REPUBLIC OF

MINISTRY OF INFRASTRUCTURE

TRANSPORT SECTOR POLICY

December 2008

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TRANSPORT SECTOR POLICY

I. INTRODUCTION

1. The transport sector is a strategic sector for Rwanda, and the situation of being landlocked has a negative impact on economic growth and development of the country. The exceptionally high cost of transport at national as well as international levels, as well as insufficient affordable and accessible modes of transport for people in both urban and rural areas, constitute a major constraint which must be taken into account with the sector policy to achieve the short medium and long-term development goals that Rwanda has mandated.

2. The present sectoral policy defines the vision of the Government for the sector as well as its strategic orientations, which will guide its actions during the next five years. These are summarized in the Transport Sector Policy Matrix (Appendix 1). The implementation of the sector policy is ensured through medium term programmes such as the Medium Term Expenditure Framework (MTEF) for the period 2009-2012 as annexed in Appendix 2.

3. The transport sector policy is inspired by the planning tools available in Rwanda, such as the Vision 2020, the Economic Development and Poverty Reduction Strategy (EDPRS), the National Investment Strategy and the Medium Term Expenditure Framework. It takes into account other tools of reference such as the Millennium Development Objectives and the action plan of the Sub-Saharan Africa Transport Policy (SSATP). It also takes into account cross-cutting issues such as HIV/AIDS and environmental protection.

I.1. Definition of the Transport Sector

4. Transport infrastructure in Rwanda is comprised of the following: (i) Road transport, which until now is the main form of passenger and goods transportation, with a network of about 14,000 km corresponding to a road density of 0.53 km/km², (ii) Air transport with, two international airports and five aerodromes spread across the country, and (iii) lake transport, which is limited mainly to . Rwanda does not have a rail transportation system, but the rail road systems of the neighbouring countries (, and ) which are used as transit routes, contribute in a small way for goods originating or destined for Rwanda in a multi-modal railway- road combination. The planned railway connecting Rwanda to the Tanzanian port of will provide a direct link to international transit routes.

5. Over and above physical infrastructure, the sector is also comprised of transport services, which are provided by the public and private sector alike and includes bus, taxi and airline services.

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6. The transport sector contributes considerably towards poverty reduction and economic growth, and serves as support to other economic sectors. It plays a fundamental role in the as it contributes about 7% to the GDP, and represents about 15% of total service delivery. Most of the transport infrastructure in the National Economy has been continuously growing since 1995, and is expected to grow further with the putting in place of the proposed policy.

7. There has been a steady increase in the allocation of resources to the transport sector both from internal and external sources of finance, which is a clear demonstration of the importance that the Government of Rwanda places in the development of the sector.

I.2. Context

I.2.1. National Context

8. Rwanda is a landlocked country in the heart of Africa and far from the maritime ports on the Indian Ocean, with the distance to the nearest port of Dar es Salaam being around 1.400km. This poses a major limitation in her national development efforts.

9. The current state of transport infrastructure in Rwanda may be attributed to the war and the genocide of 1994, which destroyed the economic infrastructure of the country considerably.

10. This situation was aggravated by other institutional problems, such as the absence of a clear vision for the sector, institutional weaknesses, as well as the absence of a strategy for maintenance of transport infrastructure.

11. With the end of the war, the Rwandan Government, with the support from development partners, has committed itself to the reconstruction of the country. Specific importance has been attached to the rehabilitation of transport infrastructure and road infrastructure in particular, which are vital for a country whose internal and external economic dealings are essentially accomplished over the road transportation system.

12. After the emergency phase that immediately followed the war and genocide, the Government undertook a Development phase, which undertook the reconstruction of the main axes roads of national and international importance, the urban road network, as well as Kanombe International airport.

13. A multi-annual programme with considerable capital investment for the transport sector and with a guarantee of the necessary resources has been established with the participation of partners of the sector. This investment framework is based on the priorities of the Economic Development and Poverty Reduction Strategy and the Vision 2020.

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I.2.2. Socio-economic Context

14. Socio-economic context of transport in Rwanda is linked to stimulating economic growth by increasing internal production and facilitating access to domestic and international markets on one hand, while ensuring favourable conditions for provision and distribution of imported products within the country on the other. In addition, stimulating economic growth is linked to improving mobility for the population via passenger transport throughout Rwanda.

15. The planning of infrastructure and transport services will be made by taking into account the socio-economic activities, and end-products to be transported between producers and consumers and other areas of growth.

16. With respect to the infrastructure to be built, or the transportation systems to be implemented, it is necessary to identify the principal social and economic activities that define transport services.

17. Socio-economic studies will enable the identification of categorization of the principal products of the country, such as their geographical distribution within the territory, and in particular the channels of growth and products of export (tea, coffee, potatoes, flowers, fruit, industries, mining resources and tourist areas, animal husbandry, etc.). The studies must also identify the means to improve passenger transport in urban and rural areas utilising all available modes of transport, including: road, rail, air and water.

18. Efforts will be made to improve the state of infrastructure and the quality of transport services in order to reduce the constraints that limit the population in mobility and with accessing essential services and markets for their products. Particular attention will be given to improving trunk and rural roads so that they are motorable throughout the year. Efforts will also be made to increasing urban public transport services to reduce congestion and pollution and enable the expansion of rural services.

19. In parallel, the economic development of Rwanda suffers from the lack of effectiveness of international transport services, which increases cost of exports of the country and reduce their competitiveness in the world market. The Rwandan consumer feels the impact of the high cost of international transport on imported products, which contribute significantly to the increased cost of living.

20. Transportation costs are estimated to contribute to more than 40% of the total value of imported or exported goods respectively as compared to between 6.5 and 11% in developed countries.

21. The present transport policy will be oriented towards making it possible for the sector to contribute appreciably towards the growth and economic development of Rwanda, with direct consequences leading to improvement of the standard of living of the population and poverty reduction.

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I.2.3. Socio-political Context

22. The socio-political context of Rwanda is characterized by the political and administrative reforms that took place during the past few years at the level of administrative re-organization of the territory, central and decentralized public administration, and economic management systems for the country, driven by the need to find the best conditions for good political and economic governance.

23. The socio-political orientation of transport refers to the objectives of economic development aimed at poverty reduction as defined by the EDPRS. Sector planning at central and decentralized level must be aimed towards developing infrastructure and transport services likely to support the development of other socio-economic sectors, and to stimulate the expected growth during the medium and long term as projected in the Vision 2020.

24. The decentralization policy defines responsibilities for entities in the management and the maintenance of the community infrastructure, particularly in sections of the road network for which they are responsible. The priority will be given to the strengthening of technical and financial capabilities of the districts so that they are able to assume this role effectively. The financial transfers from a central to decentralized level will have to be carried out gradually as management capacity is improved.

