Sub-Saharan Africa Transport Policy Program SSATP Report No 06/08/ AR07 44684 SSATP Annual Report 2007 SSATP Annual Report 2007 June 2008 The SSATP is an international partnership to facilitate policy development and re- lated capacity building in the transport sector in Sub-Saharan Africa. Sound policies lead to safe, reliable and cost-effective transport, freeing people to lift themselves out of poverty, and helping countries to compete internationally. The SSATP is a partnership of 35 SSA countries 8 Regional Economic Communities 2 African institutions UNECA, AU/NEPAD 10 active donors EC (main donor), Denmark, France, Ireland, Norway, Sweden, United Kingdom, Islamic Development Bank, African Development Bank and The World Bank (host) Numerous public and private State and regional organizations The SSATP gratefully acknowledges the financial contribution and support from the European Commission, the Governments of Denmark, France, Ireland, Norway, Sweden, United Kingdom, the Islamic Development Bank, the African Development Bank and The World Bank. More publications on the SSATP website www.worldbank.org/afr/ssatp The findings, interpretations, and conclusions expressed here are those of the authors and do not neces- sarily reflect the views of the World Bank, UNECA or any of their affiliated organizations. Contents Abbreviations v Message from the SSATP Board Chairman ix Two Decades of Road Sector Reforms 1 Overview of the Long Term Development Plan and 2007 9 SSATP Policy Development and Promotion Actions 13 Responsive Transport Strategies (RTS) 13 Road Management and Financing (RMF) 31 Appropriate Transport Services (ATS) 45 Regional Integration & Transport (RIT) 49 Dissemination and Networking under LTDP 57 Program Governance 63 The Annual General Meeting (AGM) 63 The Constituent Assembly (CA) 63 The SSATP Board 64 The Program Management (PM) 65 The Second Development Plan (DP2) 65 Financial Report 69 Financing of the Long Term Development Plan (2004-2007) 69 2007 Receipts and Disbursements 71 The Current Transport Sector Development Environment 77 Country and Regional Economic Community Pages 81 Central African Republic 83 Nigeria and RTTP 84 Nigeria and the Federal Road Safety Commission 88 Rwanda Transport Sector Key Achievement in 2007 91 A Study of the Establishment of a Corridor Regulatory and Legislative Framework in Member Countries of ECCAS 93 Learning and Knowledge Sharing 97 The Cost of Being Landlocked: The Need for a New Conceptual Framework 97 Sion Tri-Moto Fills the Gap for Rural Women and Students in Côte d'Ivoire 101 SSATP ANNUAL REPORT 2007 List of Tables Table 1: Road Network Conditions in Selected Countries 4 Table 2: Summary of Achievements ­ PRTSR 19 Table 3: Transport Interventions Facilitating the Achievement of the MDGs 20 Table 4: Summary of Main Achievements ­ Road Safety 23 Table 5: Summary of Main Achievements ­ Transport Data Management 25 Table 6: Highlights of SSATP Coordination Functions in Member Countries in 2007 28 Table 7: Summary of Main Achievements ­ RMF 43 Table 8: Summary of Main Achievements ­ RMF 44 Table 9: Summary of Main Achievements ­ ATS 48 Table 10: First results of Observatories in West Africa ­ Comparisons between Corridors 52 Table 11: Summary of Achievements­ RIT 55 Table 12: Key Events/Milestones of the DP2 Formulation Process 66 Table 13: Summary of Contributions to LTDP 70 Table 14: LTDP Expenditure by Cost Element 71 Table 15: Receipts in 2007 72 Table 16: Disbursements by Activity 74 Table 17: Snapshot of Policy Development Activities and Results in 2007 81 List of Boxes Box 1: Impact of Institutional Capacity on Road Conditions in Tanzania 3 Box 2: Notes on Implementation of PRTSR Recommendations 14 Box 3: Potential of Participatory Approach in Developing Transport Sector Programs 15 Box 4: Participatory Approach in Developing a Road Safety Action Plan 16 Box 5: Notable Achievements and Impact of the PRTSR 17 Box 6: Notable Achievements in Mainstreaming Cross-Cutting Issues 22 Box 7: Notable Achievements in Transport Data Management 24 Box 8: Achievements in Promoting a Programmatic Approach and SSATP Coordination 27 Box 9: Summary of RMF Achievement over the LTDP Period (2004-2007) 31 Box 10: SSATP Contribution to Sustaining Road Maintenance Financing in SSA 33 Box 11: Impact of Institutional Capacity on Road Conditions in Tanzania 34 Box 12: Role of SSATP in Advancing Road Sector Reforms (Burkina Faso) 35 Box 13: Role of SSATP in Sharing Knowledge and in Sensitizing Policy Makers 36 Box 14: SSATP Contribution to Building Capacity of ARMFA 38 Box 15: Notable Achievements of the ATS Theme over the LTDP Period (2004-2007) 46 Box 16: Major Publications over the LTDP Period (2004-2007) 58 Box 17: Outcomes of the Ministerial Forum 61 Box 18: Strategies of the Private Sector to Overcome the Challenges along Transit Corridors 62 Box 19: SSATP Board Members 64 Box 20: Program Management Team Members ­ 2007 65 Box 21: DP2 Core Actions 67 Box 22: DP2 Values 68 Box 23: Candidate Countries where Priority DP2 Activities will be Piloted 68 iv Abbreviations AAP African Action Plan AfDB African Development Bank AFRICATIP Association africaine des agences d'exécution des travaux d'intérêt public AGEPAR Association des Gestionnaires et Partenaires Africains de la Route AGM Annual General Meeting AICD Africa Infrastructure Country Diagnostic ALCO Abidjan-Lagos Corridor Organization ARMFA African Road Maintenance Funds Association ARTA African Rural Transport Association ASANRA Association of Southern African National Road Agencies ATS Appropriate Transport Services AU African Union AUC African Union Commission BOAD West African Development Bank BRT Bus Rapid Transit CA Constituent Assembly CDF Center for the