

Ethiopia Ato Mulugeta Demissie RTTP Coordinator T: 251 1 525389 /1 156603 Geneme Ethiopian Roads Authority F: 251 1 514 866 P.O. Box 1770 Addis Ababa [email protected] Ghana Mr. Edward Kwakye Director of Planning T: 233 21 664176 Ministry of Roads and Transport F; 233 21 667114 P.O. Box M.38 Accra , Ghana [email protected] Guinea Mr. Mamadou Bano Sow Director of Transport T: 224 45 27 81/ 11 25 00 19 BP 715 Conakry F : 224 41 35 77 [email protected] [email protected] Kenya Mr. Barnabus Ariga Chief Engineer (Roads) T: 254 2 72 82 25 F: 254 2 72 00 44 [email protected] Madagascar Mrs. Justine Rasoavahiny Executive Secretary T: 261 20 22 372 02 Ministère des Transports F: 261 20 22 373 85 [email protected] Malawi Mr. Alex Cedric Gomani Principal Secretary T: 265 789 071 / 427 Private Bag 322 F: 265 789 328 / 33 Capital City , Lilongwe 3 [email protected] Mozambique Hon. T. Salomão Minister of Transport Hon. Roberto Costley- Minister of Works White Depty. Natl. Director, T: 258 1 475 375 Mr. Atanasio Mugunhe Directorate of Road and Bridges F: 258 1 475 863 (Sitting for Policy Maker Av. Mocambique, No. 1225 [email protected] in the AGM) ,Maputo Niger Mr. Ousmane Issa Director of Public Works T: 227 722157 BP 235 Niamey - Niger F: 227 722171 [email protected] [email protected] Nigeria Eng. L C Nwaezike Deputy Director Federal Dep. Of T: 234-9-523 8471 / 8464 Rural Development F: 234-9-523 8464 Michael Okpara Street, Zone 5, [email protected] Wuse PMB 215, Abuja Rwanda Dr. Ephrem Rutaboba Secretary-General T: 250 85860 / 85503 MTPTC F: 250 85755 B.P. 24 Kigali [email protected] [email protected] Senegal Mr. Mohamed Fadel Kane Director of Cabinet T: 221 823 43 26 Ministère de l'Equipement et des F: 221 822 44 98 Transports [email protected] Tanzania Mr. Wiley Lyatuu RMI Coordinator T: 255 222 111 553 ext. 4021 Ministry of Works F: 255 222 128 843 P.O. Box 9423 [email protected] Dar es Salaam Uganda Mr. William Musumba Principal Engineer T: 256 41 320 125 Ministry of Works, Housing & F: 256 41 320 135 Comm. P.O. Box 10 Entebbe [email protected]

29

Zambia Dr. Herrick Mpuku Permanent Secretary T: 260 1 254158 Ministry of Comm. And F: 260 1 251 346 Transport Permanent Secretary P.O. Box 50065 Zimbabwe Mr Christopher Deputy Minister of Transport T: 263 4 250693 Mushohwe F: 263 4 723568

REPRESENTATIVES FROM SSATP NON--MMEMBER COUNTRIES

Country Name Address Contact Cape Verde Mr. Claudio Ramos Program Officer T: 238 616468 / 608 335 Duarte C. Postal n.o 7 F: 238 616468 C.P. no 855, Praia [email protected] CAR Mr. Noel Gbeba Principal Secretary T: 236 61 1873 / 505040 Ministère de L'Equipement, des F: 236 61 06 36 Transp et de l'habitat BP 978, Bangui

Jean-Paul Koueni BARC - Director T: 236 61 37 44 / 50 09 99 BP 523, Bangui F: 236 61 37 44

Mr. Judes Dobaya Adm. Des Crédits et T: 236 50 37 64 Fenekami Programmes F: 236 61 06 36 [email protected] Djibouti Mr. Mohamed Ali Ministère des Transports T: (253) 25 09 69 / 35 79 13 / 35 09 ISMAEL B.P. 1845 Djibouti 90 F: (253) 35 06 57 / 35 59 75 [email protected] Gambia Mr. A.O CAMARA Director of Planning Transp. T: (220) 37 58 09 Sector F: (220) 37 57 65 Department of State for Works, [email protected] Construction and Infrastructure Development MDI Road, Kanifing, Gambie Lesotho Mrs. Masglomo Pamoa Chief Engineer - LCU T: 266 314 514, 316269 Ministry of Public Works & F: 266 310 508 Transport [email protected] P O Box 20, Maseru 100 [email protected] Mauritius Mr. Koosiram CONHYE Principal Assistant Secretary T: (230) 201 3321 Ministry of Public F: (230) 201 3417 Infrastructure, Land [email protected] Transport and Shipping Level 4, New Government Centre - Port Louis

30

Mauritania Mr. El Hacen Ould Conseiller Technique du T: (222) 525 52 30 Alioune TOURE Ministre F: (222) 529 04 30 Ministère de l'Equipement et des [email protected] Transports BP 237 Nouakchott Republic of Mr. Joseph ELO Conseiller aux Tranp. Terrestres T: (242) 81 10 70 / 81 53 78 Congo F Ministère des Transports F: (242) 81 10 60 / 81 28 27 B.P. 2148 Brazzaville South Africa Ms. Angeline Nchaleng Department of Transport, RSA T: 27 12 309 39 13 Ms. Nolundi Dikweni Private Bag 493, Pretoria 0001 F: 27 12 328 51 02 [email protected] [email protected] Swaziland Ms. Chazile M. Magongo Ministry of Public Works & T: 268 404 2321/9 Transp. F: 268 404 2364 P.O. Box 58 Mbabane, [email protected] Swaziland

Mr. Makhosini Mndawe Ministry of Public Works & T: 268 404 2321 Senior Roads Eng Transp. [email protected]

REPRESENTATIVES FROM TRADE & TRANSPORT ORGANIZATIONS DELEGATES & PRIVATE SECTOR

Organization/ Name Address Contact Country FESARTA Barney Curtis Box 70202 T: 27 11 7847116 Executive Officer Bryanstow, 2021 F: 27 11 784 6704 [email protected] Cote d’Ivoire Mr. N'Guessan 1 BP 5752 Abidjan 01 T: 225 20 21 73 84/ 05 05 81 02 N'Guessan F: 225 22 40 88 88 Consultant [email protected] [email protected] PMAESA Mr. Olivier Hartmann P.O. Box 99209 T: 254 11 223 245 Secretary Gen... Mombasa , Kenya F : 254 11 228 344 [email protected] Port Mr. Fernand Julien P. O. Box 1113 T: (234 1) 587 41 08 Management GAUZE Apapa, Lagos, Nigeria 290 33 07/ 587 79 77 Association of Secretary General F: (234 1) 587 41 08 West and [email protected] Central Africa [email protected] (PMAWCA) SACOB Ms. Carol O'Brien Policy Executive – T: 27 11 446 3800 24 Sturdee Ave, F: 27 11 446 3850 Rosebank, South Africa [email protected] Scott Wilson Robert Geddes P.O. Box 3143 T: 263 4 487107 Harare, ZW F: 263 4 487101 [email protected]

31

USAID Vincent Sandamuka Activity Manager T: 267 324 449 Box 2427 F: 267 564286 Gaborone, Botswana [email protected]

Ms. Lynn Harmon Transp. Corridor Leader - RAPID T: 267 300 884 Proj P.O. Box 602090 F: 267 805 976 BURUNDI Mr. David Niyungeko President - Association des T: 257 212113 Transporteurs du Burundi [email protected] (ATRABU) B. P. 2856 Bujumbura GHANA Mr. Joseph Kobina Johaze Ltd./Association of Road T: 233 21 31 51 43/ 020 811 2572 Hewton Contractors F: 233 51 23401 P.O. Box SE 1903 [email protected] Kumasi, Ghana [email protected]

MALAWI Mr. Shadreck Matsimbe Road Transport Operators T: 265 01 670 422 / 427 Association Executive Director F: 265 01 671 423 /33 P.O. Box 30740 [email protected] Chichiri, Blantyre, 3 NIGERIA Mr. Gidado Hamman President - National Union of T: 234 9 3140 898 Ahmadu Road Transport Workers Area II Plot 65 Flat 1&2, Abuja RWANDA Dr Francois-Xavier Président de l'Association des T: 250 72877 Rusanganwa Transporteurs du Rwanda F: 250 77467 (ATAR) B.P. 1042 Kigali [email protected] UGANDA Dr. Kaira Charles Kisala Chairman T: 256 41 286 218 (Charles Kaira) Uganda Private Road Users F: 256 41 320 135 Association [email protected] P.O. Box 20 Kyambogo, Kampala ZAMBIA Mr. Henry M. Chipewo The Chartered Inst. Logistic & T: 260 096 750496 Transport F: 260 1 226 039 Chairman [email protected] P.O. Box 39147 Lusaka ZIMBABWE Mr. Martin Beno Nhau IBDC - president T: 263 -4-663064 Mucheche 11077 Craster Road M: 263-11414263 Southerton, Harare F: 263-4-663064

32 SUB--RREGIONAL ORGANIZATIONS, REGIONAL ECONOMIC COMMUNITIES AND INTERNATIONAL ORGANIZATION PARTNER

Organization Name Address Contact ADB Professor S K Nnama, African Development Bank, T: 225 20 20 4132 Chief, Operations Abidjan, Cote D'Ivoire F: 225 20 20 5991 Support Department [email protected] CETUD Mr. Latyr Ndiaye, T: 221 859 47 22 Director General F: 221 832 4744 [email protected] COMESA Mr. Gilbert Maeti, P.O. Box 30051 T: 260 1 229 725 / 260 1 229 729 Director of Infrastructure F: 260 1 225 107 [email protected] EAC Dr. Kipyego Cheluget, East African Community T: 255 27 2504253/4/6/7/8 Deputy Secretary Secretariat F: 255 27 2504255/2504481 General P O Box 1096, Arusha, Tanzania [email protected] [email protected] ECOWAS Dr. Mohamed Ibn (ECOWAS) T: 234 9 314 3005 / 7427 9 Chambas, Director- 60, Yakubu Gowon Crescent F: 234 9 314 7646 / 3006 General Asokord District P.M. S. 401 [email protected] Abuja, Nigeria Mr. Yao G. Adzigbey T: 234 9 314 7647 Principal Officer - F: 234 9 314 3005 / 314 76 44 Transport Sector [email protected] NCTTCA Mr. Godfrey Onyango, T: 254 11 314 643 Executive Secretary F: 254 11 311 572 [email protected] MDP Nr. Jean Pierre Ellong Mbassi, Program Coordinator PROSAF Mrs. Germaine Toure T: 225 22 43 85 28 Alohio [email protected] SATTC Dr. Charles Kunaka, Second floor, Predio Marconi T: 258 1 420 214 Senior Policy Officer Av. Martires de Inhaminga, 170 F: 258 1 431 288 P.O. Box 2677 [email protected] Maputo, Mozambique [email protected]

Sakhe K. Silo T: 258 1 420 214 F: 258 1 420 213 [email protected] SITRASS Mr. Maurice Niaty- T: 229 98 08 28 Mouamba F: 229 31 58 30 [email protected] UEMOA Mme. Hélène Guissou, T: 226 31 88 73 à 76 Director of Transport F: 226 31 88 72 [email protected] UNECA (Kigali) Mr. Gordon Anyango, [email protected] Senior Economic Affairs Officer

33

UNECA (Lusaka) Dr. Earnest Dhliwayo Box 30647 T: 260 1 228 502 Lusaka, Zambia F: 260 1 236 949 [email protected] IFRTD Mr. Peter Njenga Easter & Southern Africa Coord. T: 254 2 88 33 23/ 722 360 860 Unit [email protected] IFRTD Secretariat [email protected] 2 Spitfire Studios 63-71 Collier Street London N1 9BE

Ms. Priyanthi Fernando Executive Secretary T: 44 207 713 6699 F: 44 207 713 8290 [email protected]

Mr. Cheikh A. B. Thioye Regional Advisor - West Africa T: 221 832 1732 / 639 3033 TP SOM BP 6384 F: 221 832 2992 Dakar, Etoile [email protected] ILO/ASIST Mr Graham Johnson- Block 8, Arundel Office Park T: 263 4 369824/8 Jones Norfolk Road, Mount Pleasant F: 263 4 369829 P.O. Box 210, Harare, Zimbabwe [email protected] ISTED Mr. Jean-Philippe Lanet Responsable, Pôle Route T: 33 1 40 81 78 04 La Grande Arche F: 33 1 45 55 72 82 Paroi Sud 92055 La Défense, Paris [email protected]

COORDINATORS AND REPRESENTATIVES FROM URBAN MOBILITY COUNTRIES

Country Name Address Contact BENIN Mr. Luc-Marie Constant T: 229 31 41 29 Gnacadja F: 229 31 5081 Ministre de [email protected] l'Environnement de l'Habitat et de l'Urbanisme

T: 229 98 08 28 Mr. Maurice Niaty- F: 229 31 58 30 Mouamba [email protected] Pres. SITRASS

T: 229 31 20 65 Mr. Chabi Théophile F: 229 31 50 81 WOROU [email protected] Ministère de

l’Environnement,

T: 229 33 10 27 / 33 15 71 Mr. Christian Sossou CAMEROON Mr. Hubert Ngabmen T: 237 231 89 10 / 995 23 73 Directeur Gen. ITSD F: 237 231 03 14 [email protected] [email protected]

34 CHAD Mr. Ahmat Abakar Adjid T: 235 526053 Directeur. S. Tech. F: 235 51 4340 [email protected] COTE D'IVOIRE Mrs. Germaine Touré T: 225 22 43 85 28 Alohio Prés. PROSAF [email protected]

Mr. Slaba Albert T: 225 21 75 7113 Auditeur SOTRA F: 225 21 25 9721 [email protected]

Mr. Attey Philippe T: 225 21 75 71 05 F: 225 21 25 97 21 [email protected] [email protected]

Mr. Zoro Bi Nagoné T: 225 22 41 09 33 /35 Conseiller Directeur Gén. F: 225 22 41 09 33 AGETU [email protected]

Mr. Emmanuel Yoro T: 225 21 25 27 45 Gouali F: 225 21 25 27 45 Sécurite Routière OSER [email protected] GHANA Ms. Lynda Joana Osapo T: 233 21 514 604 AFRICACLEAN F: 233 21 514 604 [email protected] Prof. Samuel Tetteh Addo T: 233 21 500394 F: 233 21 507147 [email protected] GUINEA Mr. Aliou Diallo [email protected] Directeur Gen. Fonds T: 224 45 42 98 d'Entretien KENYA Mr. Silverster Okumu T: 254 2 71 80 50 ext. 4212 Kasuru F: 254 2 71 68 00 Physical Planner for [email protected] Ministry of Land & Settlement

Mr. Tom Odago Opiyo T: 254 23 34 244 ext. 28394 Lecturer - Univ. of M: 254 722 51 209 Nairobi [email protected]

Ms. Joyce Nyambura T: 254 2 24 96 95 Ndugo F: 254 2 242758 [email protected] NIGERIA Aminu Jalal T: 234 9 523 3963 Director - National F: 234 9 523 9312 Automotive Council [email protected]

Dr. Dayo Mobereola T: 234 1 773 3780 Lagos Urban Transport F: 234 1 498 9000 Officer [email protected]

35 Moroof Olawale Agoro T: 7733780 -2, 7756482 HOD Public Transp. F: 4979000 Lagos Urban Transp. Proj [email protected] SENEGAL Mafama Diop T: 221 035 36 55 [email protected]

Abdoulaye Diene T: 221 832 57 56 Secretaire Gen. – CETUD F: 221 832 47 44 [email protected]

Malick Ndiaye T: 221 823 6018 [email protected]

Soudou Diagne T: 221 842 36 43 [email protected]

Mr. Latyr Ndiaye T: 221 859 47 22 Directeur Gén. CETUD F: 221 832 4744 [email protected]

Ibou Diouf Directeur T: 221 8594 720 Tech. – CETUD F: 221 832 4744 [email protected] Mr. Ousmane Thiam T: 221 859 4726 Président CETUD [email protected]

Mr. Adama Gueye T: 221 834 8715 Directeur Tech. [email protected] Ville Pikine TANZANIA Mr. Cosmas Peter Mushi T:255 22 2700 769/70 Takuie [email protected] TZ Cr. 2867 - Project Manager BELGIUM Petra Mollet [email protected] Dir. UITP FRANCE Amakoé Patrice T: 33 1 4740 72 68 Adolehoume F: 33 1 4547 56 06 [email protected] TRL Ltd. Mr. Phil Fouracre Old Wokingham Rd, T: 44 1344 770993 Crowthorne, Berks F: 44 1344 770356 RG45 6AU, UK [email protected] SITRASS Mr. Amakoé Délégué Général T: 33 1 474 072 68 Adolehoume (SITRASS) F: 33 1 454 756 06 2 avenue Gal Malleret Joinville [email protected] 94114 Arcueil Cedex, France

36 BILATERAL DEVELOPMENT PARTNERS AND LOCAL OBSERVERS

Country/Agency Name Address Contact Austria Mr. Werner Pilz HABARI Theobaldgasse 16, T: 431 586 23 40 A-1060 Vienna Austria F: 431 586 23 40 33 [email protected] DANIDA Mr. Jens Erik Rasmussen Transport Economist, TSA. 4 T: 45 33 92 02 50 Department of International F: 45 33 92 07 90 Ministry of Foreign Affairs [email protected] 2 Asiatisk Plads Dk-1448 Copenhagen DFID Mr. Peter Roberts Deputy Chief Engineering T: 44 171 917 0542 Adviser F: 44 171 917 0072 94 Victoria Street [email protected] London, SW1E 5JL UK France Mr. Gerard Olivero Ministère des Affaires étrangères T: 33 1 53 69 30 36 Secrétariat d’état à la F: 33 1 53 69 37 17 Coopération [email protected] Mr. Cyril Conde Direction du Développement 20 rue Monsieur T: 33 1 40 81 28 13 75700 Paris, France [email protected] Ireland Aid Mr. Gerry Cunningham Engineering Adviser T: 255 22 2602355 Embassy of Ireland F: 255 22 2602362 P.O. Box 9612 [email protected] Msasani Peninsula Plot No. 1131 Dar es Salaam, Tanzania NORAD Mr. Thor Wetteland Ruseløkkvn 26 Tel. +47 22 24 02 42 P.B. 8034 Dep. Fax +47 22 24 20 31 N-0030 Oslo [email protected] Norway Canada Mr.Laurent Charette Canadian High Commission T: 258 1 49 26 23 Consul F: 258 1 49 26 67 1128 Julius Nyere, Maputo MZ

Ms. Sonia List-Charette Adviser - Specialist Urban T: 258 1 49 39 23 Transport F: 258 1 49 17 09 [email protected] Egypt Dr. George Azer Saleeb Embassy of Egypt T: 258 1 49 11 18 Third Secretary F: 258 1 49 14 89 [email protected] Portugal Fernando Costa Portuguese Embassy- MZ Adviser

37 SSATP BOARD

Organization Name Address Contact UNECA Mr. Hachim Koumare United Nations Economic T: 251 1 51 72 00 ext. 204 Commission for Africa F: 251 1 51 03 91 (UNECA) [email protected] P.O. Box 3005 Addis Ababa, Ethiopia Enterprise Mr. Marcel Nikiema Siege / Ouagadougou / Burkina T: 226 33 40 02 / 03/ 06 Translog Faso F: 226 33 40 08 09 BP 192 Ouagadougou 09 C : 226 20 44 32 [email protected] World Bank Ms. Maryvonne Plessis- 1818 H Street, N.W. T: 202 473-4314 Fraissard Washington, D.C. 20433 U.S.A. F: 202 473-8038 [email protected] European Mr. John Bruce Directorate Gen. T: 32 2 299 3067 Commission Thompson Rue de Genève 12 F: 32 2 299 0603 B-1140 Brussels, Belgium [email protected]

BANK STAFF

Name Title/Address Contact Mr. Nigel Ings SSATP Program Manager T: 202 473 0767 The World Bank F: 202 473 8038 Washington, DC USA [email protected]

Mr. Gylfi Pálsson SSATP Program Administrator T: 202 473 6713 The World Bank F: 202 473 8038 Washington, DC USA [email protected] Ms. Tawia Addo-Ashong Transport Specialist T: 5337-3143 The World Bank F: 5337-3004 69 Dr. Isert Road [email protected] North Ridge Residential Area Accra, Ghana Mr. George Banjo Regional Advisor, RTTP T: 263 591 255 The World Bank F: 263 591 223 Harare, Zimbabwe [email protected] Ms. Fanny Barrett Urban Mobility, Program Assistant T: 202 473 4820 The World Bank F: 202 473 8249 Washington, DC USA [email protected] Mr. Antonio Paulo Borges Program Assistant, SSATP T: 202 473 4828 The World Bank F: 202 614 1514 Washington, DC USA [email protected] Mr. Stephen Brushett RMI Component Manager T: 202 473 4153 The World Bank F: 202 473 8326 Washington, DC [email protected] USA

38 Name Title/Address Contact Mr. Patrick Bultynck Urban Mobility, Component Manager T: 202 473 4549 The World Bank F: 202 473 8249 Washington, DC USA [email protected] Mr. Elias Tseggai Sr Rural Transport Spec. T: 254 2 48114 The World Bank F: 254 2 48383 Old Lonrho Building M: 263 91 258 397 88 Nelson Mandela Ave. Harare, Zimbabwe [email protected] Ms. Monique Desthuis- Communications Officer, SSATP T: 202 458 5953 Francis The World Bank F: 202 473 8038 Washington, DC USA [email protected] Ms. Sandra Giltner Public Relations/Media Specialist, SSATP T: 202 473 0444 The World Bank F: 202 473 8038 Washington, DC USA [email protected] Ms. Melanie Jaya Program Assistant, RTTP T: 5391-252 The World Bank F: 263 4 708 659 Old LonrhoBuilding [email protected] 88 Nelson Mandela Ave.Harare, Zimbabwe Mr. Marc H. Juhel Trade & Transport, Component Manager T: 202 473-2392 The World Bank F: 202 522-3223 Washington, DC USA [email protected] Mr. Michel Inches Liaison Officer, Road Program Tel. (258-1) 492841/51/61/71 The World Bank Fax. (258-1) 492893 Maputo, MZ [email protected] Mr. Torben Traustedt Larsen Sr Transport. Specialist T: 473-4172 The World Bank F : 473-8326 Washington, DC USA [email protected] Ms. Linda Carole Patnelli Team Assistant, RTTP T: 5331 476 Cnr. Booker Washington & Jacques Aka Sts. F: 5331 400 Cocody, Abidjan 01 Cote d’Ivoire [email protected] Mr. Hubert Nove-Josserand Urban Mob ility, Sr Urban Transport Spec.ialist T: 473-5955 The World Bank F : 473-8038 Washington, DC USA [email protected] Mr. Dieter Schelling RTTP Component Manager T: 202 473 5277 The World Bank F: 202 473 8038 Washington, DC USA [email protected] Mr. Siele Silue RTTP Regional Advisor T: 5331 - 414 Corner. Booker Washington & Jacques Aka Streets. F: 5331 – 400 Cocody, Abidjan 01 Cote d’Ivoire [email protected] Mr. Tekie Sium Co-financing Assistant, SSATP T: 202 458 4208 The World Bank F: 202 473 5139 Washington, DC USA [email protected]

39 APPENDIX 2. MEETING AGENDA

The objectives of the meeting

SSATP Component Meetings and Stakeholders’ Workshop:

− Program stakeholders to confirm long-term policy objectives and agree on a strategic framework leading to an action plan for transition to a program approach.