25. The new policy is based on a participatory approach of the communities towards the maintenance of road infrastructure in rural and urban areas; the execution of routine maintenance works on the trunk roads will be carried out by the associations formed by population bordering these roads. Routine maintenance requires mainly the use of the small hand tools that are in everyday use.

26. This approach will support job creation and generate supplementary income for the local communities and enhance their disposable income levels while ensuring the security of the road infrastructure due to the economic interest which they represent in terms of employment and related benefits.

27. The present policy shall enable the development of regional integration models aimed at diversifying the modes of transportation for both good and passengers and the conveyance of supplies in and out of the country. In the medium and long-term, road transport will not be the only mode used for transporting Rwandan products at the national and international levels.

28. The implementation plan of the suggested policy is centred on the quest for optimal solutions to problems of transport, such as factors that determine the economic development of the country and the region.

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Thus it integrates the development prospects of significant infrastructure which allows more economic and effective high capacity transport, such as the Isaka- railway, the new Bugesera International Airport, the petroleum pipeline between Kigali and , or lake and river transport on Lake Victoria and Akagera River, respectively.

I.2.2. Regional and International Context

29. Rwanda is engaged in regional integration, which is one of the pillars of her economic development and poverty reduction strategy and the vision 2020. As such she subscribes to several regional organizations whose primary objective is economic development where development of transport infrastructure is a key issue.

30. Rwanda is part of several regional and international organizations, and is a party to several regional and international agreements and conventions, related to the development of the transport sector. She is a member of COMESA (Common Market for East and Southern Africa), CEPGL (Economic Community of the Great Lakes Countries) and has recently become a member of the EAC ().

31. Rwanda is a very active member of the NEPAD (New Partnership for African Development) initiative and is signatory to the agreement relating to the creation of the Northern Corridor Transit Transport Coordination Authority (NC-TTCA), and continues to play a key role in the process leading to the creation and development of the Facilitation Agency of Transit Transportation on the Central Corridor.

32. Rwanda is highly committed to the improvement of transportation facilities on the transit corridors that connects it to the maritime ports of the regional countries through which her transit goods are transported. She is also committed to the development of new and economical supply routes in an effort to reduce the costs of transportation and improve passenger transport.

II. GENERAL ORIENTATION

33. The transport policy is supported by the planning tools that are currently at the disposal of Rwanda vis-à-vis the Vision 2020, the Economic Development and Poverty Reduction Strategy, the National Investments Strategy, the Medium Term Expenditure Framework, as well as other devices of reference such as the Millennium Development Goals and the Sub Saharan Africa Transport Policy (SSATP). This also takes into account transverse issues such as HIV/AIDS, gender mainstreaming and socio-economic and environmental issues.

II.1. Vision 2020

34. The long-term development of Rwanda, as it is elaborated in the Vision 2020, assigns fundamental importance to the development of the economic infrastructure of the country, and in particular transportation infrastructure. 6

Indeed, the poor state of International roads that form part of the transit corridor, together with other physical and non physical barriers, increases the costs of imported and exported commercial products, while the poor state of the road network in the rural areas constitutes an obstacle to the development of internal trade and mobility, whereas the access to markets constitute a priority for the Vision 2020.

35. This policy places emphasis on the development of services and the transportation infrastructure, in terms of construction, rehabilitation and maintenance of the transportation networks, aimed at growth and economic development in order to achieve the objectives of the Vision 2020.

II.2. EDPRS

36. This policy is coherent with the Economic Development and Poverty Reduction Strategy (EDPRS). The proposed programme will progressively contribute to raising the standard of living of the population.

37. The work programme for rehabilitation and maintenance of transport infrastructure and in particular the road network will generate non-agricultural employment. The HIMO approach in rural areas will constitute a source of income for the population with the added direct benefit of improvement of rural infrastructure.

38. The improvement of access roads and the increase in income of the population will promote trade and mobility, and stimulate the development of small and medium-sized enterprises (SME’s) in rural areas around the existing trade or service centres.

39. Implementation of the concept of “Umurenge 2020” in the various districts of the country as a development model in rural areas will have a positive effect on the localities and the surrounding population.

40. In general, the development of an effective transport network at national and regional level, the diversification of the modes of transport, and improvement of the quality of the transport services on the transit corridors will contribute to achieving the objectives of the EDPRS.

II.3. National Investment Strategy

41. The National investment Strategy (NIS) adopted in 2002 plays a major role in the transportation sector where the investments of primary importance are to be financed in the medium term in order to achieve the development goals of Rwanda.

42. The strategy establishes a program of increased investment in two phases. The Primary Phase (2000-2006) was characterized by the rehabilitation of the main tarmac roads during which the investment in the sector would increase from RwF13 Billion from the year 2002 to RwF15 Billion in year 2006.

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43. The primary phase was to be followed by a consolidation phase covering the period 2007-2010 where it is envisaged that annual sector investment would reach up to RwF19 Billion by the year 2010.

44. The program of implementing this policy covers the consolidation phase, which shall as per the development plan, improve the feeder roads for the marketing of upcountry produce, while at the same time improve transportation infrastructure both as far as national and international connections are concerned. This would in effect reduce transportation costs and attract private investments into the transport sector.

II.4. Government Programmes

45. The transport policy shall augment the accomplishment of the Government's medium and long-term sector objectives, as their proposed actions integrate the Economic development and Poverty Reduction Strategy (EDPRS) in the short and medium term, as well as the Government's program of Vision 2020.

46. The rehabilitation and the extension of the national road network, including the rural feeder road network, coupled with the improvement of transportation services will enable the population to have better mobility and access to markets, basic services, and employment, contributing to poverty reduction.

47. The facilitation of services and improvement of international transportation on the main transport corridors shall reduce the transportation costs associated with imported and exported products and improve the competitiveness of Rwandan products in the international market.

48. The implementation program foresees the creation of facilities destined to reduce delays in transportation of goods in transit, such as the introduction of common border stations with neighbouring countries. The exchange of information via electronic interconnections on products in transit among customs services and the electronic system of tracking goods in transit with the acquisition of the scanners will further reduce these delays.

49. The implementation of an urban public transport system shall reduce congestion on over taxed city roads, reduce pollution, and enable rural busses to maintain services throughout the day in remote areas. Privatisation could then follow the successful implementation of the public transportation company to encourage further development of transportation services and its network.

