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Les Infrastructures Ferroviaires En Afrique

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Les Infrastructures Ferroviaires En Afrique Les Infrastructures ferroviaires en Afrique Les options de politiques de financement Droits et autorisations Tous droits réservés. Les informations contenues dans la présente publication peuvent être reproduites à condition que la source soit mentionnée. La reproduction à des fins commerciales de ladite publication ou de toute partie de celle-ci est interdite. Les opinions exprimées dans ce document sont uniquement celles de(s) l’auteur(s). Ces avis ne représentent pas forcément le point de vue de la Banque Africaine de Développement, de son Conseil d’administration, ou celui des pays que les administrateurs représentent. Copyright © Banque africaine de développement 2015 Banque africaine de développement Immeuble du Centre de commerce International d’Abidjan CCIA Avenue Jean-Paul II 01 BP 1387 Abidjan 01, Côte d'Ivoire Téléphone (Standard): +225 20 26 59 08 Avant-propos Le continent africain connaît actuellement une croissance économique sans précédent. Cette croissance assortie de fortes prévisions au cours des trois, voire quatre prochaines décennies, se fonde sur la démographique et l’urbanisation à grande échelle, l’exploitation de nouveaux gisements, de champs gaziers et pétrolifères d’une part; et d’autre part sur l'accroissement des échanges commerciaux intra régionaux et internationaux. L’on s’attend à ce que le secteur du transport ferroviaire, qui, grâce à sa politique d’efficacité énergétique, a permis de réduire les émissions de gaz à effet de serre et de baisser le coût de la tonne au kilomètre, comparativement aux autres modes de transport, joue un rôle plus important encore dans le monde du transport des marchandises sur de longues distances, ainsi que dans les réseaux de transport en commun en milieu interurbain et urbain. Dans de nombreux pays africains, l’état actuel des chemins de fer existants, qu’il s’agisse d’infrastructures permanentes et de matériel roulant, laisse à désirer. Ce manque à gagner a fragilisé le potentiel du réseau ferroviaire, à savoir, jouer un puissant rôle moteur dans le développement économique du secteur. La part de marché du secteur du transport ferroviaire dans la plupart des pays du continent est en dessous des 20% du volume total des marchandises transportées. Les deux principales raisons évoquées se rapportent au manque d’investissement en matière d’infrastructure et à l’absence d’un cadre institutionnel d’appui. Le transport ferroviaire est inéluctablement essentiel à l’accompagnement du développement économique, et à moins que ce mode de transport ne se développe, l’Afrique risquerait de ne pas atteindre sa vitesse de croisière qui lui permettrait d’exploiter ses abondantes ressources et richesses naturelles. Au cours des quinze dernières années, nombreux sont les pays africains qui, grâce aux institutions financières internationales, ont cédé leurs réseaux ferroviaires sous forme de concessions, dans l’optique d’attirer des financements privés qui leur permettraient d’investir dans l'infrastructure ferroviaire. Toutefois, pour des raisons explicitées dans le présent rapport, les résultats enregistrés ont été mitigés. En outre, cette initiative n’a pas souvent embelli la situation, car l’infrastructure ferroviaire de nombreux pays africains subsiste dans un piètre état de nos jours. Fort des enseignements tirés au cours de ces quinze dernières années, le présent rapport propose une vue d’ensemble des options à envisager relativement aux politiques de financement des investissements de l’infrastructure ferroviaire et de son entretien. Les recommandations préconisées dans ce rapport ne sont nullement exhaustives, mais il est prévu que celles-ci servent de base à la formulation d’un nombre plus important de modèles de gestion novateurs dans le secteur ferroviaire. C’est d’ailleurs pourquoi, j’espère sincèrement que le présent rapport sera utile à l’ensemble des acteurs liés au développement du secteur ferroviaire sur le continent. Amadou Oumarou Directeur Département des transports, du développement urbain et des TIC | iii Remerciements La Banque tient à remercier la Coopération technique indienne pour avoir financé cette étude par le biais du Fonds Indien d’affectation spéciale. La présente étude a été réalisée par le bureau d’études espagnol Advanced Logistics Group (ALG), sous la tutelle du Département des transports, du développement urbain et des TIC de la Banque africaine de développement. L’équipe principale de direction comprend Amadou Oumarou, Babalola Abayomi, Jean Kizito Kabanguka, Davies Makasa, Stefan Atchia, Kader Hassane, Audrey Chouchane, Michael Kane, Johannes Chirwa et Hatem Chahbani. Michael May a révisé le rapport; Michelle Tutt s’est chargée de la mise en page du document, tandis