The structure of the meeting

The meeting is composed of four main blocks:

- the official opening and introductory session in plenary at TDM on the morning of Day 1 - discussion and planning workshops of the SSATP components (RMI, RTTP, TT and UM – see notes below) on the afternoon of Day 1 and all Day 2 - plenary sessions and group work to draw overall conclusions on the way forward for SSATP on Days 3 and 4 - the SSATP Annual General Meeting on Day 5 and morning of Day 6

Notes on the agenda

SSATP Components: RMI = Roads Management Initiative RTTP = Rural Transport and Travel Program T&T = Trade and Transport UM = Urban Mobility

The location of sessions, at the TDM Conference Center will be notified at commencement of the week’s events as will the identity of chairpersons for plenary sessions. Participants should regularly refer to notices which will be displayed in the foyer of the main TDM conference hall, and in the lobby of the Rovuma Hotel.

41

SSATP ANNUAL MEETING, JULY 11---66 2002, MAPUTO, MOZAMBIQUE AGENDA FOR PARTICIPANTS

Objectives of the meeting

SSATP Component Meetings and Stakeholders’ Workshop:

− Program stakeholders to confirm long-term policy objectives and agree on a strategic framework leading to an action plan for transition to a program approach.

Structure of the meeting

The meeting is composed of four main blocks: - the official opening and introductory session in plenary at TDM on the morning of Day 1 - discussion and planning workshops of the SSATP components (RMI, RTTP, TT and UM – see notes below) on the afternoon of Day 1 and all Day 2 - plenary sessions and group work to draw overall conclusions on the way forward for SSATP on Days 3 and 4 - the SSATP Annual General Meeting on Day 5 and morning of Day 6

Notes on the agenda

SSATP Components: RMI = Roads Management Initiative component RTTP = Rural Transport and Travel Program component T&T = Trade and Transport component UM = Urban Mobility component

The location of sessions, at the TDM Conference Center will be notified at commencement of the week’s events as will the identity of chairpersons for plenary sessions. Participants should regularly refer to notices which will be displayed in the foyer of the main TDM conference hall, and in the lobby of the Rovuma Hotel.

42

DAY 1: MONDAY JULY 1

8.30-10.00 Plenary session Chairperson: Mr. Marcel Nikiema • Explanation of the conference programprogram, method and logistical arrangements, Program Administrator, Gylfi Palsson • Welcome and Introduction, Program Manager, Nigel Ings • Official Opening by Hon. Dr. Tomáz Augusto Salomao, Minister of Transport and Communications, with Hon. Mr. Roberto Costley-White, Minister of Works, in attendance • Reply to Minister’s address on behalf of the SSATP Board, Mr. Bruce Thompson, EC • Opening statement by Secretary General of ECOWAS, Dr Mohamed Ibn Chambas • Presentation of conference objectives and outputs, Program Manager – Mr. Nigel Ings 10.00-10.30 Coffee break 10.30-12.30 PlenPlenaryary session Chairperson: Dr Mohamed Ibn Chambas • Presentation on obstacles to transit operations on regional corridors, Mr. N’Guessan • Presentation on Transport issues and the PRSP process, RTTP Rural Transport Specialist, Dr George Banjo • Brief presentations by RMI, RTTP, TT and UM components of SSATP on current status and recent developments • Questions and clarifications • Explanation of the component meetings Days 1 & 2 12.30-14.00 Lunch 14.00-16.00 RMI RTTP T&T meeting UM meeting Theme: Institutional • Introduction by • Introduction by Presentations on four reform and land use in Component Component TT projects: transport policy Manager; Manager; • Review of legal • Presentations and • Coordinators’ • Coordinators’ instruments for discussion on case meeting meeting transport and studies from Dakar, transit activities Abidjan, Lagos and • UEMOA/WAEM Kenya U pilot project • TTCA Northern Corridor Project • USAID-RAPID Project 16.00-16.30 Tea break 16.30-18.00 RMI coordinators RTTP coordinators T&T meeting UM meeting meeting meeting Theme: Role of • Discussion on • Discussion on • Presentations municipalities in mobility how to prioritize how to prioritize continue policy component work component work • Presentations and and key themes and key themes discussion on case for program for program studies from Douala, approach approach Cotonou, Senegal and N’Djamena 18.30 – 20.00 Cocktail Party at the Polana Hotel

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DAY 2: TUESDAY JULY 2

8.30-10.00 RMI coordinators RTTP coordinators T&T meeting UM meeting meeting meeting Presentations and Presentations and Theme: Ongoing work Theme: Ongoing work discussions on global discussion on: under Interim Work under Interim Work and regional initiatives • Scoping study in Plan Plan in trade and transport: Addis Ababa, • Presentation and • Global Facilitation Nairobi and Dar discussion of pilot Partnership es Salaam performance • GFP-Distance • NMT assessment surveys Learning in Kenya and Initiative Tanzania • Capacity building in West Africa 10.00-10.30 Coffee break 10.30-12.30 RMI coordinators RTTP coordinators T&T meeting UM meeting meetinmeetingg meeting Presentations and Theme: Urban air Theme: Further Theme: Further discussions continue: pollution:. activities to be carried activities to be carried • WB/APEC • Presentations and out in 2002/2003 out in 2002/2003 research program discussion on case • Identification of • Identification of on economic studies from possible activities possible activities benefits of TT Senegal, Togo, facilitation in Burkina Faso, Asia/Pacific Benin, Nigeria region and Ghana 12.30-14.30 Lunch 14.30-16.00 RMI and RTTP joint T&T meeting UM meeting meeting • Identification of outputs and lessons of Theme: Provision of • Identification of global and regional initiatives for urban transport services common and SSATP/T&T agenda • Presentations and component- discussion on case specific activities studies from the SSA region 16.00-16.30 Tea break 16.30-18.00 RMI and RTTP joint T&T meeting UM meeting meeting • Identification of outputs and lessons • Steering • Identification of continues Committee common themes to • Building blocks to develop T&T agenda for Meeting respond to SSATP 2002-2003 and beyond • Wrap-Up of objectives and sessions priorities • Suggestions for proposals for action 19.00-20.00 Dinner

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DAY 3: WEDNESDAY JULY 3 SSATP Stakeholders’Stakeholders’MeetingMeeting

8.30-10.00 Plenary session Chairperson: Mr. Kipyego Cheluget Theme: Strategic SSATP program approach • Joint presentation of statement by RMI-RTTP Task Force • Presentation by T&T component manager • Presentation by UM component manager • Questions and clarification 10.00-10.30 Coffee break 10.30- 11.00 Plenary session Chairperson: Prof. Nnama Presentation by SATCC on the SADC Transport Protocols, Dr Charles Kunaka 11.00-12.00 Plenary session: Facilitator: Ms. Mary Braithwaite • Presentation of themes for working groups • Methodology of working group approaches 12.00-12.30 SSATP Working Groups (Break(Break---outout Groups) Analyze the Proposed SSATP Themes PROPOSE ELEMENTS TO BE INCORPORATED INTO AN SSATP STRATEGIC PLAN LOGFRAME Lunch 14.30-16.00 SSATP Working Groups (Break(Break---outout Groups) (Contd) Analyze the Proposed SSATP Themes Propose elements to be incorporated into an SSATP strategic plan logframe 16.00-16.30 Tea break 16.30-18.00 Plenary session Facilitator: Ms. Mary Braithwaite • Report back from working groups • Discussion 19.00-20.00 Dinner

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DAY 4: THURSDAY JULY 4 SSATP Stakeholders’ Meeting

8.30-10.00 Plenary session Facilitator: Ms. Mary Braithwaite • Stakeholders’ workshop, outputs, discussions 10.00-11.30 EXTENDED COFFEE BREAKBREAK – MARKET PLACE – IINFORMANFORMANFORMALL DISCUSSIONS – NETWNETWORKINGORKING 11.30-12.30 Plenary session Chairperson: Mme Hélène Guissou • Meeting Stock-Take, Concluding Statements, closure of meeting 12.30-14.30 Lunch 14.30-16.00 Market Place • Participants visit stands, discussions and exchanges on projects and experiences • Presentations 16.00-16.30 Tea break 16.30-18.00 Market Place continues 19.00-20.00 Dinner

Additional Activity 14.30 – 16.00 Plenary Session Presentation and discussion: Poverty and the Social Dimensions of Transport, Mrs. Wendy Walker and Mr. Cheikh Sagna

DAY 5: FRIDAY JULY 5

8.30-10.00 1. Adopt order of business; 2. Report by SSATP Board; 3. Adopt report of 2001 AGM; 4. Issues arising from 2001 AGM; 10.00-10.30 Coffee 10.30-12.30 5. Review/adopt 2001 Annual Progress Report; 6. Agree decisions on: - SSATP response to 12th Meeting of Ministers of Transport and Communications (Addis Ababa, March 6th 2002); - SSATP long term strategic plan and 2002/2003 WP (outputs of SSATP meetings July 1st – 4th 2002); - Stabilization of program funding; 12.30-14.30 Lunch 14.30-16.00 7. AOB; 8. Review of decisions; 9. Meeting closure.

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APPENDIX 3. OUTPUTS OF STAKEHOLDSTAKEHOLDERS’ERS’ MEETING WORKING GROUPS

Working Group 1: Development of Integrated Transport Policy Design

Sector Policies – Policy Design S Vision development S Mission statement S Objectives S Policy statements S Strategies S Action plans Policy Formulation S Lead agency to spearhead the process S Preparation of terms of reference S Options: o In-house capacity o Sub-sector committees o National steering committee o Consultative body o Consultants selection o Study o National stakeholder workshop Policy Formulation Process S Recommendations S Draft policy document S Green paper/Cabinet paper S Cabinet approval S AG Chambers S Parliament S Integrated transport policy Role of SSATP at the National /Regional LevelLevelss S Sharing of experiences S Facilitating S Financing Action Plan S Terms of reference S Sourcing finances S Information sharing

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Groupe 1 : Formulation de politiques de transport intégrées

Processus de définition des politiques S Approche participative du bas vers le haut : o Intégration de tous les acteurs concernés o Prise en compte des différents aspects et secteurs liés au transport S Passage à une approche globale et intégrée (prise en charge par les populations, partenariat public/privé, intégration des secteurs formel/informel).

Formulation des politiques S Initiatives endogènes sur la base d’études en tenant compte du contexte local et en intégrant les indicateurs de mesure de performance S Exemple : o Lettres de politiques de transport en Afrique

Intégration des thèmes transversaux : Parité – Sida – Environnement

S Exemple : o PST ou PAST o Document de politique sectorielle de lutte contre la pauvreté o Document de stratégie de réduction de la pauvreté

Rôle du SSATP S Au plan national o Renforcement des capacités des acteurs o Appui à la formulation d’une politique nationale o Création d’une équipe pluridisciplinaire pour susciter une approche plus élargie S Au plan régional o Renforcement des capacités des acteurs o Appui aux groupements de corridors

Actions prioritaires S Prise en compte des initiatives du NEPAD et des organisations régionales S Renforcement des capacités, réseautage, diffusion de l’information, création d’observatoires et échanges d’expériences S Mobilisation des ressources financières

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Groupe 2 : Financement ddeses fonds routiers/road funding

Exemples et leçons tirées des pratiques recommandées Base des recettes S Redevances d’usage de la route S Péage routier S Amendes de surcharge S Redevance de traversée des bacs S Charge à l’essieu S Taxe à l’importation des véhicules S Vignette S Taxe de transit international

Revenue Base S Fuel levy S Donor Funding S Overload fee S Motor vehicle license S City rates S Agricultural produce S Dedicated funds from local and central authorities S Tax from vehicle imports S Other taxes from income, property and services S HIPC funds

Gestion des fonds S Existence d’un conseil de gestion dans lequel le secteur privé (usagers ) est majoritaire. S Équipe de gestion autonome et légère S Audit technique et financier annuel requis

Revenue Management S Independent Road Board: stakeholders (farmers, operators, associations, ministries, etc.) to agree on specific percentage allocated to rural and main roads S Dedicated funds

Répartition des fonds S Réseau interurbain S Réseau urbain S Pistes rurales S Dépenses de fonctionnement

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S Prévention et sécurité routière S Investissements (débats)

Allocation of Funds S Main roads (30-40%) S Urban roads (30-40%) S Rural roads (40-65%) S Administration fees (3-10%)

Que pourrait faire le SSATP pour améliorer les savoirsavoir---fairefaire et pratiques en matière de financement de l’entretien routier au niveau national et régional ?

Au niveau national S Renforcement des capacités des secteurs public et privé S Contrats basés sur les performances S Promouvoir les réformes S Sensibiliser le public à la nécessité de fonds routiers

Au niveau régional S Mise en place d’une association régionale de fonds routiers S Facilitation des échanges entre pays S Synergie avec les organisations régionales S Prise en charge des principaux axes régionaux S Echanges de connaissances

Trois priorités S Évaluation des performances des fonds routiers S Diffusion de l’information S Renforcement des capacités

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Working Group 3: Involvement of the Private Sector in Financing and Management of Transport Infrastructure and Services

Requirements of the Private sector S Enabling environment S Sound legal and regulatory framework S Continuity of government policies S Strong and long term commitment by both government and the private sector\ S Incentives including guarantees and risk sharing S Participation in policy formulation S Level playing field S Conducive banking system

Examples of good practice

S West Africa – state guarantees of investment S Republic of South Africa (RSA) – toll roads, Maputo corridor (a good example of bilateral co-operation and risk sharing) S Rwanda – road repair by private sector including management of the funds S Railway concessioning in Malawi, Mozambique and Zambia S Container terminal operations in ports – Ghana and Tanzania S PPP in roads and highways toolkit S (World Bank has many examples) S Production and marketing of IMTs by local manufacturers, Ghana S Corridor management and road transport in Central African Republic and Cameroon corridor S BOT for a new railway line in Zimbabwe

Priority Actions

S Synthesis, research and dissemination of good practices and worldwide experiences across all sub-sectors including role of PPPs in corridor management as well as including workshops at sub-regional and national levels in the dissemination strategy S Capacity building through TA for producing better policies and regulations for PPP and for data collection S Acting as an advocate for PPP and for sensitizing private and public sector stakeholders

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Working Group 4: Development of small scale micromicro---enterprisesenterprises in the transport sector

Actors S Contractors S Operators S Traders S Manufacturers, repairers Examples/Good Practices S Contractors o Some governments have put in place enabling environment to allow all levels to participate at their own levels (Uganda, South Africa) o Emerging networking arrangements for consultants (SITRASS, AFRICACLEAN, IFRTD) S Operators o Some governments have put in regulatory regimes that allow all categories of operators to participate in the delivery of transport services (Senegal, Uganda) S Traders o Inadequate knowledge on issues affecting traders o Discrimination/harassment of SME cross-borders and within countries

What should SSATP do?

S Promote and Facilitate policy development in the transport sector that ensure that SME can access that part of the market suitable for their services

Priorities and Actions

S Diagnostic studies where there is absence of basic information’ S Where there are good practices, disseminate them widely (Dakar experience) S Capacity building in these areas: o Organization/networking o Information support

All these priorities should be designed to take into account gender issues.

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Working Group 5: Impact of Transport on Poverty Reduction

Examples of good practices S Poverty mapping — Guinea S Privatization of transport services — subsidy in Zimbabwe S Better infrastructure helps to lower transport costs S Facilitation of informal transport — Mozambique (subsidy, taxes on large fleets) projects that target the poor and women — IMPTs in Zambia and rehabilitation in Mozambique S Participation of local groups in labor based methods (at the municipal and district levels) – Kenya and Uganda S Promotion of accessibility can increase HIV/AID, therefore: o Promote other economic initiatives o Use transport projects to create awareness on HIV/AID S Poverty Action Fund — Uganda

What is needed

S Funding for the training of operators S Support for the development of national transport policies S Support in organizing national poverty workshops S Involvement in PRSPs — linking with other ongoing works S Coordinators to take responsibility to influence policy S Monitoring poverty impact S Showing how all components can contribute to poverty reduction S Reviewing structure S Sharing information and experiences S Working with government and other agencies to remove constraints to women’s participation and access to transport S Making use of HIV/AIDS toolkit S Facilitating collection, documentation and dissemination of information and transport

Priority Actions

S All components of SSATP should get more involved with PRSPs and other poverty reduction policy initiatives within the World Bank, and at country and regional levels. His would mean cross sectoral linkages and working with other organizations to share information S Facilitate collection, documentation and dissemination of information and monitor the impact of transport on poverty S Facilitate awareness and capacity building on key aspects such as gender and HIV/AIDS

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Groupe 6: Vers une meilleure protection et sécurité des transports

Problèmes clés concernant la sécurité et la protection dans les transports

Volume et gravité des accidents dans les transports

S Défaillance humaine o Formation des conducteurs et des usagers o Sensibilisation et information du public S Défaillance des véhicules o Entretien des véhicules o Age et vétusté du parc o Caractéristiques techniques S Mauvais état des infrastructures o Signalisation routière o Tracé et état des chaussées S Faiblesse institutionnelle o Volonté politique o Structures organisationnelles o Cadre législatif et réglementaire

Défaillance de protection

S Dans les installations (gares routières, ferroviaires…) o Hygiène o Délinquance et criminalité o Communication o Inadaptation des installations o Insuffisance de prise en compte des handicapés S En cours de voyage dans les véhicules o Montées et descentes o Surcharges o Comportement des voyageurs o Délinquance, criminalité (barrages, chauffeurs…)

Transport – vecteur de propagation du VIH/SIDA

Pratiques exemplaires S Structure spécifique chargée de la sécurité routière (RCI) S Base de données informatique pour analyser les accidents (Sénégal, Mali, Guinée) S Formation en sécurité routière dans les programmes scolaires (RCI, Sénégal) S Centres de contrôle technique équipés (RCI)

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S Observatoire de fluidité (barrages routiers) et de la continuité des transports (RCI) S Formation des conducteurs professionnels (Sénégal)

Axes d’intervention possibles du SSATP S Définition et réalisation de programmes de sécurité dans les transports S Aide à la diffusion des actions exemplaires Actions prioritaires S Appui à la mise en place de programmes cohérents de sécurité dans les transports S Sensibilisation et formation des acteurs et des usagers aux problèmes de sécurité dans les transports, notamment aux dangers du VIH/SIDA S Prise en compte des usagers vulnérables notamment les handicapés, les personnes âgées et les femmes dans la conception des infrastructures et des équipements de transport

Working Group 7: Improved regional cooperation on transport issues and a greater involvement of regional entities in the SSATP program

Best practice in policy and regulatory frameworks S Signing of regional agreements e.g. COMESA Treaty, Northern Corridor, UEMOA and SADC Protocol on Transport S Involving all stakeholders, especially private sector in policy formulation through a consultative processes S Using Models (MLPs) and Standards, etc. S Sharing information S Harmonization of policies

Best practice in infrastructurinfrastructuree development S Corridor approach is effective S Regional identification of priority projects, e.g. UEMOA, CEMAC, ECOWAS, etc. S Promoting private sector investment or partnerships, e.g. N4 motorway between Mozambique and RSA S Promotion of demand driven (current, forecast) projects S Studies on integrated transport infrastructure (SSATP?) Best practice in trade facilitation S Corridor approach is effective S Regional identification of priority projects e.g. UEMOA, CEMAC, ECOWAS, etc. S Promoting private sector investment or partnerships e.g. N4 motorway between Mozambique and RSA S Promotion of demand driven (current, forecast) projects S Studies on integrated transport infrastructure (SSATP?) Cooperation between regional entities

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S Need for cooperation to avoid duplication e.g. between COMESA and SADC S MoUs between regional entities S Promoting positive exchanges of information between regional entities, e.g. ECOWAS/UEMOA, COMESA/SADC, etc. Regional Entities to be more involved in SSATP S Regional Economic Groupings (the RECs) e.g. COMESA, SADC, ECOWAS, etc. S Specialized institutions e.g. TTCA, SATCC, DBSA, Port Associations, etc. S Private Sector Enterprises e.g. FESARTA, SARA, ASANRA, etc.Some of the interests of the regional entities would be: S To improve harmonization of policies and procedures in order to improve transport efficiency and the competitiveness of their regions S Information sharing (updates, dissemination, databases) S Ensuring effective implementation of the SSATP programmed Priority actions S Closer cooperation between SSATP and regional entities can be achieved through: S Integrating SSATP programs into regional entity programs S Harmonizing regional transport policies S Developing systems for sharing/exchanging information S Using observatories to make information and products available throughout SSA S Establishing a database on transport (ports, air, roads, rail, waterways) S Coordinate mobilization of resources S Support implementation of existing programs

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Working Group 8 (English): - SSATP Management Issues – A ProgrammatiProgrammaticc Approach

Current Situation – Partners and Potential Partners S National Governments (23 current “family members”, 47 potential SSA countries) S Regional Economic Communities (RECs) and Sub-Regional Organizations (SROs), (more than 12 continental institutions and the Indian Ocean Community (IOC)) S Continent wide institutions (UNECA, ADB) S Priority initiatives: NEPAD S Highly complex linkages, relationships, with overlaps S SSATP should be adopted through appropriate actions by existing institutions

Next Steps – PrPriorityiority Actions

Program manager should consult with RECs and SROs on how best to anchor the program within African institutions so as to: S widening ownership S increasing effectiveness S enhance policy development integration with PRSP processes S PM should report back to the next AGM on the steps proposed/taken At country level, in accordance with demands in each country, an SSATP “Function” should be established.