50. The implementation program foresees conducting feasibility studies in the short term of both small and large, more complex transport infrastructure projects in a regional context. The accomplishment of the same will be programmed to be achieved in the medium and long term. Extension of the railway networks in neighbouring countries to Kigali as well as the development of fluvial transportation systems have been initiated.

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51. The strengthening of the institutional and legal frameworks shall contribute to the creation of a favourable environment for the development of the transportation sector.

52. The capacity building program through specialized training in the area of transportation in the short, medium and long term shall provide the country with adequate and competent human resources, which shall offer the public and private sectors the necessary capacity for the development of the transportation sector. This will enable them to contribute significantly to the growth and economic development of Rwanda.

53. Finally, the strengthening of transport safety and in particular the road traffic safety shall reduce considerably the transport risks and the rate of accidents throughout the country. This shall promote a participatory and preventive approach focused on strengthening the capacity of stakeholders, educating and sensitizing the population, as well as improving of transport infrastructure.

II.5. International Development Objectives (MDGs, NEPAD,…)

54. The Objectives of the Millennium Development goals aim to achieve by 2015: the eradication of extreme poverty and hunger; the education for all genders; a reduction in infant mortality and subsequent improvement in maternal health; the enhancement in the fight against HIV/AIDS, malaria and other diseases; sustainable environmental development, and the creation of a global partnership for development.

55. The transport sector policy matches perfectly with the eight Millennium development objectives, as it aims at economic growth and reduction of poverty by way of developing infrastructure and transport services in rural and urban areas and reducing transport costs. This will make it possible to improve access to all essential services such as health, education, employment, as well as markets for the facilitation of trade.

56. This policy also integrates the objectives of NEPAD which aims at the eradication of poverty, promoting economic growth, ensuring sustainable development, and the building of capacity amongst African countries.

57. The development of economic infrastructure, particularly transport infrastructure, is included among the high priorities of NEPAD. A certain number of transportation projects or programmes contained in the execution plan under the present policy have already been proposed for financing under the NEPAD framework.

III. PRESENTATION OF THE SECTOR

III.1. Problems of the sector

58. The problems associated with the sector should be analyzed in relation to their National and International aspects as well as from a perspective of transport infrastructure and services. 9

59. The geographical position of Rwanda being landlocked, poses problems for transportation in terms of distance to sea ports. This is further aggravated by the presence of a multitude of physical and non-physical barriers along these transit routes.

60. Within Rwanda, transportation is essentially by road, with a network of more than 14.000km, of which 4.698km of the network has been classified into national roads (2.860km), district roads (1.835km), and gravel roads (3.563km).

61. This dense road network requires a high financial expenditure to ensure its maintenance, which was not achieved during the course of the last 15 years.

62. Rwanda has an estimated 66,000 vehicles which ensure public and private transportation of goods and passengers. A considerable number of these vehicles are in a decrepit state. This number, which includes motorcycles and private vehicles, has a bearing on the availability of vehicles for public transport of goods and passengers, which is even lower when compared to the demand.

63. This factor, combined with the general poor state of the road network, and numerous other factors, increases the cost of transportation of goods and passengers within the country.

64. International transportation in Rwanda is generally dominated by foreign transporters, while the Rwandan transport companies offer little competition to their more organized and more professional counterparts from the regional transit countries like Kenya, Tanzania and Uganda.

65. This situation in the absence of a more efficient and effective national transportation fleet constitute a potential risk in terms of independence, security, and supplies for the country.

66. Air transportation remains inaccessible to the general population where air freight is limited to importation of only a certain category of goods.

67. Rail transportation is currently non-existent as is the case with fluvial and lake transportation, although some minor forms of water transport currently operational on Lake Kivu.

III.2. Constraints and Opportunities

68. The transportation sector in Rwanda faces several constraints, of which the most critical are the following:

69. The excessive cost of transportation both at National and International level which is aggravated by the country being landlocked.

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70. The rolling terrain and the heavy rainfall in the country elevate the cost of road construction and maintenance considerably; Rwanda is considered to have the highest road construction and maintenance costs in Africa.

71. The financial resources are not sufficient to improve or maintain road infrastructure in a good state of repair, especially in the rural areas where there has been little or no maintenance. The revenue collected by the Road Maintenance Fund is considerably below the financial requirements associated with national road maintenance.

72. The local aerodromes are in a deplorable state and require the rehabilitation and expansion of their basic infrastructure and navigational equipment.

73. The availability of public transportation is insufficient in both urban and rural areas, limiting mobility and access to essential services, education, and employment.

74. The weak institutional capacity with a lack of adequate qualitative and quantitative human resources and the long absence of effective sectoral planning.

75. The legal and regulatory framework of the sector is not adapted to the present and future context.

76. The lack of diversification of the means and modes of transportation; road transportation being practically the only mode used at present. However, the development of a railway system has been initiated with the proposed extension of the railway networks in the neighbouring countries into Rwanda.

77. The lack of local infrastructure design consultants and construction contractors limits competition and increases the costs of infrastructure projects.

78. The country also provides attractive investment opportunities to encourage the development of the transport sector as indicated by the following:

79. Rwanda has a very dense road network, which covers the entire country; it is one of the densest in Africa where practically all parts of the country are accessible by road.

80. The Government encourages training at all levels, including language courses, and places technical training as a top priority. This will enable the country to acquire adequate human resources for the transport sector in the medium- term at all levels. Several public and private institutions of higher learning have been established in Rwanda and cooperation agreements have been negotiated with development partners to train Rwandans in technical studies in the field of infrastructure and transport services.

81. The availability of abundant local labour shall enable the improvement of road infrastructure in rural areas, and shall contribute to a reduction in poverty, particularly in consideration of the HIMO approach. 11

82. The availability of local construction materials in sufficient quantities and at reasonable distances can be considered an incentive towards the reduction in cost of road works.

83. Rwanda is endowed with several lakes and rivers that are potentially navigable, which may contribute to an increase in the mobility of the population, particularly in rural areas if feasibility is confirmed.

III.3. Principles of the Transport Policy

84. The transport infrastructure sector is a strategic sector, which must be functionally effective in order to facilitate the expansion of other socio- economic sectors and thus stimulate the necessary growth for the achievement of the objectives of EDPRS and Vision 2020.

85. The development of the transport sector must be achieved in a decentralized and participatory manner and must be centred on proper definitions of roles and responsibilities of various stakeholders at different levels (Government, Decentralized Administration, Local Communities, etc.).

86. The transport sector must contribute to improvement of the standard of living of the population, and poverty reduction in particular by creating employment.

87. The transport sector must contribute to the development of a society which respects and practices the principles of gender equality and its related management aspects.

