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Ivory Coast: a Basic Economic Report Annex 4: the Transport Sector February 1977

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Ivory Coast: a Basic Economic Report Annex 4: the Transport Sector February 1977 FILE COPY Report No. 1147b-IVC Ivory Coast: A Basic Economic Report Annex 4: The Transport Sector February 1977 Public Disclosure Authorized Western Africa Region FOR OFFICIAL USE ONLY Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Document of the World Bank This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization. CURRENCY EQUIVALENTS Currency Unit: CFA Franc (CFAF) A fixed parity exists between the CFA franc and the French franc: FF 1 = CFAF 50 The CFA franc floats against the dollar. Between February 12, 1973 and the end of 1976, the rate has fluctuated as follows: US$1 = CFAF 205-255 Throughout this report the following rates have been used for the conversion of CFA francs into US dollars and vice versa: 1968 and earlier years: US$1 = CFAF 247 1969 US$1 = CFAF 256 1970 US$1 = CFAF 278 1971 US$1 = CFAF 278 1972 US$1 = CFAF 252 1973 US$1 = CFAF 223 1974 US$1 = CFAF 241 1975 US$1 = CFAF 214 1976 and beyond: US$1 = CFAF 230 WEIGHTS AND MEASURES 1 Metric Ton (t) = 2,205 lbs. 1 Kilogram (kg) = 2.2 lbs. 1 Kilometer (km) =,0.62 mile 1 Meter (m) = 3.28 feet FISCAL YEAR OF THE GOVERNMENT January 1 - December 31 This report comprises: a separate volume of Summary and Conclusions, a Main Report, and separate annexes on Agriculture, Industry, Tourism, Transportation, Urban Development and Education. FOR OFFICIAL USE ONLY ANNEX 4: THE TRANSPORT SECTOR TABLE OF CONTENTS PaRe No. LIST OF ABBREVIATIONS ................ .. *.*.. ......................... lii CHAPTER 1: INTRODUCTION .......... * **....*.*...*..*...*.... **.*.*.* ...... 1 A. General. 1 B. Transport in the Economy 1 Historical Developments 1 Recent Trends ... ... .... ..... .. *... ... 2 Transport Policy . 3 C. Implementation of the 1971-75 Five-Year Plan 4 Objectives. 4 Plan Evaluation . ........ .. ... .*** 4 Achievements ..... .... ... .. 5 CHAPTER 2: SECTOR ANALYSIS .- -o .... o-o ..... ..... o....o.... 7 A. Roads and Road Transport 7 General .o....... 7 Infrastructure . .. ..... .... .. 8 Road Transport . ... .. ... .... 8 Highway Maintenance ..... ... .. .... 10 Financing and Road User Revenues. 11 Future Investment .o ... .... 13 B. Railways.. o . ........ 15 General. 15 Traffic. 15 Finances and Investment . .16 Future Investment. .18 C. Ports and Waterways ... .19 General ..... .. 19 Port Operations.. 20 Investment . .. .. .... - ... 21 Future Development. .. 22 D. Maritime Transport ........ ... .. ... 25 General. 25 Objectives. .. 26 Proposed Strategy.... 27 E. Airports and Air Transport .. 28 General . .... 28 Air Transport. 29 This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization. TABLE OF CONTENTS (Cont'd) Page No. CHAPTER 3: DEVELOPMENT STRATEGY AND INVESTMENT PRIORITIES ..... 31 A. Future Orientation .. 31 Ongoing Projects . .31 Investment Strategy . .33 B. Policy Issues in the Sector . .34 Management in the Transport Sector . .34 Shifting Emphasis in Road Investments 36 Coordination in Port Development . .38 Railway Investment and Road/Rail Coordination . 39 Low-Priority Investment . .40 C. Investment Program .. 41 LIST OF TABLES IN THE TEXT Table 1: Inter-Urban Passenger and Freight Traffic: 1974 3 Table 2: Transport Sector Investments Under the 1971-75 Plan 5 Table 3: Estimated Highway Maintenance Expenditures: 1975 11 Table 4: Expenditures for Highways: 1968-74 12 Table 5: Proposals by the Ministry of Planning for Road Sector Investments: 1976-80 13 Table 6: Proposed Road Investment Program: 1976-80 14 Table 7: RAN Traffic: 1970-74 16 Table 8: RAN Income Accounts 17 Table 9: Typical Road and Rail Transport Costs and Rates for General Goods 17 Table 10: RAN Investment Program: 1976-80 19 Table 11: Abidjan Port Traffic: 1969-75 20 Table 12: San Pedro Port Traffic: 1972-75 21 Table 13: Port Investments as Proposed by the Government During 1976-80 Plan Preparation 24 Table 14: Port Investment Program for 1976-80 as Proposed by the Mission 25 Table 15: SITRAM Income Account: 1974 26 Table 16: Summary of Transport Investment Program Proposed by the Mision: 1976-80 43 STATISTICAL APPENDIX TABLES Table 1: Development of Highway Network: 1961-1974 Table 2: Capacity of Trucking Industry: 1969 and 1975 Table 3: Proposed Road Investment Program: 1976-1980 Table 4: Typical Road Construction and Maintenance Costs MAP: Transportation - iii - LIST OF ABBREVIATIONS AfDB - African Development Bank ARSO - Autorite pour l'Amenagement de la Region du Sud-Ouest ASECNA - Agence pour la Securite de la Navigation Aerienne en Afrique et a Madagascar BCEOM - Bureau Central pour les Etudes d'Outre-Mer (France) CAA - Civil Aviation Agency COMARAN - Compagnie Maritime de l'Afrique Noire DPW - Department of Public Works (in MPWT) EIB - European Investment Bank FED - Fonds Europeen de Developpement ICAO - International Civil Aviation Organization MPWT - Ministry of Public Works and Transport OTAM - Omnium Technique d'Amenagement (France) PAA - Port Authority of Abidjan PRU - Planning and Research Unit (in MPWT) RAN - Regie Abidjan-Niger Railway RTD - Road Transport Division (in MPWT) SETEC - Societe d'Etudes Techniques et Economiques (France) SITRAM - Societe Ivoirienne des Transports Maritimes SNTVM - National Union of Passenger and Freight Carriers SONITRA - Societe Nationale Ivoirienne de Travaux SONAGECI - Societe Nationale de Genie Civil UNDP - United Nations Development Program CHAPTER 1: INTRODUCTION A. General 1.01 The Ivory Coast's relatively well-developed transport infrastructure has been instrumental in the spectacular growth performance of the country's economy over the past 25 years. The Government, placing major emphasis on transport investment, has provided reliable and efficient transport infrastruc- ture for the shipment of the country's major export products, in line with its objective of rapid economic growth. 1.02 The transport network of the southeastern region of the Ivory Coast links the area with the port of Abidjan. In this densely populated area, eco- nomic development took place initially in agriculture and forestry activities, the products of which were shipped to Abidjan by rail and later over a system of paved roads. Commercial agriculture logically followed forestry activity, and the increasing demand for export products resulted in the densification of the primary road network centering on Abidjan. A similar pattern of devel- opment is currently underway in the sparsely populated southwestern region where, in 1971, the deep-water port at San Pedro was opened. The ongoing pro- gram of road construction in that area is designed to repeat the process of tapping the latent resource potential and thereby boost development. 1.03 This pattern of growth has served to highlight the regional im- balance between the south and the north, an area which has not been allocated comparable investment funds in the past. As a result, the Government is now conscious of the need to promote a more balanced system of regional development and better income distribution, both of which have important implications in terms of transport investment strategy. B. Transport in the Economy Historical Developments 1.04 Over the years, the Government has made vigorous efforts to develop and improve transport, building upon a network linking the main centers whose origins date back to colonial times. Since then there has been considerable upgrading and expansion. In 1975 the network consisted of more than 38,000 km of roads, of which some 2,200 km paved, 640 km of railways, two major seaports, 400 km of navigable lagoons--the rivers are not navigable--two airports of international standard, and eight domestic airfields. 1.05 The development of the transport network of the Ivory Coast has been marked by four major events: (i) the construction of the Regie du Chemin de Fer Abidjan-Niger (RAN) railway which began as early as 1904; (ii) the opening of the Vridi Canal in 1950 and the development of a modern port in Abidjan; (iii) expansion of the primary road network centered on Abidjan; and (iv) the inauguration of the port of San Pedro in 1971. -2- 1.06 The RAN railway, built over the period from 1905 to 1954 and running northward from Abidjan to Ouagadougou in Upper Volta, provided an important link with the interior; it contributed to the growth of small towns along its route, the development of agriculture and forestry activities in the southeast, and ultimately cotton production in the central region. Later, following the development of the Port of Abidjan in the early 1950's, the upgrading and ex- pansion of the road network and the clearing of the forest led to the expan- sion of export production of coffee, cocoa, palm oil and other crops. In- creased demand for the shipment of these commodities, particularly during the last two decades, has resulted in further upgrading of the road network. Paved roads now link Abidjan with all major centers of population in the southeastern and central regions of the country. 1.07 With the westward progression of forestry and cash crop production during the 1960's, transport costs increased. A logical step in this pattern of development was to provide an export outlet nearer to the new areas of pro- duction. The subsequent efforts to develop the southwest, encompassing a port, roads and urban infrastructure, will be a major accomplishment for the Ivory Coast. San Pedro, the country's second deep-water port located some 300 km west of Abidjan, started operations in 1971. Although general cargo traffic has not yet developed as expected, mainly due to delays in the construction of paved roads into the hinterland, the project represents a major effort on the part of the Government to tap the resources of the southwest, which in- clude timber, cocoa, coffee, rubber, palm oil, and iron ore deposits near Mont Klahoyo (Bangolo) some 300 km north of San Pedro. The similarity in develop- ment patterns between the Abidjan-Ouagadougou corridor and the area north of San Pedro is striking indeed.
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