Long Term

S SSATP functions should be consolidated at national and regional levels S Program management to remain located with World Bank S Decentralization should be coordinated with WB decentralization strategy S Consider moving “program office” to a SSA location S Management at center should be “lean and mean”

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APPENDIX 4. EVALUATION RESULTS

ASSESSMENT OOFF MEETING

Objectives

6% 2%

Very Good 38% Good

Partly Good

Not at all good 54%

Travel and hotel arrangements Welcome arrangements on arrival

13% 19% 17% 17%

Very Good Very Good

Good Good

Partly Good Partly Good 31% 31% Not at all good 35% Not at all good 37%

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Organization and timing Conference venue and facilities

1% 1% 11% 22% 2% Very Good 36% Very Good Good Good

Partly Good Partly Good

Not at all good 61% Not at all good

66%

Interpretation and translation Information and documentation

4% 8% 2% 18% 19% Very Good Very Good Good Good 43% Partly Good 45% Partly Good Not at all good Not at all good

61%

SUGGESTION FOR IMPROVINGIMPROVING FUTURE MEETINGS

Preparatory Arrangements

S The conference/meeting program/timetable should be distributed to participants at least one month in advance. S All participants should be informed in advance about what is to be provided by SSATP. S It is important to ensure more focused objectives and clarity of outputs. S More attention to advance preparation and how documents would be distributed. S Pre-conference information should be more comprehensive and better disseminated. S Better organization of travel itinerary sometimes too long.

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S Complete information on financing issues S Better information on the travel and accommodation arrangements. S Better identification of the needs and cost of visa in stage countries. S Better organization of the arrival, the accommodation and the travel arrangements. S Special service for emergencies. S Ask participating countries for their inputs (their preoccupations, their ideas, etc.) and use this to organize meetings. S Local communities should be involved in the organization of this event. S Logistical issues must be better planned

Welcome Arrangements

S It would be important to inform delegates about all local arrangements (such as accommodation, meals, travel arrangements, venues for various activities and per diems) as soon as they arrive. S List of delegates including contact details should be circulated in advance to support networking. S Per diems should be paid on arrival to enable delegates with no money to meet their incidental needs and to avoid unnecessary expenses. S Need to clearly state details of expenses to be borne by participants and those for which SSATP is responsible. S World Bank back up staff should be more cautious. S Difficulties with the per diem (delegation felt badly treated). S No blackmail to get one’s per diem S Welcome arrangements were well intentioned but both airport VIP and Hotel reception were completely overloaded and chaotic, even though it worked out in the end. S Nobody at the airport.

Travel Arrangements

S Flexibility is required in the travel arrangements to enable participants to organize themselves for more effective participation and to reduce the inconveniences imposed by rigid arrangements. S Need for telephone facilities to enable participants reconfirm their own plane bookings. S Give more considerations to those with special travel arrangements. S Respect the itinerary choice of the participants. Hotel Facilities

S Hotel facilities should be of high standard. S Provide participants with a choice of hotel rates.

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S Allow participants to change hotels in case of emergency.

Conference Facilities

S Conference/meeting should be held in the same venue as accommodation to avoid losing time while moving from one venue to the other. S Meeting and accommodation venues should be separate – as was the case this time.

Objectives

S There was no opportunity to clarify the Project Manager’s opening statement the closing day. S The intention of the programmatic approach, themes and strategic framework was unclear. S Components still do not report on progress against objectives in a clear manner. S Assessment of the actions performed at the beginning of every SSATP annual meeting. S Cross-cutting themes require specific communications and methodologies

Duration

S Allow time for a field trip to see some of the case studies and works being undertaken by the host country. S Not enough e time to visit the town, meeting people from the country. S Next time, allow for one free afternoon for shopping and seeing the city. S Sessions were overcrowded and participants had no time to interact. S Allow time for participants to discuss internally what has taken place during the day in preparation for the next day.

Organization of Sessions

S Working groups were very good but need more time. S Use of professional facilitators would help to make the best use of the limited time dedicated to the workshops. S Sessions should start at the stated times, regardless of number of participants present. S No more than four hours of work per day and only in the morning. S Sessions should be organized in such a way that we have only 8 working hours a day, they should end at 16hours. S All sessions should have clear objectives and outcomes should be based on the objectives.

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S Videotape some of the sessions for follow-up purposes with other stakeholders in the country. S Workshops or discussion groups involving two or more languages should take place in rooms with microphones. S Mixing of French and English should speaking participants should be minimized to allow for proper discussions. S Need for more ongoing dialogue/response from SSATP management during sessions instead of leaving this to the end. S Issues raised during plenary discussions should not suddenly ‘disappear’ without agreement from participants. Allow enough time to finalize the conclusions for review by stakeholders.

DDocumentsocuments and Documentation Arrangements

S It would be useful for documents to be presented in advance to allow for their distribution soon after the presentations. S It would be more helpful if all relevant documents were distributed in a bound form or in a file — for ease of reference. Documents are more useful if received prior to the presentation. S There should be paper copies of all presentations for distribution to participants. S All documents should be in French and English. S Need for laptops and printers for use by delegates — a documentation center with fax and phone facilities. S Give a paper to recapitulate all the expenses and prepare the subsequent envelope: it will take into account the personality of every participant. S Need to get the documents resulting from this meeting and the translation in both French and English.

Interpretation and Translation

S Arrange for interpretation and translation for the Lusophone speakers. S Interpreters should be more assertive and ask people to speak more slowly and clearly otherwise, a considerable amount of information is lost. S Translate all documents (French – English) S Better choice of the interpreters next time. S Interpretation should be better coordinated. S French translation of the main documents S Several interpreters arrived a day late. S Interpretation/translation should be provided all the time and should include Portuguese.

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Other Comments

S There was good spirit and participation — keep up the work of SSATP. S This meeting was much better than the Saly meeting — it is the best SSATP/TMI ACM too. S It is necessary to continue with the SSATP meetings as a way of sharing experiences throughout SSA countries. S Facilitation was better than in Saly — good for achieving objectives. S There is need to present donor policies on transport sector policies/support. S Create more opportunities for African representatives to drive the process, e.g. form a workshop steering committee to encourage greater ownership. S How can discussions during breaks and in the bars be captured and reflected in the workshop outputs? S Need for better organization and co-ordination with the host country. S Better involvement of local and national governments in the organization of the event. S All instructions should be written down. S Nothing new has been gained from RMI/RTTP. These have been diluted and seem to be directionless. S The host country did not present what he was doing within the SSATP, that is a pity. S The secretariat appeared to be overwhelmed with work – participants lost valuable time confirming plane bookings on their own. S The Mozambican hostesses were excellent, helpful and patient. S Difficulties with the visas (2 days without any passport). S Better understanding from resident missions of the World Bank. S Congratulations for this meeting!

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APPENDIX 5. STATEMENTSTATEMENTSS AND PRESENTATIONS

OFFICIAL OPENING BY THE HON. DR. TOMÁZ AUGUSTO SALOMAO, MINISTER OF TRANSPORT AND COMMUNICATIONS

Portuguese

Excelências,

Minhas Senhores e meus Senhores,

Em menos de um mês, a nossa região foi abalada por dois acidente ferroviários de proporções trágicas e efeitos dramáticos.

Quero aproveitar esta ocasião para uma vez mais em nome do Governo de Moçambique agradecer as mensagens de conforto solidariedade e encorajamento dirigidas aos moçambicanos bern como as famílias enlutadas em particular na sequência do acidente ferroviário ocorrido na Estação de Tenga a pouco menos de 40 kms de Maputo, no sistema ferroviário que liga o nosso País a vizinha Africa de Sul acidente que causou 197 mortos e 169 feridos.

A Cornissão de Inquérito designada pelo Governo para investigar as causas do acidente deverá ao longo da primeira quinzena deste mês fazer a entrega do seu relatório.

Não refeitos desta tragédia a cerca de uma semana na vizinha República Unida da Tanzania novo acidente ferroviário bate-nos a porta desta vez ceifando a vida a cerca de 300 pessoas e ferindo cerca de 800 pessoas. Nova tragédia.

Ao Govemo da República Unida da Tanzania ao povo irmão da Tanzania e as famílias enlutadas em particular endereçamos uma vez mais as nossa mais sentidas condolências ao mesmo tempo que desejamos rápidas melhoras aos feridos. Sabernos bem o drama que estão vivendo, mas há que encontrar forças para ir repondo a normalidade no sistema.

Em memória das vítimas, deste acidente peço-vos que observemos um minuto de silêncio.

Como região, ao nivel da SADC concluímos que se impunha revisitar os mecanismos de segurança nos sistemas de transporte em geral e nos ferroviários em particular corn efeitos imediatos.

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Excelências, Minhas Senhores e meus Senhores,

Acredito que a razão de nos juntarmos neste encontro é a troca de pontos de vista, sobre os caminhos a seguir quanto ao desenvolvimento da infraestrutura de transporte em termos de cobertura, qualidade e segurança bem como a eficiéncia dos diferentes operadores com o propósito de lograrmos uma major eficácia dos nossos sistemas.

Estou ainda convencido que ao nível da Africa Subsahariana a insfraestrutura de transportes é um instumento importante para fazer face aos desafios que se nos colocam em cada urn dos nossos países nomeadamente:

S A Construção de uma capacidade doméstica para fazer face aos desafios do futuro; S A boa Governação S alívio da pobreza S A remoção das barreiras para facilitar o livre movimento de pessoas e bens S A manutenção de políticas macroeconómicas credíveis.

Para ser mais preciso, por exemplo ao nivel da SADC a infraestrutura de transporte assenta em:

S 88.000 km de estradas dos quais 48.000 fazem parte do Network regional de estradas da SADC S kms de vias ferroviárias regionais excluíndo os 1.600 krn do Corredor de Nacala que liga o Porto de Nacala em Moçambique ao vizinho Malawi S 15 Portos servindo as necessidades regionais de importação e exportação S Mais de um aeroporto por estado membro servindo as ligações Internacionais S De Este a Qeste serca de 1.100 km de águas interiores navegáveis ao longo do rio Zambeze que atravessam ricas áreas em termos agrícolas florestais e minerais mas ainda não exploradas.

Apoiando esta infraestrutura regional descrita de forma sumária existe em cada País um Network de estradas, linhas férreas, portos e aeroportos servindo as necessidade domésticas.

Se as condições gerais da infraestrutura podem ser classificadas de fraco para o bom, corn pequenos troços em excelentes condições, há todavia zonas onde a infraestrutura está em muito más condições - very poor condition - tanto por razões de concepção há muitos anos, ou por fraca manutenção.

Por outro lado ainda há traços por serem construídos - rodoviarios e ferroviários -, forçando os transportadores a seguirem longas rotas alternativas para chegarem aos seu destinos. Adicionalmente os procedimentos ao nivel das fronteiras são demorados fazendo corn que os operadores levern muito mais ternpo nas suas viagens.

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Estima-se que cerca de 30 a 35% do valor dos produtos na região da SADC e quiçá na Africasubsahariana é devido ao custo do transporte.

Em conclusão a região tern de reduzir a sua alta componente do custo de transporte para níveis razoáveis e aceitáveis, se pretendernos que os nossos produtos sejam competetivos quer a nível interno quer a nível do Cornércio Internacional.

Precisarnos póis de prosseguir os nossos programas de reformas domésticas e aprofundar a integração regional.

Felizmente a Paz e a Estabilidade vão abraçando um maior número de países na nossa região Subsahariana.

Por ironia, ninguém pode hoje ignorar o facto de que o mundo é hoje uma arena global e nós não podernos escapar dos efeitos da globalização. Então já não é suficiente que os nossos sistemas e infraestruturas de transporte tenham um bern performance. O performance tem de ser medido em função dos standards mundiais, se como região ou suregião querernos ser competitivos e ocupar algurn espaço. Este é o desaflo que temos pela frente.

English

Excellencies,

Ladies and gentlemen,

In the space of less than one month, our region has been hit by two railway accidents of tragic proportions, the effects of which have been deeply felt.

On behalf of the Government of Mozambique, I would like to take this opportunity to express our thanks once again for the messages of comfort, solidarity, and encouragement sent to our people and especially to the bereaved families impacted by the accident that took place at the Tenga station, located slightly less than 40 kilometers from Maputo, on the line linking Mozambique to neighboring South Africa, and which left 197 persons dead and 169 injured.

The Commission of Inquiry appointed by the Government to investigate the causes of the accident is to submit its report during the first half of this month.

While we were still coming to terms with this tragedy, around a week later, in the United Republic of Tanzania, another railway accident took the lives of about 300 persons and left some 800 injured. Another tragedy.

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To the Government of the United Republic of Tanzania and to the Tanzanian people, and in particular to the families now mourning the loss of loved ones, we extend once again our most heartfelt condolences and at the same time our best wishes for a speedy recovery to the injured. We are well aware of the anguish they are experiencing, but now the energy must be summoned up to restore the system to normalcy.

In memory of the victims of this accident, I would ask that we observe a minute of silence.

As a region, at the level of SADC, we have concluded that it is imperative that we review the safety mechanisms of our transport systems in general and of our railways in particular without delay.

Excellencies,

Ladies and gentlemen,

It is my understanding that the reason for our gathering together here is to exchange views on how best to develop our countries’ transportation infrastructure in terms of coverage, quality, and safety, together with the efficiency of the different operators, with the overarching aim of improving the efficacy of our systems.

I remain convinced that for Sub-Saharan Africa, the transportation infrastructure is an important instrument for meeting the challenges that we face in each of our countries, specifically:

S The building of domestic capacity to meet the challenges of the future S Good governance S Poverty alleviation S The removal of barriers in order to facilitate the free movement of persons and goods S The maintaining of credible macroeconomic policies

To be more precise, for example at the SADC level the transportation infrastructure is based on:

S 88,000 km of roads, 48,000 km of which form part of the SADC regional highway network; S 40,000 km of regional railways excluding the 1,600 km of the Nacala Corridor linking Mozambique’s port of Nacala with neighboring Malawi S 15 ports serving the region’s import and export needs S More than one airport per member State serving international flights S From east to west, about 1,100 km of navigable inland waterways along the Zambezi River that run through areas that are rich in agricultural land, forests, and mineral resources but which are still undeveloped

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Supporting this briefly outlined regional infrastructure there is, in each country, a network of roads, railways, ports, and airports serving their domestic needs.

While the general condition of the infrastructure can be rated from poor to good, with some short stretches in excellent shape, there are still areas where the infrastructure is in very poor condition, either because it was designed many years ago and no longer meets today’s requirements, or else due to inadequate maintenance.

On the other hand, some stretches of both highways and railways still remain to be built, a situation which obliges carriers to traverse long alternative routes to arrive at their destinations. In addition, the procedures at border crossings are drawn-out, which adds greatly to the cost in terms of time for operators.

It is estimated that about 30-35% of the cost of products in the SADC region and possibly in Sub-Saharan Africa as a whole can be ascribed to the cost of transportation.

In conclusion, the region needs to bring its high transportation cost component down to reasonable and acceptable levels, if we want our products to be competitive, whether domestically or in international trade.

We must therefore move ahead with our domestic reform programs and intensify regional integration.

Fortunately, a larger number of our Sub-Saharan African countries are now enjoying peace and stability.

Ironically, no one can today ignore the fact that the world has become a global arena and we are unable to escape the effects of globalization. That means that it is now not enough for our transportation systems and infrastructures simply to perform well. Their performance must be measured in terms of world standards if as a region or subregion we want to be competitive and be significant player. This is the challenge that lies ahead.

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ADDRESS PROVIDED BY THE HON.ROBERTO COSTLEY--WWHITE, MINISTER OF WORKS

Portuguese

Sua excelencia,

Senhores coordenadores da iniciativa de gestão rodoviaria,

Senhores coordenadores do programa de transportes e mobilidade rurais,

Distintos convidados, Minhas senhoras e meus senhores:*-

Moçambique é um país extenso com mais de dois mil quilómetros de comprimeto, ocupando uma superfície de mais de 800,000 quilometros quadrados e com uma população de cerca de 17 milhões de habitantes. A major parte dessa população vive nas zonas rurais e de forma dispersa.

Moçambique também é um país banhado pelo mar com boas potencialidades para a atracagem de navios internacionais ou de cabotagem.

A guerra, a seca e a fome, à semelhança do que ocorreu ou mesmo, ainda ocorre, em muitos países africanos, forçaram ao êxodo rural, ficando muita da população concentrada em pequenas áreas urbanas, algumas das quais de ocupação desordenada.

A necessidade de garantir um adequado sistema de transportes para as zonas rurais, um eficiente sistema de transportes para servir os países do interland e de dotar as cidades de uma mobilidade fácil, conduziu a que o governo de moçambique, aprovasse e adoptasse políticas visando promover acções concretas na área dos transportes, parte dos quais coincidem com o Programa de Políticas dos Transportes para a África Sub-Sahariana, coordenados conjuntamente pelo banco mundial e pela comissão económica para a África.

Distintos convidados, minhas senhoras e meus senhores

A vossa presença em Maputo vai permitir, não só que sejam delineadas estratégias e agendas de acção para o programa de Políticas dos Transportes da África Sub-sahariana, como ira tambem, sem duvida, impulsionar a consolidação de estratégias e de acções destinadas a tornar mais eficiente o sistema de transportes de Moçambique.

Sendo o objecto do vosso trabalho a melhoria dos transportes como factor condicionante e promotor do desenvolvimento económico e do bem estar social da África Sub-Sahariana, quero em nome do governo da Republica de Moçambique, e em meu nome pessoal,desejar as boas vindas a todos os participantes a este workshop anual do programa de políticas dos transportes da África Sub-Sahariana.

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Caros participantes, minhas senhoras e meus senhores,

As mobilidades urbana, rural ou internacional, são um factor importante e impulsionador do desen volvimento de um país e de uma região. Contudo, estes não resolvem por si sós, o problema da pobreza absoluta com que a major parte das populações dos países da África Sub- Sahariana se vê a braços. O alívio da pobreza resolve-se com programas multisectorias concretos e integrados de desenvolvimento nos quaís um adequado sistema de transportes é uma das componentes principals.

Desde a proclamação da independência nacional, Moçambique viveu diferentes etapas de desenvolvimento. A guerra de desestabilização de que o país foi vítima foi o período em que se viveu o maior retrocesso no sistema de transportes, com as infra-estruturas rodoviárias seleccionadas como um dos alvos de ataque e grandemente destruídas ou abandonadas por insegurança. O período qie se seguiu à assinatura do acordo geral de paz em outubro de 1992, foi, por um lado, o despontar da paz e reconciliação entre os moçambicanos e, por outro lado, de um salto qualitativo que se inicia na gestão operacionalidade do sistema de transportes.

No sector rodoviário foram traçados programas, com investimentos nacionais e estrangeiros de mais de mil milhões de dólares americanos que, para além de reduzira intransitabilidade das estradas, foramintroduzidas reformas na gestão rodoviária. Foi criada uma autoridade autónoma de estradas onde a inclusão dos utilizadores na gestão de estradas e a separação da gestão do financiamento é uma das inovações.

O transporte e a mobilidade rurais - um programa recentemente concebido e em estabelecimento em moçambique, é também uma iniciativa nos esforços em curso para, de forma integrada, se resolver o problema dos transportes e de desenvolvimento nas zonas rurais.

O NEPAD é uma iniciativa africana de grande alcance para o programa de transportes para a África Sub-sahariana, nosso objecto de atenção. É dever de todo o africano contribuir com o seu saber para que o NEPA, como projecto para o desenvolvimento auto sustentado de África, resulte bem sucedido. No NEPAD as infraestruturas e a formação do capital humano estão no topo da lista de acções a realizar para o seu sucesso.

Nos nossos paises, os sistemas de transportes constituem um factor decisivo, se quisermos que o potencial agrícola e industrial de África possa eliminar a imagem de fome com que o mundo nos associa e os nossos países possam entrar a competir no mercado mundial.

Observo com bastante preocupação e apreensão, o facto de o HIV/SIDA estar a alastrar e a tomar contornos desoladores no nosso continente. Sendo os nossos povos vítimas desta pandemia, ela atinge sobretudo os nossos jovens, em quem devemos investir tudo o que podermos, preparando a passagem do testemunho a seu favor. A nossa juventude, os nossos trabalhadores, tem sido os grupos mais atingidos. Vejo que muitos de vocês sao esses jovens, e

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por isso encorajo-vos a darem um contributo pessoal e personalizado nas campanhas de prevenção e de redução do HIV/SIDA.

Distintos convidados, minhas senhoras e meus senhores.

Gostaria, a terminar, de agradecer o contributo que os parceiros de cooperação tem dado aos diferentes programas de transportes em Moçambique.

Agradeço também a todas as instituições e pessoas singulares que tornaram possível a realização deste workshop.

A participação de todos, particularmente dos coordenadores dos diferentes países, nos debates agendados irá contribuir para a definição de estratégias e acções comuns para os transportes. Estamos ansiosos por conhecer os vossos contributos e recomendações. No combate ã pobreza em que estamos empenhados, o vosso saber e experiência é algo de que não podemos prescindir.

Pesem embora as dificuldades por que tem passado, Moçambique é um belo país. Não percam a oportunidade de, durante os tempos livres, procurar conhecer melhor a sua cidade capital. No vosso caminhar irão sentir, sem duvida, o pulsar do nosso povo e a razão da nossa determinação de querermos construir um país mais próspero e desenvolvido.

Muito obrigado pela vossa atenção.

English

Your Excellency,

Coordinators of the Road Management Initiative,

Coordinators of the Rural Travel and Transport Program,

Distinguished guests,

Ladies and gentlemen,

Mozambique is a large country covering more than 2,000 kilometers in length, with an area of over 800,000 square kilometers and a population of approximately 17 million. The greater part of this population lives in scattered settlements in the rural areas.

Mozambique is also a coastal country that possesses outstanding potential for development of port facilities for international and coastal shipping.

As happened and indeed still is happening in many African countries, war, drought, and famine forced people to move out of the rural areas, with the result that a large proportion of

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the population is now concentrated in small urban areas, some of which have been occupied in an unplanned fashion.

The need to ensure an adequate transportation system for the rural areas, together with an efficient system to serve the countries of the hinterland, and to make moving about the cities easy, led the Government of Mozambique to approve and adopt policies aimed at promoting concrete actions in the transportation sphere, some of which are consistent with the Sub- Saharan African Transport Policy Program, which is jointly coordinated by the World Bank and the Economic Commission for Africa.

Your presence in Maputo will not only make it possible for action strategies and agendas to be formulated for the Sub-Saharan Africa Transport Policy Program, but will also undoubtedly promote the consolidation of strategies and actions designed to make Mozambique’s transportation system more efficient.

Since the objective of your work is the improvement of transportation as a decisive factor that serves to promote the economic development and social well-being of Sub-Saharan Africa, on behalf of the Government of the Republic of Mozambique and in my own name, I would like to welcome you all to this annual meeting of the Sub-Saharan African Transport Policy Program.

Urban, rural, or international transportation facilities are an important factor and one that serves to foster the development of a country and of a region. However, they do not by themselves alone resolve the problem of the abject poverty that the majority of the people of the countries of Sub-Saharan Africa have to contend with. Poverty alleviation will be accomplished with concrete and integrated multisectoral development programs in which an efficient transportation system will be one of the principal components.