88. The transport sector must aim at sustainable development that takes into account the transverse questions such as gender equality, environmental protection, job creation, the fight against the HIV/AIDS pandemic and other sexually transmitted diseases, as well as the promotion of Information Communication Technology (ICT) in the sector.

III.4. Vision of the Transport Sector

89. The vision of the Government of Rwanda on the issue of transport is to gain under Vision 2020 modern infrastructure and cost effective and quality services with due regard to safety and environmental concerns. The infrastructure should be developed in a sustainable manner to support economic growth of the country, mobility of the population, and serve as a “pivot” for exchange of goods and services at national and regional level.

III.5. Mission of the Transport Sector

90. The mission of the transport sector is to contribute towards the realisation of the economic development and poverty reduction objectives as formulated in EDPRS by the establishment and rational management of transport infrastructure and services. This will encourage economic growth and create

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an enabling environment for the development of socio-economic interactions, employment creation and the well-being of the population.

III.6. Objectives of the Transport Sector

91. The Global Objective of the sector in the medium term, based on EDPRS (2008-2012), is to reduce constraints to transport in order to promote sustainable economic growth and contribute to poverty reduction.

92. The Specific Objectives are as follows:

a. Strengthen the institutional framework and capacity of transport institutions and stakeholders in the planning and management of the sector.

b. Reduce and control transport costs.

c. Assure the quality and durability of the rural, urban and international transport network.

d. Improve safety for goods and passengers on the principle modes of transport.

e. Increase mobility of the population in order to improve access to essential services, education, and employment.

f. Establish a system to ensure sustainable financing of road maintenance.

g. Facilitate access to cost effective transport services.

IV. SECTORAL STRATEGIES

IV.1. Strategical Axis

93. In order to achieve these objectives, the principal strategic axes that will guide the actions to be implemented are as follows:

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a. The inference of the private sector to play a more important role in the development of the sector. b. The support from decentralized entities that they can assume their responsibilities in management of the sector within the framework for establishing policies. c. The participation of local communities in the management of the sector, particularly in the maintenance of roads and tracks through the endorsement of works contracts with associations composed of people from neighbouring areas. d. The taking into account of regional dimensions and processes of integration, which is in progress, in order to develop a transport sector that will benefit from opportunities offered and which responds to the challenges of the regional context. e. Reinforcement of the institutional and human resource capacities to build a viable transport sector, which will be prepared to take up the challenges of the future.

IV.2. Priority Actions to be Implemented

94. The actions to be undertaken in order to develop economic transport infrastructure are as follows: a. Identify the main production sectors and the movement of passengers and goods to serve as a basis for development and transport planning. b. Identify the modes of transport and the most economic corridors to be used for development planning and poverty reduction in line with the results proposed in point IV.1a. c. Establish a system for planning of transport infrastructure based on the financial and technical capacity of the country, which would make it possible to evaluate the contribution of the transport sector in the achievement of the MDG’s, the Vision 2020 and the EDPRS. d. Develop a road maintenance strategy focused on efficiency and result oriented multi-annual programming. e. Establish appropriate standards for the construction and maintenance of transport infrastructure in order to control costs associated with works and services. f. Evaluate the efficiency of air transport and the Civil Aviation Authority. g. Evaluate the technical feasibility of extending the railway lines of neighbouring countries.

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h. Define and integrate into the priority road network strategic rural roads that allow linkages between principle agricultural and social centres of the country.

95. The actions to be considered under the framework of improving transport are as follows: a. Assure a balance between the services offered by the public and private sector in order to ensure a minimum level of service in the interest of the public, which the private sector may not be able to provide in the transportation of passengers and goods due to economic infeasibility. b. Develop technical and professional expertise to allow the strengthening of the private sector in the provision of goods and passenger transport services. c. Develop Rwandan expertise within private companies in the disciplines related to the transportation industry (planning, design, construction, and maintenance of infrastructure and modes of transportation). d. Establish an urban public transportation system in Kigali City to reduce: congestion, pollution, and costs, and increase mobility for both the urban and rural populations. e. Develop and create intermediate means of transportation, especially in the rural environment.

96. The actions aimed towards the improvement of transport safety are as follows: a. Introduce regulatory measures to enhance transport safety and code enforcement. b. Formulate and promote road safety education and sensitization campaigns accessible to all. c. Identify and rectify problematic areas that might be potentially detrimental to transportation safety. d. Develop infrastructure that encourages better participation amongst its users. e. Update the regulations related to transport safety. f. Establish a permanent inspection and maintenance program for vehicles and other equipment related to the transport sector. g. Harmonize the technical norms related to the transport sector with those of the neighbouring countries within the context of regional integration. h. Reinforce consultation amongst the partners and establish their respective responsibilities.

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i. Strengthen the technical competency of all stakeholders.

97. The actions for the improvement of transport under the prospect of sustainable development are as follows:

a. Promote the use of intermediate means of transport and the most efficient vehicles in terms of environmental standards.

b. Establish regulations and tariffs against pollution emissions from vehicles.

c. Establish measures focused on the reduction of environmental impact of transport development projects.

d. Keep the population informed and ensure their participation in environmental management in the transportation sector.

98. Actions to clarify the roles and responsibilities of the various stakeholders in order to ensure better coordination are as follows:

a. Establish an appropriate institutional framework for transportation which clarifies the roles and responsibilities of all stakeholders.

b. Establish effective and/or support execution structures to the sector in order to ensure the efficient implementation of the transport policy.

c. Strengthen the institutional and human resource capacities of the sector.

d. Develop and promote the use of Information and Communication Technology (ICT) in the field of transportation.

99. The actions to develop a legislative and regulatory framework that is adapted to the current and future context in conformity with the policy are as follows:

a. Review and update where necessary the existing rules and regulations pertaining to the sector.

b. Elaborate the regulations underlying the transport policy.

V. PROGRAMS OF THE TRANSPORT SECTOR

100. The proposed programme for the implementation of this policy is motivated by the planning instruments described at a higher level which are focused towards the objectives of economic development and poverty reduction in conformity with the EDPRS, the Vision 2020 and the Millennium Development Goals.

101. This programme is focused on the development of the national road network during the period 2008-2012 in terms of extension, rehabilitation and maintenance of the network.

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102. Particular importance shall be placed to the maintenance of the road network in order to safeguard the investments and guarantee accessibility of the population to the essential services, and promote economic activities and interactions in all the regions of the country.

103. Suitable strategies shall be put in place to increase the resources allocated to road maintenance and some multi-annual contracts shall be concluded with private contractors to maintain certain roads in the classified network. Contracts may also be concluded with community based associations at grass root level in accordance with the nature and the size of works to be accomplished.