que Sana Masmoudi a assuré la conception de la page de couverture. Nous tenons à exprimer notre gratitude à l’ensemble des intervenants et des responsables économiques du secteur concerné, trop nombreux pour tous les mentionner, qui dans le cadre de la présente étude, ont été consultés et ont apporté leurs analyses et observations. Parmi elles, on dénombre les structures des pays ci-après : Botswana : ministère des finances, ministère des transports (ferroviaires), ministère des ressources minières, Compagnie des chemins de fer du Botswana, Gaborone Container Terminal ; Cameroun : ministère des finances (MINIFI), ministère de l’économie et de la planification (MINEPAT), ministère des Travaux publics, ministère des Transports et Camrail ; France: SNCF ; Madagascar : ministère des finances, ministère des transports, Agence des transports terrestres, Madarail et FCE ; Maroc : ministère des finances, ministère des équipements, des transports et de la logistique, Agence marocaine pour le développement de la logistique, et ONCF ; Kenya : ministère des transports et des infrastructures, Chemins de fer de la vallée du Rift et Kenya Railway Corp ; Tanzanie : ministère des transports, RAHCO, Tanzanie Railways Limited ; Sénégal : ministère des finances, ministère des transports, ministère des finances/Direction de la Coopération économique et financière, Grande Côte Operations SA (GCO), Petit train de Banlieue (PTB), ANCF, Transrail et TOLSA ; Zambie : ministère des finances, ministère des transports, Zambie Railways Limited ; Programme de politiques de transport en Afrique (SSATP). M. Davies Makasa, en sa qualité de Chef de projet et M. Amadou Oumarou, Directeur du Département des Transports, du Développement Urbain et des TIC de la Banque africaine de développement, ont respectivement assuré la supervision d’ensemble et fixés les orientations générales du rapport. | v Sommaire Abréviations et Acronymes | xiv Résumé analytique La situation actuelle des chemins de fer en Afrique | xix La Complexité | xx L’Enjeu | xxi La Solution | xxi La Solution rationnelle qui se présente au Secteur ferroviaire africain | xxiii 1 | Le transport ferroviaire sʼimpose en Afrique 1.1 Contexte | 1 1.2 Les déterminants des potentialités du secteur ferroviaire en Afrique | 2 1.3 Les principales perspectives de développement ferroviaire en Afrique | 7 1.4 Conclusions et recommandations | 11 2 | Les grands paramètres de lʼéconomie et des activités ferroviaires 2.1 La renaissance du secteur ferroviaire | 15 2.2 Les particularités du secteur ferroviaire par rapport aux autres infrastructures | 16 2.3 Les activités ferroviaires | 18 2.4 Modèles de gestion ferroviaire | 22 2.5 Les aspects économiques du secteur ferroviaire | 24 2.6 Les perspectives du secteur ferroviaire | 32 2.7 Conclusions et Recommandations | 36 | vii 3 | Vue d'ensemble du secteur ferroviaire en Afrique 3.1 Conjoncture du marché ferroviaire en Afrique | 39 3.2 Etat des lieux du financement des infrastructures en Afrique | 43 3.3 Modèles Ferroviaires Africains Actuels | 44 3.4 Financement des Organismes et des infrastructures de certains Africains paie | 46 3.5 Conclusions et recommandations | 59 4 | Expérience Internationale 4.1 Expériences dans les pays en développement et émergents | 61 4.2 L’expérience de l’Union Européenne en matière de libéralisation du transport ferroviaire | 67 4.3 Conclusions et recommandations | 72 5 | Plans de financement dʼinfrastructures ferroviaires typiques 5.1 Ressources et mécanismes financiers relatifs aux chemins de fer | 74 5.2 Aspects financiers des concessions de chemin de fer | 76 5.3 Conclusions et recommandations | 80 6 | Rôle des Institutions Financières Internationales 6.1 La Banque africaine de développement | 81 6.2 Banque mondiale | 86 6.3 Banque asiatique de développement | 87 6.4 Banque européenne d’investissement | 88 6.5 Banque interaméricaine de développement (BIAD) | 91 6.6 Conclusions et recommandations | 93 | viii 7 | Options de Politique pour le Financement des Infrastructures Ferroviaires A – Identification et sélection des projets | 96 B – Financement des voies ferrées | 101 C – Cadre institutionnel des chemins de fer | 112 Conclusion principale | 117 Ouvrages de Référence | 119 Annexe I :Complément dʼinformations sur les compagnies de chemins de fer africains sélectionnées | 123 A.1.1 Botswana | 125 A.1.2 Cameroun | 128 A.1.3 Kenya | 137 A.1.4 Madagascar | 142 A.1.5 Maroc | 149 A.1.6 Sénégal | 156 A.1.7 Tanzanie | 165 A.1.8 Zambie | 170 Annexe II: Environnement dʼinvestissement des compagnies de chemins de fer africains sélectionnées | 175 | ix Index des Tableaux Tableau 1: Principales zones urbaines et leurs prévisions de croissance démographique en Afrique | 5 Tableau 2: Comparaison des charges externes du secteur ferroviaire à d’autres moyens de transport | 9 Tableau 3: Contrôle de
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