Since the proclamation of national independence, Mozambique has passed through different stages of development. The war of destabilization foisted on the country was the period in which the transportation system suffered the most, with the road infrastructure being chosen as one of the main targets and being largely destroyed or abandoned because of the prevailing lack of security. The period that followed the signing of the general peace agreement in October 1992 was, on the one hand, marked by peace and reconciliation among Mozambicans, and on the other, by the start of a qualitative move forward in the management and operating capacity of the transportation system.

In the road sector, programs were set up involving national and foreign investments of over US$1 billion which, besides improving the usability of the roads, also helped to fund the introduction of road management reforms. An autonomous roads authority was established, which featured innovations such as inclusion of users in the management of the roads and separation of management from financing.

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Rural transportation and mobility, a recently designed program that is currently being set up in Mozambique, is also an initiative that seeks to use an integrated approach to resolving the problem of transportation and development in the rural areas.

NEPAD is a major African initiative for the Sub-Saharan Africa Transport Policy Program, the subject of our workshop. It is the duty of every African to contribute his or her knowledge to NEPAD, so that this project for the self-sustained development of Africa will prove a success. NEPAD sees infrastructure and the training of human capital as key to its success. In our countries, the transportation systems constitute a decisive factor, if we want Africa’s agricultural and industrial potential to be able to eliminate the image of hunger that the world associates with us and for our countries to be able to enter and compete in the world market.

I note with considerable concern and apprehension the fact that HIV/AIDS is spreading and assuming devastating proportions on our continent. Our peoples are the victims of this pandemic, which affects especially our young people, in whom we must invest everything that we can, thereby preparing them for the role ahead of them. Our youth and our workers have been the groups hit the hardest. I see that many of you are young, and for that reason I encourage you to make a personal and personalized contribution to the campaigns to prevent and reduce HIV/AIDS.

Distinguished guests,

Ladies and gentlemen,

In concluding, I would like to express our thanks for the contribution that our cooperation partners have made to the different transportation programs in Mozambique.

I also wish to thank all the institutions and individuals who have made the holding of this workshop possible.

The participation of all, and especially of the coordinators from the different countries, in the discussion of the items on the agenda, will help with the formulation of common strategies and actions for transportation. We are eager to hear your contributions and recommendations. In the struggle against poverty in which we are engaged, your knowledge and experience are of inestimable value for us.

Despite the difficulties that we have experienced, Mozambique is a beautiful country. Do not miss the opportunity, during your free time, to get to know our capital city better. As you walk around you will undoubtedly sense the vibrancy of our people and become profoundly aware of the strength of our resolve to build a more prosperous and developed country.

Thank you for your attention.

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REPLY TO MINISTER’’’S ADDRESS ON BEHALF OF THE SSATP BOARD,,, BY MR. BRUCE THOMPSON, EUROPEAN COMMISSION

Mr Chairman, Your Excellency Ministers Tomáz Salomao and Roberto Cosley-White, Honourable Ministers, ladies and gentlemen,

On behalf of the Board of SSATP, it is my pleasure to thank the Ministers for setting aside time in their busy programmes to join us the opening session and especially Minister Salomao for opening the 2002 SSATP Annual Meeting. This meeting, this year, is a very special occasion. For the first time SSATP brings together all its component and stakeholders. And, by bringing together people from all the sub-regions of SSA, this will surely facilitate and enrich the sharing of experiences in roads, railways and ports as well as fostering the family spirit of SSATP.

It’s also very appropriate that we find ourselves in Mozambique, a country which easily relates to SSATP, as:

S Road Management Initiative is at the heart of ROADS 3 – Mozambique’s road sectoral development programme that’s supported by many multi-lateral and bilateral donors

S Rural Travel and Transport also complements ROADS 3 and is essential for supporting Mozambique’s Poverty Reduction Strategy which aims at increasing rural access and mobility,

S Trade and Transport is also a vital contributor to Mozambique’s transport development corridors, which run inland from the ports of Maputo, Beira and Nacala into South Africa, Zimbabwe, Malawi as well as attracting traffic from countries further away such as Zambia and Botswana,

S Urban Mobility is poised to play its role in Mozambique, where urbanisation is at lower levels than in many other SSA countries. It’s therefore the right time for Mozambique to benefit from lessons learnt from this component before Maputo and other major towns become congested and polluted,

S Railway Restructuring – Mozambique is very familiar with the railway concessioning process – it can therefore contribute to SSATP as well as learning from other countries, such as Cote d’Ivoire, Burkina Faso, Cameroun etc where concessions have been operating for several years.

Mozambique, as one of the coastal countries of SSATP, is therefore a good example of a country where a programme approach has potential for increasing SSATP’s efficiency in facilitating the development of affordable, safe and sustainable transport services.

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I would therefore invite the Ministers, if they could find time, in their busy lives to attend some of the sessions this week, possibly the stakeholder workshop on Thursday or the Annual General Meeting on Friday. I also hope that we will have an active participation from their staff and other agencies dealing with roads, ports and railways.

I, would also like to take the opportunity, and I’m sure my fellow Board members would agree, of mentioning the linkages between SSATP, NEPAD and the recently announced G-8 Africa Action Plan. SSATP is recognised on several occasions in NEPAD’s Infrastructure Initiative for which a draft short-term plan of action will be reviewed this week in Durban in the context of OAU/AU. And, the G-8 Africa Action Plan refers to infrastructure in its third of eight engagements, titled, – Fostering Trade, Investment Economic Growth and Sustainable Development. NEPAD therefore counts upon an efficient and effective SSATP performance to reach these goals.

Mr. Chairman, I will finish by thanking the Honourable Minister for the warm welcome he has extended to us all. And, I would ask participants to rise to the challenge of clearly identifying how SSATP develops its programme approach and to specify how such an approach and component activities fit within their own country transport programme. If we together achieve this goal we will leave Maputo satisfied with our work and hopefully have still found sometime to explore the wonders of this impressive city of Maputo.

Thank you.

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OPENING STATEMENT BY DR MOHAMED IBN CHAMBAS, SECRETARY GENERAL OF ECOWAS

Mr. Chairman, the Minister of Transport of the Republic of Mozambique

Your Excellency, the Honourable Ministers,

Distinguished Delegates,

Ladies and Gentlemen,

I wish to express the gratitude of the Executive Secretariat to the World Bank for inviting ECOWAS to participate in this important SSATP meeting in MAPUTO.

Your Excellency,

Distinguished delegates,

The idea of developing a sub-Saharan Africa Transport Programme arose from the need to provide safe, reliable and affordable transport services to the people of Africa with a view of lighting the masses out of poverty.

As you may recall, ECOWAS was more particularly engaged in the Road Maintenance/Management component of the programme since 1995. It was at the 10th RMI/RTTP Coordinating Committee meeting in Yaounde in 1995 that the World Bank and the European Union agreed to organize a regional seminar on the road maintenance initiative. Today nine (9) ECOWAS countries are fully involved in the RMI Programme.

I wish to state here that ECOWAS is equally involved in the other four components of the SSATP and will support any modifications that would be envisaged to gradually change from the component approach to a programme approach. We believe the programme approach will address all the critical issues and embrace all the aspects that can bring sub-Sahara Africa out of poverty.

Mr. Chairman;

Ladies & Gentlemen;

ECOWAS will endeavour to seek the High level commitment required from our governments for the SSATP programme which is in fact embedded in the NEPAD programme for Africa At this meeting, the delegates will need to search for ways of building coherence for all the components so as to ensure that the development of agriculture produce in our an area will

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imply simultaneous development of schools, hospitals, markets, rural roads and social services in the same zone. In my view, the holistic approach could strengthen and ensure African involvement and accountability. At the ADF III (African Development Forum) held in Addis Ababa in March 2002, the African Ministers of Transport assigned to the SSATP the role of principal transport development tool as the way forward for UNTACDA II and to extend this to the whole of Africa

Mr. Chairman,

It is not my intention to put the cart before the horse. I believe your fruitful deliberations will result in far reaching decisions that could help to improve the transportation system in Africa.

It is our intention to seek your support for the development of interconnecting railway in Africa considering the enormous advantages this mode of transport has over others in terms of pollution, safety and mass transit of goods and persons.

Ladies & Gentlemen;

I appeal to this meeting to deliberate on a railway concessionary toolkit as a means of encouraging public private sector participation in the Development of the railways. This is the only way we can ensure commercialization and the restructuring of the railway management.

My second appeal is for the SSATP through our development partners to examine the possibility of assisting ECOWAS to set up observatories along the Community road network so as to reduce if not eliminate harassment and long delays for goods in transit and for travelers.

Finally, I wish to thank the host country, Mozambique for the assistance granted to the World Bank and our development partners for organizing and for sponsoring this meeting.

I thank you very much indeed for your attention.

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PRESENTATION BY MR. NIGEL INGS, PROGRAM MANAGER

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

CONFERENCE OBJECTIVE: SSATP stakeholders to confirm program goals and agree a strategic framework leading to an action plan for transition to a “programmatic approach”.

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Format of Presentation

¾Where the program has come from

¾The Challenge – SSATP Goals

¾Meeting the Challenge – Towards a Framework Strategy

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Where the program’s come from – Basic facts, contd.

¾ Mission objectives traditionally achieved through --Knowledge Accumulation & Dissemination --Country Policy Advice & Support;

¾ Targeted on and take-up by practitioners at professional and technical levels

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Where the program’s come from - Knowledge Accumulation & Dissemination ¾ Over 120 publications available on website, CD-Rom, and through direct mail ¾ One of most-visited WB AFR websites ¾ Other research outputs (CD-ROM) ¾ TV/Videos (RMI, RTTP, Transport Costs)

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Where the program’s come from - Country Transport Policy Advice & Support

RMI

20 Countries Have Road Funds or Road Boards

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Where the program’s come from - Country Transport Policy Advice & Support RTTP

14 Countries Have or Are Developing Rural Transport Strategies and Policies

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Where the program’s come from - Transport Policy Advice & Support

T&T

Reform of maritime (shipping service) arrangements, partnership with MINCOMAR, 92 -98

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Where the program’s come from - Transport Policy Advice & Support

RR

15 Countries have concessioned or are in the process of concessioning their railways

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Where the program’s come from - Transport Policy Advice & Support

UM

¾Clean Air Initiative – Ougadougou, Abidjan ¾Microenterprises and urban transport services – Abidjan, Bamako, Nairobi, Harare ¾Road Safety and NMT promotion – Kenya, Tanzania ¾Municipal Development Program

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Where the program’s come from - Transport Policy Advice & Support

ALL COMPONENTS

33 Countries directly or indirectly impacted by program

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Where the program’s come from – Culture changes

Development of conducive policy environments allowing the program to promote: ¾ Ownership of policy development processes (country coordinators fulfill advocacy and championship roles) ¾ Consistency in approaches to transport policy choices ¾ Concentration on priorities BUT…. ¾ Lack of coherence between components? ¾ Program must adapt to new needs and circumstances ¾ Unfinished Business?

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Challenge – SSATP Goals

A Coherent Approach Promotion of Sound, Integrated Transport Sector Policies at… National Levels Regional Levels

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Challenge - A Changing Environment

“Internal Factors”……. ¾ New governance arrangements, strategic directions defined; ¾ Dependence upon diminishing number of bilateral donors (donors’ interests shifting); ¾ Greater confidence of primary constituents; ¾ Program’s approach challenged – the poverty focus.

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Challenge - A Changing Environment

“External Factors” ¾ New demands, new voices…..the African Union, NEPAD, MDGs, African Transport Ministers’ declaration ¾ New dynamic in Africa promising rapid change, political will to drive change ¾ Emerging priority objectives including regional integration

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Challenge – Some Strategic Issues

¾ Refocus on immediate priority issues – e.g.. is there a new maintenance funding crisis? ¾ Clarify long term policy development objectives – focus on transport service costs, affordable access and mobility ¾ Effect transition to a “program approach” – efficient (only) way to address cross cutting priority policy issues (Costs, HIV/AIDS, road safety, gender, environmental impact management) ¾ Promote integrated sectoral policies and strategies ¾ Develop new partnerships with African Institutions ¾ Engage with private sector stakeholders ¾ Strengthen relations, influence World Bank operations

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Meeting the Challenge – The SSATP Maputo Meeting – the first traditional yearly meeting to include all components

Full range of stakeholders and constituents so as to…… ¾ Strengthen African ownership of the program and its strategic plan ¾ Develop new partnerships, and agree the role of the program in addressing African policy development priorities ¾ Mainstream private sector participation in policy development and implementation ¾ Raise development partners’ awareness of the nature and strength of demand

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Meeting the Challenge – The SSATP Maputo Meeting – Developing a Framework Strategy

Component Meetings: ¾Review status and priorities; ¾Identify issues entailed in transition to a program approach. Stakeholders’Workshop – Analytical Approach to: ¾Confirm long term strategic objective(s); ¾Determine priority outputs to achieve objectives.

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Meeting the Challenge – The SSATP Maputo Meeting – Developing a Framework Strategy Synthesis of Workshop Outputs to: Define long term framework strategy which: ¾Maps Milestones along the action plan path; ¾Sets out monitoring and reporting arrangements; ¾Clearly assigns responsibilities.

Submit Synthesis to SSATP Annual General Meeting

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Challenge – From Framework Strategy to Action Plan

The Action Plan - A Practicable Timeline?

July 2002 – Strategy framework adopted July – October 2002 – Action Plan Formulated November 2002 – January 2003 – Action Plan Reviewed by Stakeholders February 2003 – Commence Implementation

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Challenge – From Framework Strategy to Action Plan

The Action Plan - A Practicable Timeline?

July 2002 – Strategy framework adopted July – October 2002 – Action Plan Formulated November 2002 – January 2003 – Action Plan Reviewed by Stakeholders February 2003 – Commence Implementation

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LA PROBLÉMATIQUE DE LA GESTIONGESTION INTÉGRÉE DES CORRIDORS EN AFRIQUE, PAR MR. N’GUESSAN, CONSULTANT SENIOR EN TRANSPORT ET COMMERCE INTERNATIONAL

Plan

I. IMPORTANCE ECONOMIQUE DU TRANSPORT

II. RAPPEL DES NOTIONS DE BASE DU TRANSPORT INTERNATIONAL

III. ORGANISATION ET FONCTIONNEMENT DES TRANSPORTS SUR LES CORRIDORS SUBSAHARIENNE

IV. APPLICATION DES CONVENTIONS ET ACCORDS

V. SOLUTIONS ET RECOMMANDATIONS

INTRODUCTION

Ü Sans transport il n’y a pas d’échanges commerciaux. Ü La compétitivité du Commerce requiert la maîtrise de la chaîne logistique intégrée du transport. Ü Maîtrise de la chaîne repose sur la connaissance des règles, normes, mécanismes, procédures et usages édictés par les Conventions internationales. Ü A tous les niveaux hiérarchiques en Afrique Subsaharienne, les principes de base en vigueur des Conventions Internationales ne sont pas respectés dans le temps et dans l’espace. Ü D’où le dysfonctionnement permanent des Corridors de transport Inter- États, Intra-Communautaire et Inter-Communautaire. Ü Quelles solutions idoines pour la Gestion Intégrée des Corridors en Afrique Subsaharienne?

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I- RAPPEL DES NOTIONS SUR LE FONCTIONNEMENT CONVENTIONNEL DU TRANSPORT EN TRANSIT

' Le caractère défensif, lucratif et spéculatif de la gestion des Corridors a engendré: la multiplicité des opérations, documents, procédures de contrôle, prélèvement et des intervenants. ' L’objet, le rôle, les attributions, le fonctionnement des acteurs varient au gré des intérêts du moment, au détriment de la compétitivité et des performances des Corridors. ' D’où la nécessité de faire un rappel sur les principes de base des Conventions Internationales de référence, de les codifier pour assurer l’optimisation des activités commerciales et des Transports internationaux.

A- Le cadre institutionnel et juridique

* Objectifs des Conventions internationales Édictés par la CNUCED, l’OMI, le GATT/OMC, le CCI, l’ISO, l’IRU, l’OMD… Les objectifs sont: c optimiser les activités commerciales et les transports internationaux en vue de stimuler le développement économique, • favoriser et assurer l’expansion ordonnée du commerce et du transport ; • harmoniser les normes et les moyens techniques de déplacement des marchandises ; • faciliter les formalités et procédures du commerce et du transport ; • harmoniser, simplifier, unifier les documents du commerce et des transports ; • accélérer les opérations physiques du transport ; • optimiser les coûts et les délais ; • protéger l’espace économique de chaque pays contre les fraudes fiscales et douanières ; • accorder des facilités maritimes portuaires et de transit pour les pays sans littoral maritime ; • accorder des régimes de faveur à certaines catégories de marchandises ; • faciliter le transport intégré ; • favoriser la conclusion de contrats commerciaux (achat /vente) et de transport ; • mettre en place des bases de données sur toute la chaîne du commerce et du transport.

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A- Le cadre institutionnel et juridique (suite) * Quelles sont ces Conventions? c La convention internationale pour la simplification des pratiques douanières (1923). c La Convention relative au Contrat de Transport International de Marchandises par Route, dite Convention de Genève (C.M.R., 1956) c La Convention Douanière relative aux conteneurs (1956-1972) c La Convention visant à faciliter le Trafic maritime International (Convention FAL, OMI, 1965) c La Convention Internationale relative au Commerce de Transit des pays sans Littoral (New York, (1965). c La convention internationale sur la Simplification et Harmonisation des Régimes Douaniers, dite convention de Kyoto (1973). c La convention douanière relative au transport international de marchandises sous- couvert de carnet TIR, dite Convention TIR (1975). c La convention des Nations Unies sur le Transport Multimodal. B- Normes, règles mécanismes de fonctionnement, quelle application idoine ? ‰ Transport Multimodal ‰ Transport combiné ‰ Chaîne logistique intégrée de transport ‰ Inter modalité du transport

C- Quelle optimisation du transport international ?

* Distribution Physique Internationale ™ Règle d’or : permettre de «transporter le produit adéquat dans la quantité requise, à l’endroit convenu et au moindre coût total ; pour satisfaire les besoins du consommateur sur le marché international, Juste à Temps (JAT) et en Qualité Totale (QT) ». Quatre piliers sont : • Le contrat d’achat/vente internationale (Incoterms); • Le contrat de transport international de marchandises (Lettre de voiture, B/L, LTA, DTM); • Le contrat international d’assurance de la marchandise (Police, certificat d’assurance); • Le contrat international de paiement (Crédit documentaire). Application de la règle d’or pour industriel, producteur, agricole, commerçant repose sur: – Information en temps réel sur la marchandise circulante depuis l’usine, bord champ, entrepôts jusqu’au consommateur final ; – Prix de vente CAF, le prix boursier, le prix de vente à la consommation ; – Comparaison des chaînes logistiques intégrées de transport des produits concurrents par rapport à d’autres provenances . Détermination de la mise à marché de ses produits en fonction des critères ci- dessus

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Les Documents de transport international

Mode

Caractéristiques Ferroviaire Routier Maritime Aérien Multimodal

Document officiel Lettre de voiture Lettre de voiture Connaissement Lettre de Document de Ferroviaire internationale (B/L) transport aérien transport International (CIM) (CMR) (AWB) (LTA) Multimodal (DTM)*

Nombre de copies 1. Original 1.Original 1.Original 1. Original Non défini par la 2. Facture (chargeur) (chargeur) (Transporteur) Convention des 3. Note d’arrivée 2. Original 2.Original 2.original Nations unies sur le transport 4. Duplicata (accompagne la (consignataire (consignataire) Multimodal marchandise) 3.Original 3. original 5. Duplicata de la international facture 3. Original (envoyé avec la 4. plusieurs cargaison) (voir article 6 et 6. Copie (transporteur) copies 7) supplémentaire (chargeur)

Émargé par Chargeur et Capitaine du Chargeur et Entrepreneur de Chargeur transporteur navire ou son transporteur transport agent Multimodal (ETM) Émis par Agent chargeur et Chargeur et Chargeur ou son Chargeur ou son Entrepreneur de Compagnie transporteur agent agent transport ferroviaire Multimodal (ETM)

*Les DTM suivants sont en usage : CONBICONBILL de la INSA/BIMCO/CCI, MULTIWAYBILL 95 et MULTIDOC 95 du BIMCO Source : Gestion logistique intégrée de la distribution physique internationale/ Alberto Ruibal Handabaka

Formation des transporteurs et des chauffeurs Le renforcement des capacités est un facteur essentiel de l’activité de transport. La formation concerne tous les acteurs et tous les domaines de la fonction transport : • Connaissance et perfectionnement des transports Inter-États et régional

• Connaissance et perfectionnement en matière, de normes, de règles, de

mécanismes, de procédures et d’usages dans les transports • Connaissance en matière de concurrence , de compétitivité, et de performance du transport liée au commerce

Mise en place d’un code de conduite professionnelle

• par activité • par filière de produit/marchandise

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II- IMPORTANCE ECONOMIQUE DU TRANSPORT

¾ Sans transport, il y a pas de commerce extérieur • A/ En Afrique subsaharienne

) Environ 90% des échanges extérieurs en Afrique subsaharienne passe par la mer. ) Environ 60% des échanges hors d’Afrique se font particulièrement avec l’Europe. ) Entre 60% et 90% du Commerce Inter-régional s’effectue par voie routière.

B/ Exportations africaines de la CEDEAO

¾ Exportations: • CEDEAO (intra) Î 17% • Afrique du Sud Î 25% • Afrique du Nord Î 36% • Autres Pays Î 22%

¾ Échanges Inter-régionaux • CEDEAO : 27% intra-régional – 73% international • Europe : 63% intra-régional – 37% international

II- IMPORTANCE ECONOMIQUE DU TRANSPORT (suite)

C/ Quelles opportunités d’échanges commerciaux liés au transport dans le cadre de l’African Enterprise Network (AEN) ? ) Mondialisation, libéralisation, intégration économique, NEPAD, quelles réalités, quelle appropriation pour le secteur privé moderne en Afrique Subsaharienne.

) Solutions idéales et réalistes: les réseaux de l’entreprise sous-régionaux intégrés au niveau régional. 9 Afrique Subsaharienne: African Enterprise Network (Addis Abeba). 9 Espace de l’Ouest UEMOA/CEDEAO: réseau de l’entreprise en Afrique de l’Ouest (REAO). 9 Espace de l’Afrique Australe COMESA, SADC: South African Enterprise Network (SAEN). 9 Espace Afrique de l’Est: COMESA, IGAD: EAST African Enterprise Network (EAEN). ) Activités AEN: Tout secteur d’activités de l’entreprise, en sous-réseaux professionnel. 9 Relations d’affaires, 9 Développement, facilitation et amélioration de l’environnement des affaires en relations avec les institutionnels, les bailleurs de fonds, les administrations et surtout d’autres opérateurs privés, 9 Création d’entreprises supranationales par sous secteurs d’activités.