104. The programme comprises actions aimed at promoting international transportation along the main regional transportation transit corridors for infrastructure as well as services.

105. The programme includes the activities to be undertaken for the development of rail and air transportation, as well as lake and river transportation, and also comprises capacity building in the respective sectors.

106. The programme shall be flexible and shall be reviewed annually in consultation with the partners of the sector.

VI. INSTITUTIONAL FRAMEWORK FOR IMPLEMENTATION

107. The institutional framework of the transport sector is contained within the framework of political orientation and reform programmes initiated by the Government, particularly at the level of public administration.

108. The Ministry of Infrastructure has transportation as one of its attributes and therefore, has the responsibility to elaborate on the policies and strategies of the sector. The implementation of the programmes of the sector will be the direct responsibility of the technical execution agencies, and in particular the National Transport Board of Rwanda.

109. This Board shall play a key role in the execution of the transport policy in synergy with the other agencies and offices of the sector. It will encompass all aspects of transport infrastructure including road, rail, air and fluvial transportation. Transportation services, road maintenance fund agencies and regulatory bodies under the sector will also be included under this authority.

110. The National Transport Board of Rwanda will be created by a specific Act, in conformity with the Rwandan laws governing the creation of public establishments.

111. The Board will operate as a semi-autonomous body under the Ministry of Infrastructure, and shall be bound by a performance contract with the Ministry.

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112. The operational staff under the Board are to be recruited through open competition, based on qualifications and experience. Human resources development strategy shall include short and long term training programmes for staff of the Board and its sub-agencies, according to the specific skills required to achieve its objectives.

113. The Road Maintenance Fund is tasked with the responsibility of managing the resources dedicated to the maintenance of the national road network.

114. The decentralized administration and the local entities will ensure the management of the road network under their responsibility as defined by the law and the reclassification of the National Road Network. They will carry out this function in conformity with the policy of decentralization that empowers the population to manage their own development programmes.

115. The private sector shall be invited to intervene in the planning, execution and the supervision of construction or rehabilitation works of transport infrastructure through consulting firms and construction companies. It will also ensure the transportation of goods and passengers at the national and regional levels, and ensure the achievement of a significant increase in performance in inter-urban transportation.

116. The development partners shall be consulted in all stages of planning of the sector to the level of preparation of the policies, strategies and Government programmes, the latter having the responsibility to establish its development sector priorities. They shall be called upon to support the Government in the execution of its policies by providing the necessary resources for the financing of the priority programmes of the sector.

117. Efforts shall be made to achieve better coordination of the development efforts that intervene in the transport sector. Consultations shall be made to define a partnership framework which shall be formalized by a Memorandum of Understanding (MoU) between the Government and these partners.

118. In order to optimize the use of resources allocated to the sector and to create the best conditions to carry out the Government sector objectives, planning and the management of the sector will be done according to a Sector Wide Approach (SWAP).

119. The transport sector is confronted by the problem of inadequate institutional and human capacity at the main stakeholder level, at Central and Decentralized Administration, as well as the private sector level. A programme for capacity building shall be established to equip the sector with qualitative and quantitative human resources, as well as a sufficiently strong institutional background to develop the sector to perform effectively to achieve the development objectives of the Government as defined in the EDPRS and the Vision 2020.

120. Finally, an appropriate system will be established for monitoring and evaluating, including the systematic establishment of a baseline and creation 18

of databases in order to ensure monitoring and implementation of the policy to evaluate the performance, as well as measure the impact of its actions envisaged in the programmes of the transport sector.

VII. CONCLUSION

121. This transportation sector policy is centred on reducing transport costs, increasing mobility for the population, and the supplying of services and transport infrastructure that will facilitate the exchange of goods and services and allow the entire population to improve their standard of life.

122. The policy implementation strategies and programmes are motivated by the principal planning instruments that guide the medium and long-term development efforts for the country.

123. The institutional framework for the implementation of the policy requires the reinforcement of institutional and human resource capacity, which must be accomplished at all levels of stakeholders in the sector.

124. In conclusion, this policy shall enable the establishment of a viable transport sector, which will be capable of addressing its current and future shortcomings and shall contribute to significant growth and economic development of Rwanda in order to achieve the development objectives that are set out in the EDPRS and Vision 2020 for the benefit of the Rwandan people.

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Glossary of Terms

CEPGL – Economic Community of the Great Lakes Countries COMESA – Common Market for East & Southern Africa EAC – East African Community EDPRS – Economic Development & Poverty Reduction Strategy GDP – Gross Domestic Product HIMO – Haute Intensite Mis en Ouvre HIV/AIDS – Human Immuno-deficiency Virus/Acquired Immune Deficiency Syndrome MDG’s – Millenium Development Goals MoU – Memorandum of Understanding MTEF – Medium Term Expenditure Framework NC-TTCA – Northern Corridor Transit Transport Coordination Authority NEPAD – New Partnership for African Development NIS – National Investment Strategy SME – Small and Medium Enterprises SSATP – Sub-Saharan African Transport Policy SWAP – Sector Wide Side Approach

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ANNEX 1

TRANSPORT SECTOR PROGRAMME 2008-2012

I. INTERVENTION PROGRAMME ON THE PAVED ROAD NETWORK

2007 2008-2009 2009-2010 2010-2011 2011-2012 2012-2013 TOTAL 2008-2012 TOTAL USD/KM I.a. PAVED ROAD NETWORK REHABILITATION

1 Kigali-Gatuna (RN2) 77.7 - - 15,151,500 20,202,000 15,151,500 50,505,000 50,505,000 650,000 2 Kigali- Ruhengeri (RN4) 83.1 - 21,606,000 27,007,500 5,401,500 - 54,015,000 54,015,000 650,000 3 Ruhengeri- (RN4) 66.5 14,630,000 18,287,500 3,657,500 - 21,945,000 36,575,000 550,000 4 Butaré--Rusizi I (RN6) 145.3 - - 37,778,000 37,778,000 18,889,000 94,445,000 94,445,000 650,000 5 Bugarama-Ruhwa (RN10) 7.5 - 0 1,462,500 3,412,500 - 4,875,000 4,875,000 650,000 6 Gitarama - Ngororero (RN11) 42.8 7,704,000 7,704,000 3,852,000 - 11,556,000 19,260,000 450,000 7 Ngororero - Mukamira (RN11) 56 - 14,560,000 14,560,000 7,280,000 - 36,400,000 36,400,000 650,000

Sub Total I,a 478.9 22,334,000 62,157,500 103,469,000 74,074,000 34,040,500 273,741,000 296,075,000

I.b. PERIODIC MAINTENANCE OF THE PAVED ROAD NETWORK

1 Kayonza- (RN5) 116.3 - - 6,978,000 6,978,000 3,489,000 13,956,000 17,445,000 150,000 2 Gitarama-Kibuye (RN7) 77.2 4,632,000 4,632,000 2,316,000 9,264,000 11,580,000 150,000 3 Ruhengéri- (RN8) 25.2 - - 1,890,000 1,890,000 1,890,000 3,780,000 150,000 Kigali-Gitarama (RN1) 46 - - 3,450,000 3,450,000 - - 6,900,000 6,900,000 150,000 4 Ryabega - (RN13) 11 - - 825,000 825,000 1,650,000 1,650,000 150,000 5 Kayonza-Rusumo (RN3) 91.4 - - 2,742,000 6,855,000 4,113,000 13,710,000 13,710,000 150,000 Sub Total Ib 275.7 - - 6,192,000 22,740,000 18,438,000 7,695,000 47,370,000 55,065,000

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I.c. ROUTINE MAINTENANCE OF THE PAVED ROAD NETWORK

1 Kigali-Butaré-Akanyaru (RN1) 157 - 1,570,000 1,570,000 1,570,000 1,570,000 1,570,000 6,280,000 7,850,000 10,000 2 Kigali-Gatuna (RN2) 77.7 777,000 777,000 - - - 777,000 777,000 2,331,000 10,000 3 Kigali-Kayonza (RN3) 74.8 - 748,000 748,000 748,000 748,000 748,000 2,992,000 3,740,000 10,000 4 Kayonza-Rusumo 91.4 914,000 914,000 - - - - 914,000 1,828,000 10,000 5 Kigali- Ruhengeri (RN4) 83.1 - - - - - 831,000 - 831,000 10,000 6 Ruhengeri-Gisenyi (RN4) 66.5 - - - - 665,000 665,000 665,000 1,330,000 10,000 7 Butaré-Cyangugu-Rusizi I (RN6) 145.3 - 1,453,000 - - - 1,453,000 1,453,000 2,906,000 10,000 8 Cyangugu-Bugarama (RN9) 38.4 - 384,000 384,000 384,000 384,000 384,000 1,536,000 1,920,000 10,000 9 Bugarama-Ruhwa (RN10) 7.5 ------10,000 10 Gitarama - Ngororero (RN11) 42.8 - - - - 428,000 428,000 428,000 856,000 10,000 11 Ngororero - Mukamira (RN11) 56 - - - - - 560,000 - 560,000 10,000 12 Ruhengeri-Kinigi 22 - 220,000 220,000 220,000 220,000 220,000 880,000 1,100,000 10,000 13 Cyangugu-Rusizi II (RN12) 4.5 - 45,000 45,000 - 90,000 90,000 10,000 14 Kigali - Nyamata - Nemba (RN15) 61 - - 610,000 610,000 610,000 610,000 1,830,000 2,440,000 10,000 - Sub Total Ic 928 1,691,000 6,111,000 3,577,000 3,532,000 4,625,000 8,246,000 17,845,000 27,782,000

I.d. UPGRADING OF THE PAVED ROAD NETWORK

1 Rubengera - Pfunda (RN 16) 80.6 - - - 19,344,000 25,792,000 19,344,000 45,136,000 64,480,000 800,000 2 Kibuye-Ntendezi (RN17) 93 - - 22,320,000 29,760,000 22,320,000 0 74,400,000 74,400,000 800,000 3 Ntendezi - Mashyuza - Bugarama (RN33) 37.4 - - - - 8,976,000 11,968,000 8,976,000 29,920,000 800,000 4 Kibugabuga - Nyamiyaga- Gasoro (RN29) 68.2 - - - - 10,912,000 27,280,000 10,912,000 54,560,000 800,000 5 Kagasa - Kibungo (RN34) 56.5 - - - - - 13,560,000 - 45,200,000 800,000 6 Byumba - Base (RN20) 45.6 - - - - 7,296,000 14,592,000 7,296,000 36,480,000 800,000 7 Byumba - Nyagasa (RN18) 41 - - - - 9,840,000 16,400,000 9,840,000 32,800,000 800,000 8 Nyagasa - Nyagatare (RN27) 38 - - - - 6,080,000 12,160,000 6,080,000 30,400,000 800,000 - Sub Total Id 460.3 - - 22,320,000 49,104,000 91,216,000 115,304,000 162,640,000 368,240,000

SUB-TOTAL PAVED NETWORK 24,025,000 68,268,500 135,558,000 149,450,000 148,319,500 131,245,000 501,596,000 747,162,000 USD

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I. INTERVENTION PROGRAMME ON THE UNPAVED NATIONAL ROAD NETWORK

II.a. PERIODIC MAINTENANCE OF THE UNPAVED ROAD NETWORK (NATIONAL)

Km 2,007 2008-2009 2009-2010 2010-2011 2011-2012 TOTAL FRw/Km 1 Kabarondo-Hotel Akagera 36 700,000,000 1,000,000,000 0 0 0 1,000,000,000 1,700,000,000 48,000,000 2 Gasarenda-Gisovu 55 438,300,000.0 511,350,000 511,350,000 0 1,022,700,000 1,461,000,000 26,563,636 3 Butare-Kibeho-Muse 57 669,000,000.0 780,500,000 780,500,000 0 1,561,000,000 2,230,000,000 39,122,807 4 Cyakabili - Nyabikenke - Ndusu 75.0 927,000,000.0 1,081,500,000 1,081,500,000 3,090,000,000 3,090,000,000 41,200,000 5 Nyanza - Kibuye 71.0 595,500,000.0 694,750,000 694,750,000 0 0 1,389,500,000 1,985,000,000 27,957,746 6 Maya-Rushaki-Muhambo 36 302,400,000 352,800,000 352,800,000 0 1,008,000,000 1,008,000,000 28,000,000 7 Kazabe-Rutsiro-Gashubi 57.4 551,040,000 642,880,000 642,880,000 0 1,836,800,000 1,836,800,000 32,000,000 8 Byimana-Buhanda-Kitabi 98.9 890,100,000 1,038,450,000 1,038,450,000 0 2,967,000,000 2,967,000,000 30,000,000 9 Gashirabwoba-Nyamirundi 27 178,200,000 207,900,000 207,900,000 0 594,000,000 594,000,000 22,000,000 10 Nyagatare -Byumba-Base 130.0 1,170,000,000 1,365,000,000 1,365,000,000 3,900,000,000 3,900,000,000 30,000,000