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II- IMPORTANCE ECONOMIQUE DU TRANSPORT (suite)

Problèmes rencontrés en matière de chaîne logistique intégrée des Transports par les opérateurs privés. ' Les voies de communications (route, rail ) sont vétustes, dans le cas contraire, elles sont insuffisamment entretenues ; toutes choses qui ne favorisent pas toujours la fluidité des trafics ; ' Les instruments institutionnels juridiques et administratifs connaissent une interprétation et une application parcellaires, disparates et lucratifs; à défaut d’une gestion maîtrisée par leurs auteurs; ' Les corridors de transport et de transit sont gangrenés par des contrôles administratifs et prélèvements souvent illicites de la Police, de la Douane et de la Gendarmerie ( P.D.G. ) et/ou opérationnels excessifs, successifs, redondant et onéreux ;

II- IMPORTANCE ECONOMIQUE DU TRANSPORT (suite)

' Les véhicules de transport ( route, rail ) sont également vétustes, et sont pour la plupart inaptes au plombage et au scellement douaniers, indispensables aux échanges inter- États;

' Les documents administratifs et contractuels sont pléthoriques et leur exploitation disparate est dans la plupart des cas, en flagrante contradiction avec les objectifs de la libre circulation des biens et des capitaux prônés par tous ; pire avec les principes de la Distribution Physique Internationale (DPI ).

 Initiatives réussies par les Réseaux d’Entreprise:

9 REAO/ Création de l’observatoire des pratiques anormales aux franchissement des frontières;

9 REAO/ Création de sous réseau professionnel des transports Net-Translog;

9 REAO/ Création de Transway Africa: entreprise supra-nationale de transport;

9 AEN/ Création de fichiers des hommes d’affaires membres des réseaux sous-régionaux.

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III/ ORGANISATION ET FONCTIONNEMENT DES TRANSPORTS SUR LES CORRIDORS DE L’AFRIQUE SUBSAHARIENNE

A. Interprétation des conventions internationales de référence

1) Les accords multilatéraux c Accords routiers Convention portant réglementation des Transports Routiers Inter-États; cas du TRIE/CEDEAO D’une manière générale, les accords définissent et réglementent : · les normes de circulation routière ; · les caractéristiques techniques des véhicules ; · les itinéraires de transit ; · l’interdiction du transport routier de abotage ; · les quotas de répartition du fret avec les clés et les mécanismes de gestion par des bureaux de fret ou des conseils de chargeurs c Accords ferroviaires bilatéraux/Multilatéraux: Transport International par Fer (TIF) * les modalités de fonctionnement du réseau entre pays concernés ; · les règles et procédures de transit sur l’un ou l’autre territoire; · L’ancrage institutionnel et opérationnel dans le port de transit; · Les conditions et modalités de passage des frontières; · L’assurance des marchandises.

III/ ORGANISATION ET FONCTIONNEMENT DES TRANSPORTS SUR LES CORRIDORS DE L’AFRIQUE SUBSAHARIENNE (suite)

c Accords maritimes et portuaires

Signés au profit des pays sans littoral maritime. Ils définissent:

- l’octroi de concession et les facilités portuaires ;

- les principes pour l’exploitation des espaces et installations de stockage ;

- les tarifs préférentiels, les délais de franchise par rapport au régime de droit commun ;

- les avantages fiscaux.

- l’accès des véhicules et du personnel roulant dans l’enceinte portuaire.

c Accords d’assurance

• Marchandises.

• Faculté.

• Personnel roulant.

• Passager.

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III/ ORGANISATION ET FONCTIONNEMENT DES TRANSPORTS SUR LES CORRIDORS DE L’AFRIQUE SUBSAHARIENNE (suite)

c Accords douaniers :

Signés au profit des pays sans littoral maritime, matérialisé par des conventions de

transit inspirer du TIR, elles instituent une déclaration permet entre autre de :

• agréer les caractéristiques techniques des moyens de transport ;

• identifier la marchandise et le véhicule, objets du transit ;

• repérer l’itinéraire et les bureaux de passage, frontière, destination ;

• préciser les prescriptions de délai de traversée et autres obligations exigées au conducteur du véhicule ;

• déterminer le champ d’application du régime et de la déclaration du transit (territoire national, plusieurs frontières) ;

• déterminer la responsabilité du principal obligé (Transporteur / Transitaire)

• fixer les procédures en cas de force majeure;

• servir de supports statistiques et d’informations en cas d’infractions, de règlement des différends et de coopération douanière.

Tableau: Les voies principales d’accès à l’Océan pour les pays africains sans littoral ou corridors de transit

Afrique centrale et orientale

PAYS VILLES PORTS PAYS DE MODE DE DISTANCE CORRIDORS COMMUNAUTE TRANSIT TRANSPORT (KM) ECONOMIQUE

Burundi Bujumbura Dar-es-salaam Tanzanie Routier 1800 Corridor SADC Lacustre/ 1455 Nord COMESA ferroviaire (transbordeur jusqu’à kigoma puis rail:1254km) SAEN Mombasa Rwanda/ Routier 2022 Ouganda/ Routier/ferrovi 1850 Kenya aire(non utilisé dépuis 1990) Éthiopie Addis Assaba Erythrée Routier 842 Corridor COMESA Abeba Massawa Erythrée Routier 1147 Djibouti EAEN Djibouti Djibouti ferroviaire 883

Rwanda Kigali Dar-Es-Salam Tanzanie Routier 1530 Northern COMESA corridor SAEN Mombasa Ouganda/Keny Routier 1740 a

Ouganda Kampala Mombasa Kenya Routier 1149 Nothern COMESA Ferroviaire 1336 Corridor SAEN

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Tableau: Les voies principales d’accès à l’Océan pour les pays africains sans littoral ou corridors de transit (suite)

Afrique centrale et occidentale

PAYS VILLES PORTS PAYS DE TRANSIT MODE DE TRANSPORT DISTANCE (KM) CORRIDORS COMMUNAUTE ECONOMIQUE

Burkina Faso Ouagadougou Abidjan Côte d’Ivoire Routier/ 1176/1154 Trie/Cedeao-Tif UEMOA Ferroviaire Trie/Cedeao CEDEAO Lomé Togo Routier 990 REAO Tema Ghana Routier

République Centre- Bangui Douala Cameroun Route /Rail 1802 TIPAC CEMAC Africaine Route 1798 UDEAC Pointe Noire Congo Rail/Fleuve/rail 1710

Tchad Ndjaména Douala Cameroun Route/ferroviaire(jusqu’à Ngaoundéré: 1003km, puis 1725 TIPAC CEMAC rail:722km) UDEMAC Routier

1980 Routier (via kousseri/Ngala Port Harcourt Cameroun/ Nigeria 1577

Mali Dakar Sénégal Ferroviaire (606km au Mali et 644km de route au 1250 TRIE/ CEDEAO UEMOA Sénégal) CEDEAO REAO Routier(505kmau Mali et 744km en Côte d’Ivoire) Routier(via Bobo-Dioulasso/ Ouagadougou Abidjan Côte d’Ivoire 1249

Lomé Burkina Faso/Togo 2071

Niger Cotonou Bénin Route/ferroviaire(300km de route au Niger,324km de 1060 TRIE/ CEDEAO UEMOA route au Bénin jusqu’à Parakou,puis 438km de rail) CEDEAO REAO Routier(via koupéla)

Routier (via Birnin-Konni

Lomé 1240

1525 Lagos

Tableau: Les voies principales d’accès à l’Océan pour les pays africains sans littoral ou corridors de transit (suite) Afrique australe

PAYS VILLES PORTS PAYS DE TRANSIT MODE DE TRANSPORT DISTANCE (KM) CORRIDORS COMMUNAUTE ECONOMIQUE

Botswana Gaborone Le Cap Zimbabwe et/ou Afrique Ferroviaire/Ferroviaire-routier 1400 Biera SADC de Sud Development COMSEA corridir Zimbabwe et/ou Afrique Ferroviaire/Ferroviaire-routier Durban de Sud 1100 SAEN

Afrique de Sud/ Ferroviaire/Ferroviaire-routier Mozambique Maputo 1050

Lesotho Maseru

Malawi Blantyre Dar-Es-Salam Tanzanie Ferroviaire/Lacustre/routier 1728 Beira corridor COMESA Ferroviaire( 615km au SADC Nacala Mozambique Mozambique) 815 SAEN

Swaziland Mbabane

Zambie Lusaka

Harare Biera Zimbabwe/ Mozambique Ferroviaire 1016 Beira Corridor COMESA SADC Afrique du Sud SAEN Durban Ferroviaire Routier 2666 2382

Zimbabwe Gaborone Nacala Mozambique Ferroviaire 1400 Beira Corridor SADC COMESA Biera Mozambique Ferroviaire Oléoduc (de la 600 SAEN raffinerie de Ferruka) 260

Ferroviaire Maputo Mozambique 1270

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B- Structuration de l’organisation et du fonctionnement des Accords de transport Intracommunautaire en Afrique Subsaharienne

21. Itinéraires et facilités de transit 1. Conventions internationales 22. Facilités et services aux frontières 2. Accords, Arrangements bilatéraux et multilatéraux (notamment TIE et TRIE) 23. Bureaux juxtaposés à contrôle mixte aux frontières 3. Structures de coopération et Projets inter - États 24. Contrôle douanier /scellement douanier/ Grille plombé 4. Ajustement structurel Transport 25. Autres contrôles administratifs ( Police, Gendarmerie, Transport, Commerce, Agriculture...) 5. Réglementation nationale 26. Cautions 6. Usages en vigueur 27. Création d’un Fonds de Garantie Régionale 7. Infrastructures et Équipements 28. Régime de faveur pour le transport et le transit de certains 8. Normes et Visite techniques des moyens de transport produits/ marchandises 9. Parc de Véhicules ( marchandises/ passagers ) 29. Documents, Procédures, Délais 10. Encadrement administratif et opérationnel du 30. Quota de répartition et réciprocité de traitement dans les système de transport et transit trafics 11. Conditions d’accès aux professions de transporteurs 31. Transport Routier/ Transport Multimodal routier inter - États et activités annexes 32. Facilités accordées aux passagers / touristes 12. Assurance véhicule et assurance marchandises/ passagers 33. Facilités accordées aux personnes employées dans le trafic routier et transit 13. Contrats type de transport 34. Infractions, pénalités, sanctions 14. Code de Conduite Professionnel ( respect de la déontologie par type d’activité ) 35. Droit et Taxes 15. Organisation des bureaux et bourses de fret 36. Coûts, tarifs, redevances, cotisations (licites, illicites) et dispositions de paiement 16. Droit de transit 37. Statistiques, base de données informatisées 17. Régime de transit douanier des marchandises 38. Règlement des différends 18. Facilités portuaires maritimes 39. Concurrence/ compétitivité des opérations et corridors du 19. Avantages portuaires et fiscaux transport et du transit 20. Procédures de transit douane des marchandises ( qualité de service, coût, délais, document, procédures). Source N’GUESSAN et FADIKA : Étude de Facilitation et Transit Routiers Inter-États UEMOA

IV- APPLICATION ET EVALUATION DES ACCORDS

1) Corridors concernés:

• Transit Routier Inter-États des marchandises TRIE/CEDEAO/UEMOA

• TIPAC (CEMAC)

• Corridor Nord (TTCA),

• Le Corridor de Walvis Bay

• Le Corridor de Développement de Beira

• Le Corridor Mtwara

• Le Corridor de Djibouti

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2) Résumé des principaux problèmes et leur incidence sur la performance de la chaîne logistique intégrée de transport et transit.

ETAPES INTERVENANTS Principaux problèmes PERFORMANCE Coûts Délais (jours) 1 Démarches - Opérateurs économiques - Solvabilité de l’opérateur - - Préalables (acheteur/Fournisseur) - Carence système bancaire - Transmission documents - Appareil administratif - Circuit bancaire - Communications internationales 2 Expédition - Fournisseurs - Transitaires - Transmission documents - Communications internationales - - Transporteurs terrestres - Circuit bancaire Carences système bancaire 3 Transport - Commissionnaires maritimes. - Transmission des documents 33-37 % 12 – 18 J Maritime - Compagnies maritimes - Transitaires - Rôle des intermédiaires - Formalités douanières - Assurances maritimes - Conseils des - Méconnaissance des règles de concurrence et de chargeurs compétitivité 4 Formalités - Acconiers – Autorités portuaires - Communications sous-régionales - Transmission de 6 – 12 % 7 – 10 J Portuaires - Représentant Conseils des chargeurs documents (bureaux fret) - Transitaires - - Complexité documents douaniers - Lourdeurs des procédures Manutentionnaires – Administrateurs - Sécurité des marchandises 5 Transit - Opérateurs économiques - Transitaires - Méconnaissance de l’importance des documents commerciaux 6 – 9 % 2 - 4 J Préparation - Représentants des conseils des chargeurs - Solvabilité de l’opérateur - Lourdeurs de la réglementation : Transport (bureaux fret) - Syndicats transporteurs -Transit inter-états - Répartition du fret Terrestre - Administrations des douanes. - - Tour de rôle - Escorte douanière Transporteurs - Rôle des bureaux de fret - Rôle syndicats de transporteurs – Rôle des intermédiaires 6 Transport - Transporteurs - Diverses Administrations - Qualité et fiabilité services 30 – 33 % 3 - 6 J Terrestre -Transitaires -Douanes - Excès de contrôles - Lourdeurs de la réglementation - Manque d’équipements, - Sécurité - Perte de temps 7 Démarches - Transitaires - Douanes - Qualité et fiabilité services 4 – 6 % 2 – 7 J Finales - Opérateurs économiques - Lourdeurs procédures - Solvabilité de l’opérateur - Circuit bancaire - Manque d’équipement des gares

Source : CEAO – 1990 / Consultant : T. DEM UEMOA et PAA (2001) / Consultant : N’GUESSAN

3) Liste des prélèvements

Prélèvements officiels Prélèvements informels

- pont bascules (redevance) - frais de route (illicite)

- lettre de voiture (redevance) - frais d’escorte (illicite) - police (officiel/illicite) - frais d’escorte (redevance) - gendarmerie (officiel/illicite) - convoyage (redevance) - Douane (officiel/illicite)

- Vétérinaire ( officiel ?)

Prélèvement en nature - Convoyage (officiel/illicite)

- Mouton, cabri, poulet, œuf - Stationnement (officiel/illicites)

Sac d’oignon, ananas, banane, mangue, - Droit de traversée (officiel/illicite) mil… - Syndicat (cotisation/illicite)

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4) Tableau Postes des formalités administratives : Côte

d’Ivoire-Mali: Conteneur de 20’/ valeur CAF : 8590 000FCFABlé en vrac 35 T

Libellés 1 conteneur 20’/camion Blé vrac /camion 35 T 25T Avec reçu Sans Avec reçu Sans reçu reçu 5000 - 5000 Section -Syndicat ivoirien Côte Lettre de voiture 3000 3000 d’Ivoire Syndicat des chauffeurs 1000 1000

Escorte/fluidité routière 21 000 21 000

EMACI(500F/T)e RCI 12 500 17 500

Syndicat malien en RCI 15 000F 15 000 Section EMACI Fonds de garantie/TRIE - 25 000

Certificat phytosanitaire - 10 000 Source : Convoyeur Coulibaly Lassana de SOKADYS TRANSPORT/ NETRANSLOG- REAO Enquête de terrain 24 juin 2002

Tableau général des Compétences des agents du contrôle

Réglementation Contrôleurs des Gendarmerie, Agents Agents de la Inspecteurs Inspecteurs transports Police, C.R.S. des direction du travail des terrestres douanes générale des transports Impôts Coordination oui oui oui - - oui

Temps de conduite oui oui oui - oui oui

Réglementation du - oui - - oui - travail Réglementation oui oui oui - oui oui transport matières dangereuses Code de la route oui (1) oui oui (1) - - -

Taxe à l’essieu oui oui oui oui - -

Droits indirects oui oui oui oui oui oui (alcools, sucres, etc.) Immobilisation du oui oui oui - oui (2) oui véhicule Consignation oui oui - - - -

(1) Pour certaines infractions, dont surcharge et excès de vitesse (2) Art. R. 277 C. route. tableau Source : Lamy Transport tome 1, page 495, édition 1994 Ce identifie, codifie les facteurs contrôle administratif

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5) Escorte douanière au Sénégal

1. Régimes de transit par les États membres de la CEDEAO et de l’UEMOA · une déclaration de transit spécifique qui ne couvre que le territoire national, excepté le transport des hydrocarbures entre le Burkina Faso, le Togo, le Bénin et le Niger. · une escorte douanière obligatoire et onéreuse sur tous les trajets. Le coût de l'escorte est à la charge soit de la marchandise, soit du fonds de garantie ou encore de la douane. · la caution nationale désignée est la chambre de commerce dans tous les pays , mais les fonds recueillis sont gérés par les trésors publics en général qui octroient une dotation budgétaire à la caution nationale pour son fonctionnement. · Les dotations du fonds de garantie sont assurées par les transitaires ou par un prélèvement de 0,25 à 0,50 % sur la valeur CAF de la marchandise etc. 2. La problématique de l’escorte douanière dans chaque pays • Coût de l’escorte au Sénégal ( 1999)

a) Escorte pour la Gambie : TS BRIGADE 25.000 F AGENT ESCORTEUR 27.500 F VISA 7.500 F b) ESCORTE POUR ROSSO/MAURITANIE : TS BRIGADE 45.900 F AGENT ESCORTEUR 55.500 F VISA 10.000 F c) ESCORTE POUR BISSAU/CONAKRY/MALI : TS BRIGADE 25.000 F AGENT ESCORTEUR 75.000 F VISA 15.000 F

6) Simulation en vue de la détermination des manques à gagner dus à la non-application de la Convention TRIE en 1997, dans huit (8) États membres de la CEDEAO

Tonnage annuel estimé du transit routier du Burkina Faso, Mali, Niger passant par les Ports de Dakar, Abidjan, Accra, Lomé et Cotonou : Environ 1.125.000 tonnes - Nombre de camions chargés de 30 t pour l’évacuation des 37.500 camions marchandises - Distance moyenne parcourue par camion et par voyage 1.100 km - Total km parcourus par rapport au Tonnage annuel 41.250.000 km - Nombre de barrages routiers : à raison de 1 par 40 km 1.031.250 - Coût moyen par barrage 2.000 F CFA 2. 062. 500. 000 Coût global des barrages routiers

- Nombre de camions correspondants au coût global des 27 camions neufs barrages routiers en raison de 80 millions de FCFA/ camion

- Nombre d’heures perdues à raison de 10 mn par barrage 171.875 heures . soit 7.161 jours . soit 239 mois - Coûts directs correspondants au nombre de mois perdus 23.900.000 FCFA * chauffeur / 100.000 F / mois 4.780.000 FCFA * apprenti / 20.000 F / mois S/Total coût supplémentaire du personnel roulant 28.680.000 FCFA - Coût global du transit en terme de manque à gagner 2.091.180.000 FCFA

2e foire commerciale de la CEDEAO/Accra Source : Atelier sur ?La Convention TRIE et le Développement du Commerce inter-régional/CEDEAO 1999? Consultant : N’GUESSAN N’Guessan

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Coûts de transaction des ovins/ Niamey -Abidjan Nombre de têtes : 120 ovins Camion 35 tonnes

Poste de Coût total Coût unitaire Localité Observations dépenses

Chargement sur camion 12 000 F 100 F Niamey / Niger

Transport Niamey - 500 000 F 4 167 F Niamey Variable Abidjan

Taxe de sortie 24 000 F 200 F Torodi

Faux frais Niger 24 000 F 200 F Sans reçu

Acquits 50 000 F 417 F Kantchari / Burkina Faso

Gendarmerie 3 000 F 25 F Kantchari Sans reçu

Transit 10 000 F 83 F Fada Sans reçu

Transit escorte 10 000 F 83 F Ouaga

Police 5 000 F 42 F Ouaga Sans reçu

Transit 10 000 F 83 F Bobo Dioulasso Sans reçu

Apurement acquit 15 000 F 125 F Bobo Dioulasso Sans reçu

Douane 5 000 F 42 F Ouangolodougou / Côte Sans reçu d’Ivoire

Gendarmerie 5 000 F 42 F Ouangolodougou Sans reçu

Police 5 000 F 42 F Ouangolodougou Sans reçu

Dédouanement 40 000 F 333 F

Certificat 30 000 F 250 F Phytosanitaire Sources :Groupement d’Etudes Promo- Transport & Transport-Consult / avril 2000 ConvoyageLes informations jusqu’à ci-dessus50 sont 000 obtenues F de El Hadji KODO,417 exportateur F de bétail à TourakouOuangolodougou - Enquête de terrain Syndicat Transporteurs Abidjan O.I.C. Total coûts logistiques 900 000 F 7 500 F

8) Transport routier de passagers par auto-car Abidjan-Cotonou 1. Dysfonctionnement du trafic passager Inter-États par autocar sur le corridor côtier Abidjan- Cotonou

Distance Durée du PRELEVEMENTS EN DEVISE Parcourue trajet PASSAGERS VEHICULES MARCHANDISES

Avec reçu Sans reçu Avec reçu Sans reçu Avec reçu Sans reçu

COTE D’IVOIRE Départ Abidjan 13 H 02 Police 2.000 F Gendarmerie 2.000 F Douanes P.D.G 30.000 F 65.000 F 35.000 F 20.000 F Autres Arrivée 187 KM 17 H 35 Sous-total 187 KM 4 H 33 30.000 F 65.000 F 39.000 F 20.000 F GHANA Départ ELUBO 17 H 33

Police 44.000 cedi Gendarmerie Douanes 10.000 cedi P.D.G. 95.000 F 30.000 cedi 8.000 F 4.000 F 15.000 F 5.000 F et 10.000 cedi Autres 2.600 cedi Arrivée 560 KM 6 H 20 Sous-total 560 KM 9 H 13 95.000 F 30.000 cedi 9.000F et 44.000 c et 15 000 F 20.000 C et 2.600 cedi 4000 F 5.000 F

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1. Dysfonctionnement du trafic passager Inter-États par autocar sur le corridor côtier Abidjan Cotonou (suite)

Distance Durée du PRELEVEMENTS EN DEVISE Parcourue trajet PASSAGERS VEHICULES MARCHANDISES

Avec reçu Sans reçu Avec reçu Sans reçu Avec reçu Sans reçu TOGO Départ LOME 6 H 22

Police 1.000 F Gendarmerie 3.000 F Douanes 5.000 F P.D.G 1.000 F 14.000 F 5.000 F 5.000 F

Autres Arrivée 155 KM 9 H 40 Sous-total 3 H 18 1.000 F 14.000 F 14.000 F 5.000 F BENIN Départ Hillacond 9 H 50 ji Police 3.000 F Gendarmerie 3.000 F Douanes 5.000 F P.D.G. 6.000 F 2.000 F Autres 1.000 F

Arrivée 101 KM 11 H 53 Sous-total 2 H 03 7.000 F 8.000 F 5.000 F

Source: Enquête de terrain/ Février 2002 Consultant : N’GUESSAN N’Guessan

V- LES SOLUTIONS ET RECOMMANDATIONS

¾ Espace concerné: • CEDEAO, UEMOA, OMAOC, CEMAC, COMESA, CEPGL, SACU, EAC, SADC…

¾ Solutions idoines

• Des comités de facilitations dans chaque État

• L’observatoire des pratiques anormales

• La création de postes de contrôle juxtaposés aux frontières terrestres

• L’harmonisation de l’informatisation des bases de données.

¾ Les données confectionnées dans les tableaux : • Tableau 04 (page 17), Tableau 05 (page 20), Tableau07 (page 28), Tableau 10 (page 34 ) du document de base peuvent permettre en faisant des études de cas, d’engager le commerce inter et intra communautaire en l’améliorant par rapport à l’existant.

¾ Le projet d’Observatoire des pratiques ; à l’image de ce qui est prévu dans l’espace CEDEAO/UEMOA ; certainement que chaque corridor pourrait sensiblement réduire les inefficacités décriées par tous.

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Rechercher des moyens technologiques et techniques avancées pour résoudre les problèmes de fiabilisation et de sécurisation des véhicules de transport

Trois solutions méritent d’être expérimentées :

¾ Faire don à chaque pays sans littoral maritime de 250 Camions neufs et chacun de leur partenaire sur le littoral par corridor 50 camions neufs par rapport au volume des trafics, ou si possible des wagons de marchandises. La gestion de ces véhicule pourrait prendre la forme d’une coopérative…

¾ Appliquer un système de tracking des véhicules comme le Projet PNUD/ CNUCED RAF 88-014 l’ avait initié en 1993 sur certains corridors en Afrique de l’Ouest et du Centre. Cette technonogie a été mise au point par un promoteur de Côte d’Ivoire SILS TECHNOLOGY.

¾ Appliquer le Système de Grille Plombé (SGP), brévété pour sécuriser les véhicules vétustes inaptes au scellement et plombage douanier. Cette technique est réalisée par un promoteur Ivoirien. Les 25 ministres des transport de l’OMAOC l’ ont déjà adopté .

Conclusion et Recommandations

• Au niveau politique Face à la mondialisation, la gestion communautaire des activités de transport doit primée sur les intérêts étatiques.

• Au niveau institutionnel

- La libre circulation des personnes, des biens, des services et des capitaux prônée par la CEDEAO et l’UEMOA doit être effective,

- La nécessité de privilégier une interaction positive et synergique, au plan technique, administratif et opérationnel ; en matière de transport Inter-États et de transport régional.

- Création de structures conjointes de gestion devraient exister entre la CEDEAO et l’UEMOA pour éviter d’éventuels clivages partisans et de surcroît pénalisants pour les opérateurs et les économies concernées.

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Au niveau juridique Au niveau juridique

1 / Convention TIE/ CEDEAO, toilettage en faveur de : • -la suppression des escortes administratives onéreuses ; et des règles de répartition du fret, des chargements à tour de rôle anticoncurrentiel ; • -L’instauration de contrats type de transport pour les différentes catégories de marchandises et surtout la restauration du caractère juridique de la lettre de voiture au même titre que le connaissement (B/L) ou la Lettre de Voiture Aérienne (LTA)

2 / Convention TRIE/CEDEAO

Application disparate d’un pays à un autre, par rapport à ses principes fondamentaux : -(70% du parc de véhicules de marchandises est vétuste ; à défaut de pouvoir le renouveler par des crédits appropriés ; il faut autoriser des solutions palliatives sécurisantes tel que le Système de Grille Plombé (SGP) en expérimentation en Côte d’Ivoire; par la Caution Nationale, La Chambre de Commerce et d’Industrie, l’Autorité douanière les transporteurs et les transitaires. -Régionalisation du Fonds de Garantie par un seul prélèvement valable pour toutes les frontières. -L’instauration d’un Document Douanier Unique valable pour toutes les déclarations aux frontières ferroviaires et routières. 3/ Respect dans le fond et la forme de l’application synergique et intégrée des quatre contrats (commerce, transport, assurance, finance) qui formalisent l’Acte commercial international et des dispositions du Transport Multimodal. • 4/ Harmonisation de la carte brune CEDEAO et du code CIMA en vue de faciliter une application idoine l’assurance des véhicules et des marchandises.

Conclusion et Recommandations

Au plan administratif

1/ Élaborer des statistiques fiables sur le transport. et renforcer la coopération douanière.

2/ Instituer au plan communautaire CEDEAO/UEMOA, un système d’agrément des taxes, des redevances, des cotisations et autres prélèvements d’une part, et une harmonisation de ceux-ci d’autre part; dans le but de maîtriser les coûts de transport sur les corridors.

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Au plan de l’organisation

•1/ Instaurer au plan national et communautaire CEDEAO / UEMOA, des comités nationaux de facilitations du transport et du commerce ; et apporter un appui financier aux projets de l’OMAOC et de l’UEMOA dans ce domaine. • 2/ Renforcer les capacités des intervenants de la fonction transport notamment les transporteurs et les chauffeurs routiers. • 3/ Codification et diffusion des compétences des agents de contrôle routier afin d’éviter les amalgames, les confusions qui souvent sources de prélèvements illicites. • 4/ Faciliter la mise en œuvre des Observatoires des Transports Internationaux par Mer, en vue de maîtriser l’information sur la marchandise circulante de bout en bout (Projet SSATP/ CMEAOC/ Banque Mondiale). A cet égard, des financements conséquents devront être trouvés auprès des bailleurs de fonds, afin réactiver les activités dudit observatoire. • 5/ Favoriser la mise en oeuvre au plan communautaire CEDEAO / UEMOA / CILSS / REAO (Forum Ouest Africain), de l’Observatoire des Pratiques Anormales aux Franchissements des Frontières ; afin de traquer , de dénoncer, et de sanctionner tous les facteurs (normes, règles, mécanismes, usages) de dysfonctionnement du système de transport. A ce propos, le projet doit être nécessairement étendu à l’espace CEDEAO comme initialement conçu par le promoteur à savoir le REAO ;afin d’intégrer valablement les opérateurs du Ghana et du Nigeria.

Au plan technique

• 1/Communautariser au niveau CEDEAO/UEMOA, la construction, l’entretien et l’exploitation des routes, le long des corridors ; avec comme corollaire, le prélèvement et la gestion communautaire d’un Fond Routier. Cette approche aura l’avantage d’accroître la fluidité des trafics.

• 2/ Sécuriser les véhicules vétustes (70% du parc) par le Système de Grille Plombée qui confère à la carrosserie des camions, les avantages du conteneur (voir fiche en Annexe);

• 3/ Instaurer les ponts bascules au départ, à la frontière et à l’arrivée sur tous les corridors pour les véhicules de transport en transit, en vue de contribuer à lever le doute douanier.

• 4/ Instituer aux frontières, des postes et des bureaux à contrôle juxtaposé. Soutenir en la matière le projet de l’UEMOA

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Au plan opérationnel

1/ Adopter une gestion logistique intégrée du transport sur les corridors afin de réduire les coûts, accélérer les procédures, harmoniser et simplifier les documents et optimaliser le délais dans l’espace UEMOA / CEDEAO.

2/ Créer un Guide Pratique du transport et de la Logistique en Afrique de l’ouest pour faciliter l’exploitation idoine des mécanismes, des règles et usages au bénéfice des intervenants de la fonction transport.

3/ Favoriser la création d’entreprises supranationales de transport, telle que Transway Africa à capitaux (Burkinabé, ghanéen, ivoirien, et malien) sur initiative des membres du Sous-Réseau Net Translog du Réseau de l’Entreprise en Afrique de l’Ouest ( REAO), pour mieux répondre aux objectifs de l’intégration économique sous-régionale.

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Table of costs ( °/°) timeframe (number of days) means of operation and transit procedure in accordance with the regregulations/usageulations/usage in UEMOA/ECOWAS(2002)

STAGES OPERATORS MAJOR PROBLEMS PERFORMANCE Costs(%) Time(days) 1-Preliminary Economic operator -Solvency of the operator Measures (buyer/supplier) -Shortcomings in the banking -Administrative set-up system -Banking system -International communications 2-Despatch -Suppliers -Transmission of documents -Transit agents international communication Non -Road Transporters mat -Banking system 3-Maritime -Maritime agents -Transmission of documents 3333---37°/°37°/° 1212---1818 Transport -Maritime companies -Role of intermediaries -Transit agents -Customs formalities -Maritime insurance -Poor implementation of the rules -Shippers’ council -Governing competition and competitively 4-Ports Formalities -Accessories -Sub regional communication 66---12°/°12°/° 77---1010 -Ports authorities -Transmission of documents -Representative of shippers -Poor implementation of council (freight bureau) intermodal transport -Transit agents -Complex customs documents -Handlers -cumbersome procedures -Administration -Security of goods 5-Transit Economic operators Poor knowledge of the importance 66---9°/°9°/° 22---44 Preparation Road -Transit agents of commercial documents Transport -Representative of the shippers’ -Credit worthiness of the operator council (freight bureau) -Cumbersome regulations -Transporters trade unions -(inter-country transit -TRIE) -Customs administration -Taking turns -Transporters -Customs escort -Chamber of commerce -Role of the freight bureau -Role of the transporters trade unions -Role of intermediaries 6-Road transport -Transporters -quality and reliability of services 3030---33°/°33°/° 3 - 6 -Various administrative offices -Excessive checks -Transit agents -Faulty infrastructures -Customs -Old vehicles (road, rail) -Shippers’ Council -Cumbersome regulations -Drivers -Lack of equipment -Security -Loss of time -Customs escort

7-Final Measures -Transit agents -Quality and reliability of services -Customs -Cumbersome procedures -Economic operators -Creditworthiness of the operator -Banking system -Lack of packing equipment TOTAL 81-97°/° Source: ECWA-1990 Consultant: TDEM, updating ECA-2002

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Comments

The aforementioned performances can be reduced by a third thereby optimalizing the performance on condition that an integrated management logistic management is put in place together by the policy-makers, the service providers and the transport users.

Judging from what has been mentioned earlier, it could be stated that the transport malfunctioning is one of the main factors responsible for the poor development of intra- community trade in West Africa. In order to resolve the problem, all the partners in the integrated management of corridor transport operation in West Africa should review the situation and adopt a logistic approach in performing their role in accordance with the following recommendations:

Recommendations

Policy Level

In the face of globalization, the community management of transport activities should take precedence over individual state interests.

Institutional Level

The free movement of peoples, goods and services as proposed by ECOWAS and UEMOA should be effective as well as the need to promote positive and synergic interaction at the technical, administrative and operational level in Inter-Country and regional transport.

In fact, there should be joint bodies between ECOWAS and UEMOA to prevent possible partisan divisions and extra costs, which penalize operators and the economies of the countries concerned.

Legal Level

1. A significant review should be carried out on the TIR Convention with emphasis on the following: S the abolition of cumbersome administrative escorts as well as the rules governing the distribution of freight and loading in turns which hinder competition and competition; S the establishment of specific transport contract for the various categories of goods and particularly the re-establishment of the legal nature of the waybill as the same manner as the bill of lading or the airway bill. 2. ITIR/ECOWAS Convention S The implementation of the provisions of this convention varies from country to country when compared with its fundamental principles.

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S 70 per cent of the vehicles transporting goods are old as the transporters do not possess the necessary loans for vehicle renewal. Permission should be given for the institution of secure palliative measures such as the System of Lead Sealing (SLS), which is on trial on Cote d’Ivoire involving State guarantee, the Chamber of Commerce and Industry, the Custom Authority, the Transporters and the Transit Agents. S Establishment of guarantee Fund on a regional basis in which a single payment is valid for all the borders S Establishment of a single customs documents in the ECOWAS space, which is valid for all declarations at rail and road borders as well as for customs duties on goods.

3. Respecting the substance and the form in the synergic and integrated in the implementation of the provision of the four agreements namely the agreements on trade transport, insurance and finance that constituted the International Trade Agreement and the provisions on Multi-modal transport which should be ratified.

4. Harmonization of the ECOWAS Brown card the CIMA Code to facilitate the strict application of vehicle and goods insurance in order to safeguard intermodal transport all along the transport chain.

Technical Level

1. Community participation within ECOWAS/UEMOA in the composition maintenance, operations of road along the corridor and consequently the community levy and management of a Road Fund. This approach will contribute to increase in the flow of traffic.

2. Provide security for old vehicles (70 per cent of the fleet) through the system of lead sealing which gives trucks a container advantage (see sheet attached in an Annex).

3. Establishing weighbridges at departure points, at the border and on arrival and limiting checkpoints to 3 (three) on all corridors for transit vehicles with a view to removing customs apprehensions and other administrative bottlenecks.

Organizational Level

1. Establish within countries and ECOWAS/UEMOA national committee for the facilitation of the transport and trade.

2. Strengthening the capacity of the operators in the transport function with particular reference to transporters.

3. Codify and disseminate the skills of road traffic supervisors to prevent confusions which are often sources of illegal dues.

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4. Facilitate the implementation of an Observatory of International Transport by sea in order to control information on goods moving from one end of the transport chain to other (SSATP Project/CMEAOL/World Bank).

5. Promote the establishment of a community plan ECOWAS/UEMOA/CILSS/REAO for an Observatory on Abnormal practices at border crossings in order to track down, denounce and punish those guilty/norms, rules, mechanisms, uses, of the malfunctioning of the transport system.

Administration

1. Prepare reliable transport statistics and strengthen customs cooperation through the harmonization of computerized systems.

2. Establish an ECOWAS/UEMOA community plan on a system of taxes, dues, contributions and other levies as well their harmonization in order to control transport costs on the corridors.

Operational Level

1. Adopt an integrated logistic transport management system on the corridors in order to reduce the costs, to accelerate the procedures, to harmonic and simplify the documents and to reduce the time within UEMOA/ECOWAS.

2. Publish a Practical Guide on Transport and Logistics in West Africa to facilitate the strict operation of mechanisms, rules and usage in force for the benefit of operators.

3. Promote the establishment of supranational transport enterprises such as the Transway Africa with capital (from Burkina Faso, Ghana, Cote d’Ivoire and Mali) through the initiative of members of the professional sub-network Net Translog of the Enterprise network in West Africa (REAO) to better respond to objectives of sub regional economic integration

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TRANSPORT ISSUES AND THE PRSP PROCESS BY DR GEORGE BANJO, WORLD BANK

TRANSPORT AND POVERTY REDUCTION STRATEGY PROCESS

George A. Banjo The World Bank

PERCEPTIONS ON TRANSPORT (1)

“The problem of Africa can be summed up in one word – TRANSPORT .” (Lord Luggard )

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PERCEPTIONS ON TRANSPORT (2)

“Distance is technically irrelevant.” (Stafford Beer).

PERCEPTIONS ON TRANSPORT (3)

“While the great powers are trying to get to the moon, we are trying to get to the village ... While the great powers have been to the moon and back and are now even communicating with the stars ... We are still trying to reach the village and the village is getting even more remote ..”

Hon. Julius Nyerere

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PERCEPTIONS ON TRANSPORT (4)

• “A community without roads does not have a way out.”—a poor man in Juncal, Ecuador • “If we get a road, we could get everything else: community center, employment, post office, water, telephone.”—young woman in a discussion group, Little Bay Jamaica • ”How would you get a sick person out of here? Walking is impossible, a vehicle would not get out, you could not go by horse—how long does it take to go by horse? The ill person would die.”—a young woman, Los Juries, Argentina

Transport is a means to an end.

LINKAGES BETWEEN TRANSPORT AND POVERTY

Transport is a necessary input to achieve

• Economic growth • Personal welfare • Governance and empowerment • Increased security • Other related objectives

But it is the nature of the input that determines its contribution to poverty reduction

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EXISTING APPROACH TO THE PROVISION OF TRANSPORT

Principally Commonly, absence of sector wide transport policy. • Partial analysis, focus on needs of ‘formal’ part of the network, less on ‘informal’ parts used by the poor. • Emphasis on ‘hard’ side at expense of ‘soft’ side. • Weakest links in the transport chain are those used by the poor and have highest unit cost. • Poor disadvantaged by the cost of access and the cost of lack of access. Existing approach not sufficiently pro-poor BUT emerging recognition of need for improvement

TRANSPORT AND POVERTY REDUCTION

Transport can contribute to sustainable growth

• Reducing transaction costs and facilitating trade flows; • Enabling economic players to respond to opportunities; • Lowering the costs of inputs; • Creating employment – in transport and non transport; • Enhancing human and social capital (by improving access to schools and health centres and reducing isolation); • Improving environmental conditions linked to improved livelihoods, health and reduced vulnerability of the poor.

But only if well planned, implemented, maintained and used

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KEY FOCUS FOR PRO-POOR TRANSPORT PROVISION • Creating Opportunities – economic development linkages (growth, markets, employment, trade) – human development (education, health—access, attendance, quality, gender) • Facilitating Empowerment – social development (communications, inclusion) – empowerment&governance (information, participation&transparency in planning, decision-making, budget allocations, implementation and monitoring) • Enhancing Security (reducing risk & vulnerability) – households level (affordable, reliable, safe services) – community level (public works, access at disaster)

THE POVERTY REDUCTION STRATEGY PROCESS

• Basis for obtaining debt relief • Promotion of good governance and improved resource utilization • Framework for medium term planning • Move from Projects to Program support • Designed to be country driven, involve all stakeholders and participative process BUT….. • IS TRANSPORT TAKEN INTO ACCOUNT?

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TRANSPORT IN POVERTY REDUCTION STRATEGY PROCESS

Emerging experience from practice

• Technical agencies late participants in the process • Quality of technical inputs weak • Transport linkages present but weak with absence of cross cutting (within and between sectors) treatments • Lack of articulation of actions which promote pro-poor growth • Absence of sector wide transport policy inhibits quality of input, existence increases ability to access resources.

TRANSPORT IN POVERTY REDUCTION STRATEGY PROCESS

Challenges to improving existing practice

• Contributing to growth with equity – reduce transport costs but CONSIDER who gains and who loses • Developing pro-poor institutional, regulatory, legal, etc frameworks • Mainstreaming gender and social assessment – economic, social and political imperative • Multi-sectoral work – new skills, new ways of doing things • New partners and changes in existing partnership relationships • Improving our understanding of poverty impact of transport • Enhancing quality of participation and input to poverty reduction strategies

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TRANSPORT AND POVERTY REDUCTION STRATEGY PROCESS

Implications of the Challenges

• Donors / World Bank – client centered, value adding assistance technical & advisory • Within country - appropriate institutional arrangements; - capacity mobilization; - new partnerships and relationship between stakeholders; - effective resource use - ownership of development process.

Adoption of a holistic approach to transport sector issues.

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COMPONENTS’CURRENT STATUS AND RECENT DEVELOPMENT

Road Management Initiative

Solid History of Achievement Des réussites certaines

z Maintenance prioritization z Prioritization de l’entretien z Incremental financing - Road z Augmentation des budgets – Funds Fonds routiers z Private sector participation - z Implication du secteur privé – Roads Boards Conseils des routes z Over 50 publications and z Plus de 50 publications counting … z 16ème réunion de z This Annual Coordinating coordination Committee Meeting … number 16

Continued Relevance of Message Un message toujours d’actualité

z Maintenance goals not yet z Les objectifs d’entretien met routier ne sont toujours pas z Pressure for network atteints expansion .. z Volonté d’étendre le réseau.. z … set against asset z … aux dépens de la preservation needs préservation du réseau z Roads as key input into existant poverty reduction strategy z Les routes constituent une composante clé dans la stratégie de réduction de la pauvreté

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Strong adherence to the Program Engagement fort en faveur du programme z 17 RMI member z 17 pays membres.. countries .. z …mais d’autres pays z … but also more are suivent les principes following the principles prônés par l’IGR z Results of stakeholder z Résultats des sondages surveys positive … satisfaisants.. z … but caution on z …mais trop de prudence political commitment au niveau politique

Since Saly, May 2001 Depuis Saly, en mai 2001 z 4 new members have joined z 4 nouveaux pays membres z Convergence with RTTP has z Rapprochement avec le advanced PTMR z Emphasis on advocacy … z Mise en avant de la z … and the impact of reforms promotion des principes de z Progress on Action Plan … l’IGR… z z …and web site upgrading … et de l’impact des réformes z Progrès du Plan d’Action.. z …et amélioration du website

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Completing the Stock Take Compléter la mise à jour z Performance assessment z Evaluation des exercise .. performances.. z … model piloted in 6 z …avec un modèle pilote testé countries dans 6 pays z … to be completed in all z …exercice devant être countries by end year achevé dans tous les pays z Concepts Implementation d’ici la fin de l’année update z Mise à jour du niveau z Benchmarking against earlier d’avancement des réformes.. (1999) review data z …par rapport au niveau de 1999

Emerging Issues Problèmes émergeants z Maintenance financing gap … z Financement insuffisant de z ... defining it and how to fill it l’entretien… z …pourquoi ce déficit et z … more on performance comment le combler based contracts z … davantages de contrats z Poverty focus … basés sur les performances z … case for a transport sector z Ciblage sur la pauvreté… wide approach z …vision élargie à l’ensemble z Right sizing the road sector du secteur des transports z Dimensionner correctement le secteur routier

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RMI as a Partnership L’IGR : un partenariat z Role of country z Rôle des coordinators coordonnateurs z Role of country z Rôle des parties stakeholders prenantes z Implication des z Involvement of regional organisations organizations … régionales… z … and development of z …et développement de regional coordination la coordination régionale z Future role of the center z Rôle futur du centre

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Rural Travel and Transport Program

Objective of RTTP • The objective of the RTTP is to assist countries to adopt appropriate and sustainable rural transport policies and strategies • Such policies and strategies need to address – The promotion of affordable rural transport services and intermediate means of transport – The physical planning process for rural infrastructure – Conducive management and financing arrangements for rural transport infrastructure – Appropriate design and selection procedures for rural transport infrastructure interventions – Suitable implementation mechanisms for rural transport infrastructure interventions

Achievements • Created a solid knowledge base on rural transport • Promoted enhanced awareness of rural transport issues • Has initiated the process of participatory preparation of rural transport policies and strategies in 14 Sub-Saharan African countries • Has led to the preparation of comprehensive rural transport programs in three of the above countries, and numerous smaller initiatives implementing appropriate rural transport policies and strategies • Has substantially contributed to the understanding of the policy development and the physical planning process for rural infrastructure, as well as to poverty and gender issues

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The 2002-2003 Program

• Further development of knowledge base and its wide dissemination • Promotion of exchange of lessons of experience • Completion of rural transport policies and strategies in at least 14 countries and initiation of multi-donor supported rural transport programs • Move towards convergence with RMI

Issues Hampering the Development and Implementation of Rural Transport Policies and Strategies • The persistent maintenance financing gap on main roads makes it difficult to justify channeling more resources towards rural transport • The cross-cutting nature of rural transport makes it difficult to find suitable institutional set ups for the implementation of policies and strategies • There is still a lack of knowledge and experience as to how rural transport services and intermediate means of transport can be promoted

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Future Challenges for RTTP • Up scaling of pilot rural transport services and intermediate means of transport promotion programs • Development of comprehensive, country-wide and poverty focused transport sector policies that adequately consider rural transport issues • Promotion/initiation of appropriate, country-wide, multi-donor supported rural transport programs • Promotion of an active, Africa-based rural transport knowledge network focusing on good practice exchange

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Trade & Transport

SSATP

Trade and Transport Component An Agenda for Action

Trade and Transport Component

T A Broadening Global Context T The Post-Doha WTO Development Agenda T Integrated Framework Diagnosis Studies T Technical Assistance Program for Transport and Trade Facilitation in Developing Countries T The 2001 3rd UNCTAD LDC Conference T The UN 2003 International Meeting of Landlocked and Transit Developing Countries

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Trade and Transport Component

T GOAL

To add value to the promotion of poverty focused transport policy development

Trade and Transport Component

T PURPOSE

To raise awareness about the need and the possibilities to drive down transport costs within SSA for both people and commodities

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Trade and Transport Component

T OUTPUTS T Action plans to remove cost and time bottlenecks on main regional transport corridors T Establishment of permanent corridors data collection and monitoring systems T Identification of new partnerships opportunities with regional bodies and private sector associations

Trade and Transport Component

T ACTIVITIES (1) T Assistance to UEMOA in setting up the Observatory of Practices along pilot corridors in West Africa T Assistance to Corridor Authorities in Eastern and Southern Africa in implementing cost/time monitoring systems T Realization of Transport and Trade Facilitation Audits in a subset of countries

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Trade and Transport Component

T ACTIVITIES (2) T Review of Legal Regional Instruments T Establishment of efficiency/ trade and investment level relationships (case studies) T Promotion of widened T&T approach concepts amongst sub-regional and regional organizations T Annual T&T Regional Workshop

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Urban Mobility

In March 1991, the Urban Transport Component of the SSATP held its first major event, a regional conference in Yaoundé, Cameroon. The key topic of this conference, jointly organized with the International Union of Public Transport (U.I.T.P.) was “Satisfying Urban Public Transport demands”.