11 Bulinga-Kanyanza na Kabaya-Rubaya 31 0 325,500,000 379,750,000 379,750,000 1,085,000,000 1,085,000,000 35,000,000

12 Kigali-Rushashi-Gakenke 67.6 0 628,680,000 733,460,000 733,460,000 2,095,600,000 2,095,600,000 31,000,000 13 Pindura-Bweyeye 32.0 0 336,000,000 392,000,000 392,000,000 1,120,000,000 1,120,000,000 35,000,000 14 Kibungo-Ramiro-Nyanza 130.0 0 585,000,000 682,500,000 1,365,000,000 682,500,000 682,500,000 3,315,000,000 3,900,000,000 30,000,000 15 Byumba-Butaro-Base 79.0 0 782,100,000 912,450,000 912,450,000 0 2,607,000,000 2,607,000,000 33,000,000 16 Rugobagoba - Kinazi - Ruhango 45.0 0 243,000,000 283,500,000 283,500,000 0 810,000,000 810,000,000 18,000,000 17 Other roads 250.0 0 0 0 2,250,000,000 0 7,500,000,000 30,000,000

Sub-Total II.a. (FRW) 1277.9 2,402,800,000 6,420,340,000 9,477,910,000 8,754,690,000 4,748,660,000 2,932,500,000 29,401,600,000 39,889,400,000 FRW

Sub-Total II.a. (USD) 4,368,727.27 11,673,345.45 17,232,563.64 15,917,618.18 8,633,927.27 5,331,818.18 53,457,454.55 72,526,181.82 USD

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II.b. ROUTINE MAINTENANCE OF THE UNPAVED ROAD NETWORK (NATIONAL)

Km 2,007 2008-2009 2009-2010 2010-2011 2011-2012 TOTALRWF/Km/Year 1 Kabarondo-Hotel Akagera 36 0 0 21,600,000 21,600,000 21,600,000 21,600,000 64,800,000 64,800,000 600,000 2 Kibuye-Karongi 20 0 12,000,000 12,000,000 12,000,000 12,000,000 12,000,000 48,000,000 48,000,000 600,000 3 Gasarenda-Gisovu 55 0 0 0 33,000,000 33,000,000 33,000,000 66,000,000 66,000,000 600,000 4 Butare-Kibeho-Muse 57 0 0 0 34,200,000 34,200,000 34,200,000 68,400,000 68,400,000 600,000 5 Cyakabili - Nyabikenke - Ndusu 75.0 0 0 0 0 45,000,000 45,000,000 45,000,000 45,000,000 600,000 6 Nyanza - Kibuye 71.0 0 0 0 42,600,000 42,600,000 42,600,000 85,200,000 85,200,000 600,000 7 Rubengera-Rugerero 80.6 0 0 48,360,000 48,360,000 48,360,000 0 145,080,000 96,720,000 600,000 8 Karongi-Nyamasheke-Buhinga 92.9 0 0 55,740,000 55,740,000 55,740,000 0 167,220,000 111,480,000 600,000 9 Maya-Rushaki-Muhambo 36 0 0 21,600,000 21,600,000 0 0 43,200,000 21,600,000 600,000 10 Kazabe-Rutsiro-Gashubi 57.4 0 0 0 0 0 34,440,000 0 0 600,000 11 Byimana-Buhanda-Kitabi 98.9 0 0 0 0 59,340,000 59,340,000 59,340,000 59,340,000 600,000 12 Gashirabwoba-Nyamirundi 27 0 0 0 0 16,200,000 16,200,000 16,200,000 16,200,000 600,000 13 Nyagatare -Byumba-Base 130.0 0 0 0 0 0 78,000,000 0 0 600,000

14 Bulinga-Kanyanza & Kabaya-Rubaya 31 0 0 0 0 0 18,600,000 0 0 600,000

15 Kigali-Rushashi-Gakenke 67.6 0 0 0 0 0 40,560,000 0 0 600,000 16 Ntendezi-Mashyuza-Bugarama 37.4 0 0 0 0 0 0 0 0 600,000 17 Pindura-Bweyeye 32.0 0 0 0 0 0 19,200,000 0 0 600,000 18 Kibungo-Ramiro-Nyanza 130.0 0 0 0 0 0 78,000,000 0 0 600,000 19 Byumba-Butaro-Base 79.0 0 0 0 0 0 47,400,000 0 0 600,000 20 Rugobagoba - Kinazi - Ruhango 45.0 0 0 0 0 0 27,000,000 0 0 600,000 21 Other earth roads 470 282,000,000 282,000,000 282,000,000 282,000,000 282,000,000 1,128,000,000 1,410,000,000 600,000 1728.8 Sub-Total II.b. (FRW) 0 294,000,000 441,300,000 551,100,000 650,040,000 889,140,000 1,936,440,000 2,092,740,000 FRw

Sub-Total II.b. (USD) 534,545.45 802,363.64 1,002,000.00 1,181,890.91 1,616,618.18 3,520,800.00 3,804,981.82 USD

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II.c EXTENSION OF THE UNPAVED ROAD NETWORK

Lake Muhazi Ring Road 98 2,940,000.00 3,920,000.00 3,920,000.00 - 9,800,000 9,800,000 100,000

Sub-Total UNPAVED ROAD NETWORK 4,368,727.27 12,207,890.91 20,974,927.27 20,839,618.18 13,735,818.18 6,948,436.36 66,778,254.55 86,131,163.64 USD

III. URBAN ROADS REHABILITATION 2,007 2008-2009 2009-2010 2010-2011 2011-2012 1 KIGALI I 22 2,000,000 2,500,000 2,500,000 2,500,000 2,000,000 9,500,000 11,000,000 500000 2 KIGALI II 33.0 3,960,000 5,940,000 5,940,000 3,960,000 19,800,000 19,800,000 600,000 3 HUYE 1.0 150,000 175,000 175,000 0 500,000 500,000 500000 4 Huye (Earth Roads) 10.0 300,000 350,000 350,000 1,000,000 1,000,000 100000 5 RUBAVU 3 495,000 577,500 577,500 0 1,650,000 1,650,000 550000 6 MUSANZE 5 0 825,000 825,000 1,100,000 2,750,000 2,750,000 550000 7 MUHANGA 2.0 330,000 385,000 385,000 0 1,100,000 1,100,000 550000 8 RUSIZI 12 1,980,000 2,310,000 2,310,000 0 6,600,000 6,600,000 550000