Today, in Maputo, we are in a completely different environment. The urban transport crisis, as in may cities all over the world, has worsened, the gap between demand for transport and supply has increased, the service has deteriorated in terms of reliability, quality, environmental impact and safety. Mobility in African cities has been in a downward spiral for decades. Roads have become steadily more congested and sprawling cities have made distances greater. Most of the urban public transport companies of 1991 do not even operate any more.

Has the SSATP’s urban mobility component contributed to alleviate such growing problems? The response to this key question laid the foundation of a new SSATP management structure as well as a comprehensive Business Plan based on the lessons learnt from the past.

On an institutional level, the UM component has contributed to the development of two major institutional reforms in Dakar and Abidjan. Meanwhile, such a breakthrough is not enough for us to claim victory.

As far as the Urban Mobility Component is concerned, let me stress that shifting from issues such as urban public transport in 1991 to the ongoing agenda shows the great change in priorities. Indeed, for a few years, the component, while still focusing on policy reform, as its core business, addresses issues such as microenteprises, road safety, non-motorized transport, urban air pollution. Here is the difference: the urban mobility component’s priority is strongly based on the reality of daily life in sub-Saharan Africa. All these issues are related, connected and such links explain the rationale of considering them as an articulated vision of urban mobility contributing to a pro-growth and pro-poor policy.

Indeed, all studies confirm that one trip out of two is made on foot and more than three quarters of motorized transport is made with the small minibuses. The poor do not own cars: they walk or travel in crowded minibuses. The component’s workprogram takes into account such a reality of daily life in urban areas. In other words, the component focuses on pro-poor policy formulation. More than ever, we will reinforce such a strategic approach.

Another major shift occurred by recognizing the growing importance of the Local Government in urban mobility. Although the decentralization process in sub-Saharan Africa is still an unfinished agenda, municipalities have a key role to play in urban planning, land use, traffic management, to mention only a few. Since 1997, representatives from Municipalities are full

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members of the urban mobility component and contribute to the preparation and implementation of its work program.

That’s one of the reason why, since 1999, we have signed a Partnership Agreement with the Municipal Development Program (MDP).

Its objective is to promote an effective decentralization in sub-Saharan Africa.

In this context, we published, in July 2001, the materials of the knowledge-sharing session organized in Abidjan in July 2000 with the MDP West Africa. In May 2002, we organized the same kind of one-week session in Addis Ababa, Ethiopia, with the MDP East Africa for participants from Anglophone countries.

During the past eighteen months, the regional studies on microenterprises in Bamako, Abidjan, Nairobi and Harare have been finalized. Their findings and conclusions have been published as Working Paper. In April 2001, the eleventh Steering Committee Meeting was held in Accra, Ghana and the proceedings of the meeting published as Working Paper.

In order to extend our knowledge and improve information on accessibility, safety, efficiency and financial sustainability of urban mobility in sub-Saharan African cities, a scoping study on three cities (namely Addis Ababa, Nairobi and Dar es Salaam) was carried out between March and June 2002. The conclusions and recommendations of such a comprehensive study will be presented during this conference. They are expected to facilitate the draft of an Action Plan for policy reform in each of the three cities.

Between 1994 and 1999, Non Motorized Transport was one of the key topics on the component’s agenda. A complete assessment of this important program of activities has been carried out during the last three months in Kenya and Tanzania. Here again, the conclusions of this assignment will be discussed during the component’s sessions. Guidelines for pedestrian and bicycle traffic in African cities have been prepared as major output of the NMT Program and will be disseminated soon. Such guidelines will be an important tool for improving mobility in African cities. More than ever, NMT will remain on the agenda.

As part of the Clean Air Initiative in sub-Saharan Africa, a regional conference on the phase- out of lead in gasoline was held in Dakar in June 2001. Delegates from 25 countries made the official commitment (the so-called Dakar Declaration) that, by 2005, lead will be eliminated from gasoline. Although the message is now largely disseminated across the continent, let’s me again reiterate that lead is a silent threat for those exposed, especially those living or working in the streets: young children are particularly affected: their neurocerebral development can be irreversibly affected by lead through IQ regression. Lead is a poison. Exposure to lead as well as air pollution is linked with poverty.

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As a follow up to the Dakar conference, four seminars were organized: in Abuja (November 2001), in Dakar (March 2002 for West Africa), in Cotonou (in April 2002 for Benin, Niger, Nigeria and Togo), in Nairobi (June 2002 for East Africa). The main features of the Clean Air Initiative are : ownership by African stakeholders, cross-sectoral approach, awareness raising, public-private partnership, strengthening of African expertise.

Let’s have a look at the future. Although it’s too early, at this stage of our conference, to detail the next step, the following key elements will be taken into account for the urban mobility component: first and foremost the support to policy reform leading to poverty reduction will more than ever be the overarching objective and raison d’être of the component.

Achieving such an overall objective requires a combination of measures and strategic option such as progressively moving to a SSATP programmatic approach to improve the economy of scale of our work, create synergy on join thematic issues with other components and mapping transport policy all across the board at the country level as well as at the regional level.

Another key feature of this strategy will be the strengthening of our cooperation with African institutions in order to increase ownership of the process and anchor our efforts in the region. Such a cooperation will also mean a partial decentralization towards Africa of the component’s coordination.

We also need better tools to supervise the progress made with relevant and regularly updated data. The set up and development of a database (or “performance indicators”) should help us achieving such a monitoring objective. Other activities would be the preparation of a toolkit on regulation of microenterprises, the extension of the scoping study to three other cities, the dissemination of NMT guidelines, the provision of advisory services to prepare policy reforms in additional cities.

To conclude, I would like to emphasize two messages: in this conference room, major transport policy makers, regional institutions, highly qualified experts, representatives from the private sector, well known consultants are gathered. Relevant papers will be presented and debated. This Program has accumulated a tremendous treasure of knowledge. As an example, the Urban Mobility component has published 18 Working Papers during the last four years. We hold winning cards, provided that we implement what we consider our mission statement and keep pushing policy reforms.

The second message is about the opportunity for African Decision makers to take the SSATP as their own business, as a strong tool for regional integration and cooperation in transport. This Maputo conference is the right time and place for strengthening the African ownership of this program.

The way forward may be long and will require a combination of policy, technical, regulatory and institutional measures, as well as financing. But we need to work together to make cities in

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Africa more “liveable” and attractive to direct investments, in support of sustainable development and economic growth.

As far as the Urban Mobility Component is concerned, reaching such objectives and addressing such challenges would also allow this component to contribute to making the cities in Africa a better place to live , today and for the next generations.

I thank you for your attention and wish us an excellent conference.

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STRATEGIC SSATP PROGRAM APPROACH

RMIRMI---RTTPRTTP

Process • 1 day of separate RMI & RTTP meetings

2002/2003 Business Themes for Plan priorities program approach

• ½ day of joint RMI/RTTP meeting

Work in sub-regional groups

Recommendations for RMI/RTTP collaboration

Activities Organization

Output 1. Key findings on activities – Formulation of integrated transport policy • Highlight transport – poverty link • Gender mainstreaming • HIV/AIDS • Safety & environment – Support to transport policy implementation • Resource mobilization – Road management & financing is a priority concern • Financing mechanisms • Capacity building • Institutional arrangements – Enhance private sector participation • Realizing employment creation potential • Promoting labor-based methods

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Output (cont.)

2. Key findings on organization – Formation of joint or common steering committee for a joint or common program – Country level SSATP coordinator but specific and separate coordination arrangements should be retained thereunder – Regional institutions should be involved in regional coordination – modalities to be worked out (some support for notion of regional SSATP coordinator)

Conclusions

1. Demand exists for holistic approach to transport policy 2. Poverty reduction as a key driver 3. RMI-RTTP collaboration goes ahead regardless, in areas indicated 4. Maintenance funding gap is critical; demands joint and urgent action – priority here 5. Business Plan update needs to reflect new thinking on RMI-RTTP collaboration

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Action Plan

1. Formation of joint RMI-RTTP task force including 3 coordinators from each program & component managers 2. Plan interim RTTP-RMI coordinators’ meeting to determine next steps and themes 3. Determine financing requirements for joint structures & actions 4. Build network for information dissemination & exchange (link RMI & RTTP initiatives to date)

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Urban Mobility

Outline

1. Urban Mobility Component (UMC) Business Plan 2002-2003

2. Towards a conversion : opportunities for cooperation , themes and outputs

Goal : mission statement

„ To add value to the promotion of poverty focused transport policy development

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Purpose

„ Progress pro-poor urban mobility policy development by : T Consolidating and disseminating outputs from ongoing UM initiatives and T Identifying priority issues and opportunities for partnership in a range of SSA urban areas

Key areas of intervention

T Institutional reform T Policy advisory services (regulation) T Road Safety - Non Motorized Transport T Microenterprises T Knowledge/Best practises sharing

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Additional areas of interventions

T Land use policy (2 city cases) T Freight transport in urban area (T&T) T Training program for operators T Financing of the sector (Urban Transport Fund)

Business Plan 2003-2004

„ Strengthen the on-going program of policy reform, building on the results achieved and maintaining the momentum of reforms „ Develop an updated strategic framework to identify complementary needs for policy reforms

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Outputs 2002

T Scoping study on Addis Ababa, Nairobi and Dar es Salaam achieved, discussed in Maputo and report finalized by September 2002, organization of 3 national workshops (September-December 2002) T Training session (one week) on key UM issues organized in Addis Ababa with the MDP (May 2002) T NMT in Kenya and Tanzania assessed, discussed at Maputo and final report by September 2002 T NMT guidelines issued by October 2002 T Implementation of the phase 2 of the Road safety Action Plan in Harare and Ouagadougou T Toolkit on regulation of microenterprises drafted T Annual Steering Committee held in Maputo early July 2002

Outputs 2003

T Consolidated understanding on urban mobility in three additional cities (Scoping study), followed by 3 national workshops and Draft Action Plan issued T Policy advisory services on urban mobility reform delivered T Toolkit on regulation of microenterprises finalized and disseminated T NMT guidelines disseminated and included in project’s preparation T Annual consultation with component constituencies undertaken (Annual Steering Committee) T Land use case study carried out in two cities T Two sub-regional units with UM experts in place

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Principles of management

T Towards the set up of 2 sub-regional units with UM experts and progressive decentralization T Identification of one “focal point” on UM in each active country member Missions : coordination – bottom-up information T Regular flow of communications in addition to the publication of Working Paper T Proposal of a “Steering Committee” separated from regular conference on UM

II : Towards a convergence : Opportunities and issues

T Integrated Transport approach (“mapping”) T Issues : * The “Urban anchorage” and agenda * The component’s partners * The component’s management T Identification of cross-cutting themes

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Towards a Programmatic approach: Areas of cooperation

„ Road safety „ Poverty and Transport „ Monitoring tools (data collection) „ Transport policy formulation at national level „ HIV/AIDS prevention and awareness „ Financing and maintenance of urban roads „ Private sector development (SME)

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THE SADC PROTOCOL ON TRANSPORT, COMMUNICATIONS AND METEOROLOGY, BY MR. CHARLES KUNAKA, SATCCSATCC---TUTU

Outline

The SADC Protocol on Transport development objectives institutional arrangements for implementation challenges the Protocol and the SSATP

SADC

Southern Africa Development Community 14 member States aims to become an integrated regional economy able to compete effectively at world stage transport and communications essential to realisation of objectives

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The Vision Document

Main policy document behind the reform process in the SADC region

Development process

Exploration via national and regional think tanks id of common themes: integration of national systems into a regional system unfetter private sector separation of regulatory and operational functions

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Consultative process Participation by public and private sector stakeholders throughout external, national and regional reviews SATCC working group reviews national consultative processes (workshops) submission to Attorney-General and Cabinet signing in August 1996

Entry into force

SADC Protocol on Transport, Communications and Meteorology entered into force 1998 legal document regional goals, objectives, policies, strategies binding to all signatories

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The SADC Transport Objectives Responsive to economic and political objectives private-public partnerships regulatory, legal, and institutional reforms sustainable and cost-effective systems integrated transport systems

Protocol GoalsGoals |Liberalisation: allowing market based provision of these services. |development of the infrastructure based on harmonised policies, legislation and regulatory frameworks which are based on international best practices or better. |public sector to provide a comprehensive, transparent, and predictable enabling policy, legal and regulatory environment within which service providers, customers and labour may fruitfully interact |mobilisation of resources with provision and operation of infrastructure and services being provided by the private sector

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Annexes to the protocolprotocol

Annexes: same force as protocol incorporated into Protocol when full regional agreement on content has been reached examples: regional trunk road network, drivers licence, mission at ICAO

Protocol related documents For accelerating implementation several have been developed: c Model Investment in Transport c Model Legislative Provisions: Road Network, Financing and Management c Model Legislation Provision: Air Services Act c Model Legislation Airports and Air Traffic Navigation Services Act c Model legislation Provisions: Maritime and Inland Waterway Authority c Model Legislation Provisions: Commercial Ports (Restructuring and Regulation) c Model Legislation Provisions: Civil Aviation Authority c Model Bilateral Agreement on Road Freight and Passenger Transport c Model Legislative Provisions: Railway Restructuring and Regulation c Model Railway Freight Concession c Model Railway Passenger Service Concession

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Some key PRDs

Investment in Transport Act sets rules for private sector investment. Foundation for several other PRDs MLP: Road Network Financing and Management calls for same elements as the SSATP RMI

MLP on Road Network Financing

Outlines rationale for road sector reforms and the arrangements necessary to achieve sustainable road delivery.

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Railways

Outline privatisation options for railways, and outline concessioning guidelines

Ports, TradeTrade FacilitationFacilitation

MLP: Commercial Port Restructuring and regulation separation of port ownership/regulation and operations, another MLP on Maritime Authority Border Post Legal Reform package: promotes one-stop border posts among other recommended reforms

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THE VISIONS AND COMMITMENTS

SADC SADC Treaty Protocol 1992 On Transport, Communications Model & Legislative Meteorology Provisions Regional 1996 (MLPs) & National Implementation Other Strategy Protocols (MAPS, MICAPS)

INSTITUTIONAL SADC FRAMEWORK

Directorate of Other NLRT Infrastructure Directorates and Services SCOMS

CoM NC

CSO

SSC TU SCOMs

CPC

RMGs

National Association Regional Association

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Associations

SARA, FESARTA, ASANRA, PMAESA Have operators, customers as members Focus on operations rather than policy

Challenges Protocol development, implementation, monitoring is a dynamic process (need to respond to new challenges as they emerge, correct failures) countries have to learn to collaborate in ways they may never have done before benefits of transport reforms may accrue elsewhere and can be difficult to measure

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Pragmatism National priorities vary, so regional progress reflects convergence of such priorities ‘variable geometry’ principle accepted though to be effective some measures require the compliance by all key goals: liberalisation, and increased private sector involvement.

THE WAY FORWARD

ƒ Benchmarking with other multilateral regional integration initiatives reveals that the SADC reform agenda is equally comprehensive, what has been achieved since entry into force of the Protocol compares favourably ƒ Corridor focus ¾ Developing coordinated regional response (regional, trilateral, bilateral and national linkages) to build economies of scale (not corridor vs regional but – steer regionally and fast track implementation on corridors (e.g. Maputo, TransKalahari, Beira) ¾ Developing and refining policy, legal and institutional frameworks ¾ Creating realistic expectations: time scales, returns and impact ¾ Regularly disseminating confidence building information ¾ strenghthening regional associations, corridor planning committees, etc.

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Status ofof RoadRoad SectorSector reformsreforms

Country Road Fund Road Board Road Agency Angola National policy and strategy developed Botswana Road Act being revised Lesotho ? ? Malawi ? ? Mauritius ? ? Mozambique ? ? Namibia ? ? ? South Africa ? ? Swaziland Policy Policy Tanzania ? ? ? Zambia ? ? Zimbabwe ? ? ?

Status ofof RailwayRailway reforms Country Railway Concessioning Regulator Passenger Freight Malawi CEAR C C E South Africa Spoornet Some services Some services IP

CFM(C) IP IP Mozambique CFM(N)IP IP IP CFM(S) IP IP Swaziland SR IP Tanzania TRC IP IP E Zambia ZRL IP BBR C Zimbabwe IP NRZ IP IP

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MEETING STOCK TAKE – NIGEL INGS

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – A brief stock take

Outputs from Component Meetings Résultats des réunions par composante Outputs from the Stakeholders Workshop Résultats des ateliers de discussion What has emerged Ce qui en est ressorti The way forward Quel chemin suivre

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – Component Meeting Outputs

Important Issues: Membership of the program-how to join? Question importante : Comment adhérer au programme ?

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – Component Meeting Outputs

UM Outputs 2002-2003 Acquis composante UM 2002-2003

¾Scoping study on 6 cities carried out, followed by national seminars to prepare Policy Action Plan ¾Training session UM issues organized with the MDP ¾NMT in Kenya and Tanzania assessed, NMT guidelines disseminated ¾Phase 2 of the Road safety Action Plan in Harare and Ouagadougou finalized

Études sur 6 villes menées à bien et suivies de séminaires nationaux en vue d’un plan d’action ¾Session de formation avec les PDM ¾Évaluation du TNM, recommandations diffusées ¾Phase 2 du plan de sécurité routière à Harare et Ouagadougou accomplie

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – Component Meeting Outputs

T&T 2002/2003 ¾Establishment of Corridors Observatories and Expansion of Pilots ¾Mise en place d’observatoires de corridors et extension des opérations pilotes ¾Legal Regional Harmonization ¾Harmonisation Juridique au niveau régionale ¾Support to Corridor Groups ¾Appui aux groupements de corridor ¾Support to Small Cross-Border Traders ¾Soutien aux petits négociants transfrontaliers ¾Railway Concessioning Toolkit Translation and Dissemination ¾Dissémination du toolkit sur la mise en concession d’exploitation ferroviaire

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – Component Meeting Outputs

RMI/IGR 02/03 Management and Financing of Roads improved with more emphasis on the needs of the poor by.. Amélioration de la gestion et du financement des routes en tenant compte des besoins des pauvres par.. Completion of the performance assessment survey, including Road Funds Évaluation des performances pour tous les pays membres et adaptation des programmes en conséquence, y compris des Fonds Routiers Dissemination to SSA of best practices on road management and financing Diffusion des pratiques recommandées en matière de gestion et de financement des routes en Afrique subsaharienne

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – Component Meeting Outputs

RMI/IGR 02/03 (2) Management and Financing of Roads improved with more emphasis on the needs of the poor by.. (2) Amélioration de la gestion et du financement des routes, en tenant compte des besoins des pauvres en ... (2) Support to the creation of a Road Fund association Appuyant la création d’une association des Fonds Routiers Building capacity for the development and implementation of sound road management and financing policies Renforçant les capacités de formulation et de mise en place de politiques routières avisées

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – Component Meeting Outputs

RTTP – Review of Business Plan 2002/03 PTMR – Revue du plan d’actvité 2002/03 Country Program - Reaching stage three will be delayed in many countries unless resources can be mobilized for implementation Programme national - La troisième étape ne sera pas atteinte dans les délais prévus dans plusieurs pays à moins de mobiliser les resources nécessaires Enhanced networking and information exchange (within existing BP) Intensifier les échanges en réseau (dans le cadre du plan d’activité)

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – Component Meeting Outputs

RTTP – Review of Business Plan 2002/03 (2) PTMR – Revue du plan d’action pour 02/03 (2) Some changes in plan for knowledge products (budget neutral) Quelques changements dans le programme sur les produits d’information (sans conséquence sur le budget) Assistance to additional countries and RMI/RTTP joint activities may require additional resources Augmentation des ressources dans le cadre d’un appui possible à d’autres pays et d’activités conjointes IGR/PTMR

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Stakeholders’ Workshop Outputs – Priority Actions

Security and safety improved through…. Améliorer la sécurité et sauvegarder les usagers grâce à… Security and safety policies and strategy implementation Des mesures de sécurité et de sûreté assurées Awareness raising pilot projects for users prioritizing HIV/AIDS Projets de sensibilisation des usagers au VIH/SIDA Best practice knowledge sharing Échange des connaissances et des expériences

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Stakeholders’ Workshop Outputs – Priority Actions

Private sector participation in transport financing and management through… Participation du secteur privé dans le financement et la gestion des transports grâce à… Dissemination of good practice across all sub-sectors Diffusion des expériences réussies dans tous les sous-secteurs Support to concessioning research and dissemination Soutien aux études et à la diffusion des travaux de mise en concession

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Stakeholders’ Workshop Outputs – Priority Actions

Private sector participation in transport financing and management through… (2) Participation du secteur privé au financement et à la gestion des transports grâce à… (2) Promotion of PPP in corridor management Promouvoir les partenariats public-privé dans les corridors Facilitation of capacity building through TA to policy formulation, regulation and data collection Assistance technique à la formulation de politiques sectorielles, à la réglementation et à la collecte de données en vue du renforcement de capacités

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Stakeholders’ Workshop Outputs – Priority Actions

Integrated transport sector policy development through… Mise en place d’une politique sectorielle intégrée grâce à… Advising on policy development processes Des conseils sur les procédés d’élaboration d’un politique Disseminating good practice experiences, sharing information Diffusion des expériences réussies, partage d’information Facilitating policy makers’ capacity building Appuyer le renforcement des capacités de haut niveau Facilitating process needs resource mobilisation Un processus de facilitation exige des moyens

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Stakeholders’ Workshop Outputs – Priority Actions

Transport and poverty amelioration linkages addressed by… Mieux comprendre les liens entre transport et pauvreté … Facilitating and promoting country coordinators’ engagement in PRSP processes Faciliter et encourager la participation des coordinateurs dans la préparation du DSRP (Document de stratégie pour la réduction de la pauvreté) Capacity building to raise awareness on cross-cutting issues, eg gender, environmental impacts, HIV/AIDS Renforcer les capacités en termes de sensibilisation aux questions telles que la parité, l’environnement, le SIDA Promotion of transport impact monitoring approaches Développer des méthodes de suivi de l’impact des transports

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Stakeholders’ Workshop Outputs – Priority Actions

SSATP management responds to changing demands by… Le SSATP répond aux nouvelles demandes en… Immediately engaging in dialogue with RECS to promote up-take of SSATP agenda, report to 2003 AGM on agreed modalities Engageant immédiatement un dialogue avec les organisations régionales pour encourager l’adoption des grands principes du SSATP et dont il faut rendre compte devant l’Assemblée générale annuelle 2003 Promote SSATP functions at national level through new coordination arrangements Développer les fonctions du SSATP au niveau national à partir de nouvelles modalités de coordination Match World Bank decentralization strategies S’adapter à la stratégie de décentralisation de la Banque mondiale

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Stakeholders’ Workshop Outputs – Priority Actions

Promotion of SMEs in transport sector through… Promotion des PME dans le secteur des transports en … Facilitating access to transport markets Facilitant l’accès au marché des transports Good practice dissemination Diffusant les expériences réussies Undertaking diagnostic studies réalisant des études de diagnostic Facilitation of capacity building, fostering networking, information support Facilitant le renforcement des capacités, développant les réseaux, encourageant le partage de l’information

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Stakeholders’ Workshop Outputs – Priority Actions

Promotion of regional cooperation through… Promotion de la coopération régionale grâce à… Development of SSATP/REC partnerships Développement d’un partenariat SSATP/organisations régionales Supporting implementation of regional programs Soutien à la mise en oeuvre de programmes régionaux Establishment of transport data bases Mise en place de base de données des transports

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Workshop Outputs – Feedback points

¾ Additional roads maintenance resources (especially rural) – mining and forestry ¾ Ressources complémentaires pour l’entretien routier (en particulier rural) – Exploitations minières et forestières ¾ Corruption: ---a major constraint and cost ---needs action by SSATP ¾ Corruption ---une contrainte à un coût astronomique ---action nécessaire de la part du SSATP

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Workshop Outputs – Feedback points

¾Safety and security should be a priority o Relevant to rural as well as urban o Size of vehicles is one factor o Less use of rail, more and heavier loads on roads o Vital to raise awareness, particularly among drivers o Additional examples of new initiatives (e.g. Senegal) ¾Sécurité et Sûreté sont prioritaires o en milieu rural et urbain o Taille des véhicules n’est qu’un facteur o Usage croissant de la route au detriment du rail o Prise de conscience des conducteurs est d’une importance critique o Exemples de nouvelles initiatives (Sénégal)

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Workshop Outputs – Feedback points

¾ Railway and water transport are important – need for integrated approach to transport ¾ Importance des transports ferroviaire et fluvial – besoin d’une approche intégrée ¾ Environmental dimension also important ¾ Importance accordée à l’environnement ¾ Private sector: (I) Associations and networks can play important role in promoting SMEs in transport; (ii) Other useful examples to share (e.g. Tanzania) ¾ Secteur privé : (I) Associations et réseaux peuvent jouer un rôle important dans le développement des PME ; (ii) Autres exemples utiles à partager (Tanzania)

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Workshop Outputs – Feedback points

¾Rural transport and travel: --must be more of a priority --must be given important place in integrated policies ¾Transport en milieu rural : --doit devenir une priorité --doit recevoir une attention suffisante dans une approche de politique integrée ¾Corridor roads: oRequire specific financing (e.g. regional roads funds) oLinks between corridors should be considered Requires good co-ordination between national Governments ¾Corridors routiers: (I) financement spécifique; (ii) liaisons entre corridors importantes; (iii) bonne coordination entre Gouvernements

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

Workshop Outputs – Feedback points

¾SSATP --New members – how to join? --Decision on new structure? --Must engage with African initiatives (NEPAD) and organizations

¾SSATP --Nouveaux membres – Comment adhérer ? -- Décision à prendre sur sa nouvelle structure ? -- Doit collaborer avec les initiatives (NEPAD) et organisations africaines

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – What has emerged overall?

¾Promotion of integrated transport sector policy development is an overarching function of the program ¾Promouvoir les politique de transport intégrées est une des principales fonctions du programme ¾Sectoral policy frameworks must be anchored in PRSP processes at country level ¾Les cadres de politiques sectorielles doivent être rattachés à la préparation du DSRP (Document de stratégie de réduction de la pauvreté) ¾Strategies to promote coherence of approach to be facilitated by key RECs through their adoption of the SSATP ¾L’adoption du SSATP par des organisations régionales clés aidera les stratégies qui favorisent les approches cohérentes

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – What has emerged - A Program Approach (Long Term)

¾A number of key themes will shape the SSATP program approach at country level ¾Quelques thèmes seront à la clé d’une approche intégrée du SSATP au niveau national ¾An SSATP “function” or entity needs to be established at country level ¾Une “fonction” ou une entité du SSATP doit être établie au niveau national ¾Vertical and lateral links between countries and RECs to be developed to improve championship of transport, knowledge sharing and dissemination ¾Les liens verticaux et horizontaux entre les pays et les organisations régionales doivent être développés pour dynamiser le rôle du transport et les échanges

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – What has emerged - Components and the 2002/2003 Business Plan

¾Broad endorsement of the Business Plan ¾Large adoption du Plan d’activité ¾Clarification of component outputs ¾Clarification des résultats par composante ¾The need to commence introduction (selectively) of program approach arrangements to facilitate convergence which has already commenced ¾Introduire peu à peu et de façon sélective certains principes en vue de poursuivre les efforts de convergence menés dans le cadre d’une approche intégrée

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The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – The Way Forward

Development by November 2002 of a long term (5 year) strategic plan building on: Développement d’ici novembre 2002 d’un plan stratégique sur 5 ans basé sur : ¾An enhanced 2002/2003 Business Plan adapted to meeting outputs and demands, with clarified deliverables ¾Le Plan d’activité 2002/2003 consolidé et tenant compte des résultats de Maputo ¾Long term programmatic themes, and evolving, responsive, management arrangements ¾Approche intégrée à long terme, et principes de gestion adaptés et réactifs ¾Clarified resource indications ¾Ressources disponibles clairement indiquées

The SubSub---SaharanSaharanS SAfrica A Transport T PolicyP Program

The Maputo Meetings – What Must Not Be Lost! The spirit of Maputo – L’esprit de Maputo ¾The bonds beginning to be forged between all the stakeholders on a region wide scale ¾Liens naissant au niveau régional ¾The latent force for advocacy and championship of transport as a crucial, essential underpinning for all development ¾Défendre le secteur des transports et son rôle clé dans le développement ¾The knowledge that no single component or initiative is sustainable without the others ¾Aucune composante n’est autonome ¾That progress in one country or sub-region depends on progress in all ¾Inter-dépendance des pays

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CLOSING STATEMENT ON BEHALF OOFF RMI COORDINATORS, BY WILLEY A. LYATUU

Chairperson,

Hon. Ministers,

Your Excellences,

Ladies and Gentleman,

I stand her representing about twenty RMI coordinators from sub-Saharan Africa. This is the 16th meeting of the RMI coordinators annual meeting. We, the coordinators revolted in Pretoria, proposed a way forward in Saly and now in Maputo we rejoice on the outcome.

We are happy to note that we are beginning to see the light at the end of the tunnel.

Since the Saly meeting, there has been good progress on the RMI request. We have implemented almost all the components of the action plan that we formulated. We were given an opportunity to attend the SSATP board meeting held in Washington in July 2001. We have had a meeting of the Task Force in RMI in Lusaka which contributed further to the shaping of RMI in meeting the changing economic in social environment. The Task Force formulated the action plan, defined the TOR for RMI coordinators, formulated the criteria for membership of RMI, location and funding of RMI coordinators and reporting format. Above all, we have come up with a tool kit to measure the performance of RMI in member countries through quantifiable indicators.

Chairperson, Ladies and Gentlemen,

On behalf of the RMI coordinators, I wish to congratulate the organizers for having planned and managed a very successful meeting.

This meeting had been successful in several ways. Firstly the venue, away from the city and our hotels of accommodations provided an enabling environment for total commitment and active participation by all of us. Secondly the programming and facilitation of individual sessions the RMI and RTTP individual and joint session have been well organized and effectively managed to achieve the intended objectives.

Thirdly the seven workshop organized by the facilitators on Wednesday, 3rd July provided the required input, ownership and the direction of SSATP on its way forward.

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Chairperson, Ladies and Gentleman,

We wish to register our satisfaction of outcome of this meeting.

For RMI/RTTP coordinators, the best output is the proposed action plan for convergence of RMI/RTTP into one program of action to fight poverty through transport cost reduction, and improved accessibility and mobility from the village to the city and from farm to the market.

Chairperson, Ladies and Gentleman,

This holistic approach is commendable. We would like to urge all the other components, namely Trade and Transport, Urban Mobility and Railway restructuring to follow suit. We emphasize the need and urgency and importance of formulating and integrated Transport Policy in all the SSATP member countries as a top priority. This will enable us to manage the scarce resources, to reduce the transport cost, to bring about greater impact on poverty reduction.

Chairperson, Ladies and Gentleman,

We have three requests to make in our drive to achieving the new vision of SSATP. First we would request for an interim meeting of RMI/RTTP coordinators to follow up on the emerging themes and charter the way forward to deliver through a common plan of action.

Secondly there is a request made to hold the next meeting in Burundi. Thirdly, we would like to urge the Donor Community to support the SSATP more actively in view of the positive development through the convergence of RMI/RTTP as the engine of poverty reduction in sub-Saharan Africa.

In conclusion, on behalf of RMI coordinators I would like to thanks you all and congratulate the organizers for a job well done, in our vision to liberate Africa from poverty.

Thank You

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POVERTY AND THE SOCIAL DIMENSIONS OF TRANSPORT, BY MRS. W. WALKER AND M. C. SAGNA

“Giving Transport a Human Face”

OUTLINE • Challenge • Objectives • Subject • Why? • How? • Poverty/Social issues raised in Internal Evaluations • Five Poverty/Social Lenses for Analyzing Transport projects • A good start…but, lots to do • Some Key Findings • Missed Opportunities • Good Practices • Recommendations • Next Steps: An Action Plan • Toolkit • Training

CHALLENGE • To design transport programs that better identify, analyze and address poverty/social issues.

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ad he Ro Pave t ent velopm Objectives for De • Assess how poverty and social issues are identified and addressed. – “Good Practices” – “Missed Opportunities” • Create a “toolkit” to serve as a professional framework for managing poverty/social dimensions of the transport portfolio. • Help build local capacity to enhance sustainability • Design a retrofitting plan for current projects to enhance opportunities for success. • Adopt these new practices in the portfolio

Subject

• Number of projects: 80 • Number of countries: 35 • % of African population affected: 83% • Total amount loaned: $12 BI • Time Frame: 1990-2008

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Why?

• Millennium Development Goals : Require a move from cost/benefit justifications to linking the outcomes of transport projects to these poverty/social goals. • Since 1999, the World Bank Africa Transport Sector has had a partial poverty/social focus: - Initiated several multi-sector projects - Retrofitted all projects for HIV/AIDS and Gender concerns • Following Vietnam & Guatemala studies of transport/ poverty linkages, the Africa Transport Sector seeks focused instruments to : - Measure impacts - Integrate findings - Retrofit projects

Startistics: 80 Projets Road: 55% Railways: 18% Port: 17% Airport: 8% Others: 2% How? • Reviewed poverty/social issues raised in internal surveys for Africa Transport • Analyzed project documentation: 80 Projects • In depth: Current projects with more than two years till closing: 13 • Cursory:

PortfolioOthers statistics / 80 Projects - Projects going to the Board in next 2 years: 22 2% Airpor t 8% - Current projects closing within 2 years:25 Roads Railways Port 18 % Railways - Projects closed within last 2 years: 20 Roa ds 55% Airport Port Other s 17%

• Interviewed TTLs, sector staff, SDV field staff to better understand sector perspectives. • Participated in Transport Forum and AFTTR retreat to fill information gaps. • Visited projects, Government representatives, Donors and NGOs to “ground- truth” findings and integrate into toolkit.

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Poverty/Social issues raised in Bank Internal Evaluations

Design Implementation - Key social indicators not listed in - Concentration on monitoring the project documents or monitored outputs and not outcomes and evaluated throughout the project - Social studies done in project cycle. preparation, but population not - Social risks not fully identified & disaggregated and little poverty covered in project documentation targeting - Lack of social scientists on the - Technical assistance given, but few project supervision team or no training opportunities - Resistance of key stakeholders - Some very positive comments on - Poor community participation in effort for coalition building among project design government and private sector stakeholders

Five Poverty/Social Lenses for Analyzing Transport Projects

• Social Assessment • Facilitating Participation • Creating Opportunities • Enhancing Security • Learning, Monitoring, and Evaluation

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Social Assessment

• Use of Social Scientists in the project cycle • Kinds of social assessment and analysis undertaken • Identification of social issues in project justification • Key stakeholders participation in the studies • Did social analysis contribute to design and implementation?

Facilitating Participation

• Participation – Information sharing – Consultation – Participatory planning – Joint decision making • Social Diversity & Gender • Capacity Building • Private & Informal Sector participation

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Creating Opportunities

• Availability • Accessibility • Affordability • Accountability • Job Creation

Enhancing Security

• Road Safety/Environment • Health/Education • Social Risks • Safeguards • Conflict/ Emergency Reconstruction

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Learning, Monitoring & Evaluation

• Participation of Social Scientists/Community Based Organizations • Social impact indicators/ log frame formulation • Data/knowledge sharing with other sectors, institutions & communities • Successful retrofitting of M&E findings into the Project Cycle.

A good start …but, lots to do!

1- Social Assessment 2- Participation ¾Has increased over time, but more can be done and it can be better by 12 exploring alternative Partic. Appro. 10 Better focused social analysis in the 8 beginning would help create integrated participatory processes. 6 closed <2 yrs 4 open > 2yrs 3- Learning, Monitoring & Evaluation ¾No regular written dissemination of 2 different approaches within AFTTR 0 ¾TTLs do not regularly and systematically address poverty/social No I/A I A I/A issues in their BTOs and Aide-Memoires. ¾Monitoring systems do not constantly check poverty/social indicators. Poverty & Social Issues: I= Identified, A= Addressed

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4-Creating Opportunities 5- Enhancing Security • Increasing emphasis on • Little emphasis on Transport community training & safety (including IMT’s) employment • HIV/AIDS addressed, but not • Little emphasis on informal other health issues directly sector – especially with • Safeguards responded to, but reference to services not rechecked • No analysis of impacts of • Social risks (from/to the income generated in labor project) rarely addressed in based programs (use, control, documentation etc.)

SOME KEY FINDINGS Social - Poor definitions of “USERS” Assessment - Weak integration of Social Scientists into the project cycle - Social assessments and baseline studies are not well focused on the links between poverty/social issues and transport -TTLs accept participation as a useful tool, but participatory approaches (in design, implementation, M&E, ownership) Facilitating are often not clearly outlined or utilized and subsequently face difficulties in implementation on the ground Participation - Mismatch between Bank regulations and client country regulations (i.e., procurement, resettlement, land-use) - -- - Transport Authorities do not have sufficient experience with Stakeholders (identification/consultation/ analysis/participation)

Creating - Transport projects are focusing on wheels – not other commodities that are transported such as water and electricity Opportunities - Transport projects can be a pipeline for other services or sectors - Job creation is measured only in terms of #’s of jobs, not in terms of impacts (i.e., duration, socio-economic, etc.) - Security is not yet seen as safe provision of basic needs - Lack of coordination between engineering perspectives on road safety and the social management of roads (i.e. right- Enhancing of-way management) Security - Issues such as resettlement, retrenchment and land acquisition are mostly identified but not clearly addressed in the documentation; and therefore can lead to increases in financial and social insecurity - Lack of preventive measures to mitigate the risks (to/from the project) Learning, - There is a need to create project specific poverty/social indicators Monitoring & - There is no systematic use of log-frames with social indicators or poverty/social objectives Evaluation - Supervision (technical and financial) is often confused with monitoring (process evaluation) - Documentation gaps – (learning, monitoring & reporting) Overall - Unclear poverty alleviation objectives directly linked to the poor populations - Poor mainstreaming of BP’s and lessons learned from MO’s - Second level of analysis needed to better understand poverty and social impacts

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Missed Opportunities Social - Poorly focused studies which do not use mixed methods (qualitative/quantitative). Little Assessment emphasis on defining country or region specific questions. - Lack of SS in transport sector to help fully integrate poverty/social issues in the PC - Improving public/private partnerships and using informal sector to enhance project outcomes - Difficulty in “HIV/AIDS and Gender/diversity retrofitting Facilitating - More communication with stakeholders (workshops generating/disseminating knowledge) Participation - Community participation at all stages of the Project Cycle. - Capacity building within communities, institutions, private/informal sectors - Full participation by the transport sector in the PRSP process - Creating Transport networks and services (i.e., IMT) that focus on poor/vulnerable populations Creating - Difficulty with WB procurement process (privileging large contractors with low bids) to help Opportunities keep contract money in-country - Failure to include other service lines along the corridor (construction phase) Enhancing - Transport safety not mainstreamed in all projects Security - Safety measures at the workplace environment are not clearly identified and addressed - Most Good Practices found only on the ground – not in the documents Learning, - Information/knowledge sharing/linking with other projects/programs (internal/external) and Monitoring & institutions (donors, international/national NGOs, universities, etc.) Evaluation - Lack of systems of accountability for the community - New issues accepted (environment, HIV, gender), but way of working does not change

Good Practices Social - Creation and use of Social Unit (Mozambique, Ethiopia and Senegal), but somewhat Assessment institutionally marginalized - Solicitation of new studies to address poverty/social issues (Ethiopia, Ghana, Niger, Togo, Senegal) - Long-term intensive baseline studies (Madagascar), but needs quicker, targeted interventions Facilitating - Innovative participatory approaches (ownership) such as community road maintenance Participation (Malawi/Zambia), job creation (Lesotho), decision making (Madagascar) - Projects that integrate IMTs (Madagascar, Senegal) - Empowerment of women (Senegal, Niger, Lesotho) - Accountability to local communities (Niger) - SSATP and RTTP programs Creating - Building local capacity at several levels and disaggregating results by gender (Lesotho, Opportunities Zambia, Senegal, Ghana, Ethiopia) - Small contractor training programs (Lesotho, Ghana, Benin) - Use of social clauses (Mozambique) - Job training for retrenched employees (Mozambique) Enhancing - Africa-wide Road Safety study initiated Security - Engineering modifications i.e., speed bumps, by-passes - HIV contract clauses and activities within/outside of the workplaces Learning, - Social issues checklists for engineers and social clauses for contractors (Mozambique) M&E - Cross fertilization with SDV colleagues (Ghana-Togo, Niger)

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Recommendations

- Specify “USERS” precisely - Use mixed methods and disaggregate populations, stakeholders Social - Make social assessments that link problem identification to solutions Assessment - Focus on links between transport and poverty - Design TORs in the field – not DC or other capitals Facilitating - Decentralize community budgets for immediate improvements Participation - Use Chambers of Commerce, or other relevant organizations, as platforms for public/private/informal enterprise stakeholders - Use community based organizations and community-based facilitators Creating - Combine opportunities with other development initiatives Opportunities - Connect more than road/rail – look to water, power, etc. - Focus on complementary activities - Promote systems of accountability for local communities - Use participatory methodologies to assist in creating community based road safety Enhancing - Integrate engineering and social solutions; such as right of way management Security - Better integrate HIV/AIDS activities into larger affected communities - Ensure mechanisms are in place in order to locally monitor safeguard guidelines - Ensure participation of social scientists in PC Learning, - Promote participation of community-based facilitators and CBOs Monitoring & - Formulate Log-frames with social indicators to better target poverty Evaluation - Identify and use social indicator triggers for APL’s (adjustment program lending) Share knowledge with other sectors/communities/institutions Overall - TTLs to address poverty/social issues in their BTOs and Aide- memoirs - Build links with other transport programs and stakeholders focused on poverty/social issues

Next Steps: An Action Plan 1. Disseminate findings from this technical audit 2. Create an electronic toolkit for TTLs and Transport Sector staff 3. Retrofit 5-8 projects 4. Initiate 4 kinds of training 1. Transport/SDV staff in DC – dissemination 2. Transport/SDV staff: 2 wk training in PSIA, HIV with transport case studies 3. SDV country staff, local social science consultants, AFTTR and Country Transport Authority staff 4. Dissemination at Transport events in DC and Africa

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Toolkit The electronic toolkit will: - Provide transport staff with particular tools (sample TOR’s, problem analysis, good practice log-frames, etc.) to help identify and address poverty/social issues throughout the project cycle - Incorporate the HIV/AIDS toolkit - Serve as a documentary repository of good practice and alternative approaches - Serve as a resource for transport programs throughout Africa

Training 1. Initiate 4 kinds of training & Dissemination 1. Transport/SDV staff in DC – dissemination 2. Transport/SDV staff: 2 wk training in PSIA and HIV with transport case studies; and SDV staff trained in transport issues 3. SDV country staff, local Social Science Consultants, AFTTR and Country Transport Authority staff 4. Dissemination at Transport events in DC and Africa

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