Sub-TOTAL III (USD) 88 2,000,000 9,715,000 13,062,500 13,062,500 7,060,000 42,900,000 44,400,000 USD

IV. OTHER INTERVENTIONS ON THE CLASSIFIED ROAD NETWORK

2,007 2008-2009 2009-2010 2010-2011 2011-2012 Emergency Works 1,000,000,000 1,000,000,000 1,000,000,000 1,000,000,000 1,000,000,000 1,000,000,000 4,000,000,000 6,000,000,000 - - Feeder Roads (Districts) 2,000,000,000 2,000,000,000 2,000,000,000 2,000,000,000 2,000,000,000 2,000,000,000 8,000,000,000 12,000,000,000 - - Consultancy Services (Studies and Supervision) 2,000,000,000 2,000,000,000 2,000,000,000 2,000,000,000 2,000,000,000 2,000,000,000 8,000,000,000 12,000,000,000 - SUB-TOTAL IV (FRW) 5,000,000,000 5,000,000,000 5,000,000,000 5,000,000,000 5,000,000,000 5,000,000,000 20,000,000,000 30,000,000,000 FRW - SUB-TOTAL IV (USD) 9,090,909 9,090,909 9,090,909 9,090,909 9,090,909 9,090,909 36,363,636 54,545,455 USD

TOTAL ROAD TRANSPORT 39,484,636.36 99,282,300.00 178,686,336.36 192,443,027.27 178,206,227.27 147,284,345.45 647,637,890.91 932,238,618.18 USD

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TRANSPORT IMPROVEMENT AND FACILITATION

2007 2008-2009 2009-2010 2010-2011 2011-2012 2012-2013 Total 2008-2012 Grand Total CORRIDOR TRANSPORT IMPROVEMENT

Transport Options Feasibility Studies Isaka Dry Port Feasibility Study 100,000 370,000 470,000 470,000 Additional Studies (One Stop Border Post) 200,000 200,000 200,000 Isaka-Kigali Rail Feasibility Study 500,000 2,000,000 2,000,000 2,500,000 Isaka-Kigali Rail Design Study 5,000,000 5,000,000 5,000,000

Corridor Transport facilitation Support to Customs Operations 200000 5,000,000 500,000 500,000 6,000,000 6,200,000 Border Crossing Improvements 200,000 500,000 1,000,000 1,000,000 2,700,000 2,700,000 Improvement of corridor security and transport regulation 500,000 900,000 700,000 2,100,000 2,100,000 Electronic Single Window (Trade Facilitation) 300,000 500,000 1,200,000 1,700,000 2,000,000 0 SOUS-TOTAL CORRIDOR 1,000,000 8,500,000 8,470,000 2,200,000 1,000,000 20,170,000 21,170,000

AIR TRANSPORT IMPROVEMENT

Bugesera Airport Study 795,000 4,500,000 4,200,000 8,700,000 9,495,000 CNS/ATM (Air Traffic Management) 1,000,000 1,600,000 1,200,000 1,200,000 1,200,000 5,200,000 6,200,000 Rehabilitation & Extension of airdromes 2,000,000 2,500,000 2,000,000 2,000,000 8,500,000 8,500,000 - TOTAL 1,795,000 8,100,000 7,900,000 3,200,000 3,200,000 - 22,400,000 24,195,000

WATER TRANSPORT IMPROVEMENT

Akagera River Navigability Feasibility Study 220,000 600,000 820,000 820,000 Feasib, study for quays on the Lake Kivu 50,000 100,000 150,000 150,000 Constr.of accosting quays on Lake Kivu and other lakes 150000 150000 300,000 300000 Study for Construction of shipyard 50000 50000 100,000 100000 Construction of a shipyard on the Lake Kivu 1500000 1000000 2,500,000 2500000

Sub-TOTAL 320,000 750,000 1,650,000 1,150,000 3,870,000 3,870,000

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CAPACITY BUILDING TO THE TRANSPORT SECTOR

Transport Analytical Capacity Improvement - 750,000 2,950,000 2,050,000 700,000 6,450,000 6,450,000

Training Long Term Training (MSc Programme Transport Economy and Planning) 350,000 1,000,000 1,000,000 500,000 2,850,000 2,850,000 Short Term Training (technical courses) 200,000 200,000 200,000 100,000 700,000 700,000 - - Sector Analysis - - Yearly traffic counts and road data collection 100,000 100,000 100,000 100,000 400,000 400,000 Transport Master Plan 500,000 300,000 800,000 800,000 Road works Costs and Standards study 100,000 200,000 300,000 300,000 Two weighing stations for axle load data generation 600,000 600,000 600,000 Road Safey training and data management 150,000 150,000 300,000 300,000 Transport Data Base and M & E System 200,000 300,000 500,000 500,000

Transport Sector Policy Support - 1,250,000 2,600,000 2,200,000 1,450,000 7,500,000 7,650,000 Technical Support to MININFRA/Infrastructure Special Unit 100000 900,000 1,000,000 1,000,000 - 3,000,000 3,000,000 Support to MININFRA/ other Transport Agencies 1,000,000 1,500,000 1,000,000 300,000 3,800,000 3,800,000 Regional Dialogue Facilitation (Regional Integration) 50,000 50,000 50,000 50,000 50,000 200,000 250,000 Capacity Building to CAA 100000 150,000 150,000 100,000 100,000 500,000 600,000

Sous Total - 2,000,000 5,550,000 4,250,000 2,150,000 150,000 13,950,000 14,100,000

TOTAL TRANSPORT IMPROVEMENT 2,795,000 18,920,000 22,670,000 11,300,000 7,500,000 150,000 60,390,000 63,335,000

GRAND TOTAL TRANSPORT 42,279,636.36 118,202,300.00 201,356,336.36 203,743,027.27 185,706,227.27 147,434,345.45 708,027,890.91 995,573,618.18

23,253,800,000 65,011,265,000 110,745,985,000 112,058,665,000 102,138,425,000 81,088,890,000 389,415,340,000 547,565,490,000

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SUMMARY 2,007 2008-2009 2009-2010 2010-2011 2011-2012 2012-2013 Total 2008-2012 Grand Total (US$)

ROAD TRANSPORT 39,484,636.36 99,282,300.00 178,686,336.36 192,443,027.27 178,206,227.27 147,284,345.45 647,637,890.91 932,238,618.18

AIR TRANSPORT 1,795,000 8,100,000 7,900,000 3,200,000 3,200,000 - 22,400,000 24,195,000

Water Transport 320,000 750,000 1,650,000 1,150,000 0 3,870,000 3,870,000

Transit Corridors 1,000,000 8,500,000 8,470,000 2,200,000 1,000,000 20,170,000 21,170,000

Capacity Building - 2,000,000 5,550,000 4,250,000 2,150,000 13,950,000 14,100,000

TOTAL 42,279,636 118,202,300 201,356,336 203,743,027 185,706,227 147,284,345 708,027,890.91 995,573,618.18

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