Development of Enterprises CEMAC Communauté économique et monétaire de l'Afrique centrale CICOS Commission Internationale du Bassin Congo-Oubangui-Sangha COMESA Common Market for Eastern and Southern Africa DDP Data Development Platform DP2 SSATP Second Development Plan DRC Democratic Republic of Congo EAC East African Community EC European Commission ECOWAS Economic Community of Western Africa States EIA Environmental Impact Assessment EIB European Investment Bank ENPC École nationale des Ponts et chaussées SSATP ANNUAL REPORT 2007 EU European Union FESARTA Federation of East and Southern Africa Transporters Association FMAWR Federal Ministry of Agriculture and Water Resources FPMU Federal Project Management Unit GDP Gross domestic product GRTSA Gambia Roads and Technical Services ICA Infrastructure Consortium for Africa ICT Information and Communication Technology ILO International Labor Organization IMT Intermediate Means of Transport IPPF Infrastructure Project Preparation Facility IRF International Road Federation JICA Japanese International Cooperation Agency LGA Local Government Area LTDP Long Term Development Plan LVSR Low Volume Sealed Road MAG Ministerial Advisory Group MCA Millennium Challenge Corporation MDG Millennium Development Goal MDTF Multi-Donor Trust Fund MLTSF Medium to Long Term Strategic Framework NCTTA Northern Corridor Transport and Transit Coordination Authority NEPAD New Partnership for Africa's Development NERCHA National Emergency Response Council on HIV/AIDS NMT Non-Motorized Transport NRFA National Road Fund Agency ODA Official Development Assistance OPR Output to Purpose Review OPRC Output and Performance-Based Road Contract OSBP One-Stop Border Post PAM Performance Assessment Model PIARC Permanent International Association of Road Congresses PMAESA Port Management Association of Eastern and Southern Africa PMT Program Management Team PPIAF Public-Private Infrastructure Advisory Facility PPP Public-Private Partnership PRS Poverty reduction strategy PRTSR Poverty Reduction & Transport Strategy Review RAMP Rural Access and Mobility Project REC Regional Economic Community REC-TCC Regional Economic Community­Transport Coordination Committee RED Roads Economic Decision Model RIT Regional Integration and Transport RMC Resource Mobilization and Cofinancing vi Abbreviations RMF Road Management and Financing RONET Road Network Evaluation Tools RTS Responsive Transport Strategies RTTP Rural Travel and Transport Program SADC Southern Africa Development Community SG Steering Group SGPRS Second Generation Poverty Reduction Strategy SIDA Swedish International Development Cooperation Agency SITRASS Solidarité Internationale sur les Transports et la Recherche en Afrique SME Small and Medium Enterprise SPIU State Project Implementation Unit SSA Sub-Saharan Africa SSATP Sub-Saharan Africa Transport Policy Program TCC Transport Coordination Committee TFSCB Trust Fund for Statistical Capacity Building TPAG Transport Policy Advisory Group TRB Transport Research Board TSDMS Transport Sector Data Management System UEMOA West African Economic and Monetary Union UM Urban Mobility UNECA United Nations Economic Commission for Africa UNRA Ugandan National Roads Authority USAID United States Agency for International Development WATH West Africa Trade Hub WP Work Program vii Message from the SSATP Board Chairman I am happy to present the 2007 Annual Report which marks the end of the Long Term Devel- opment Plan (LTDP) that started in 2004. Over the past four years, SSATP has become the lead program in facilitating transport policy dialogue and development among non-transport and transport sector stakeholders. Such success has reinforced the commitment of SSATP stake- holder in partner countries, the regional economic communities, donors and development agencies to ensure that transport strategies effectively contribute to poverty reduction, economic growth and regional integration. During 2007 our partnership expanded and now unites 35 countries, the regional economic com- munities, the main private sector transport associations and engages with civil society. I am pleased to report additional donor support with the return of United Kingdom to the Program and a new donor, the African Development Bank. SSATP's continuous advocacy, during LTDP, on key policy issues, was effective in securing donor support for developing Africa's transport network. Furthermore, the regional economic communi- ties continued to promote sound transport management along regional corridors. These efforts ef- fectively contributed to sustaining transport networks and services, and improving interconnectiv- ity within Africa. A major challenge in 2007 was the agreement of SSATP's second development plan (DP2) 2008- 2011; the successor to LTDP. This was achieved through a participatory approach that involved all stakeholder constituencies to ensure SSATP remained relevant in a changing development envi- ronment. A wide debate confirmed that transport was still vital for economic growth and poverty reduction. DP2, therefore, will strengthen the promotion of sound policies and strategies for the provision of reliable, safe, clean, efficient and affordable transport. The DP2 will focus on: promoting pro-growth and pro-poor transport strategies; pushing for sus- tainable institutional and financial arrangements for road networks and for better rural and urban transport services; and improving transit transport along selected corridors. Mainstreaming of SSATP ANNUAL REPORT 2007 tested policies and strategies will be handed over to regional partners and sectoral programs of SSATP partners for implementation. I would like to thank everybody associated with SSATP ­ country and regional partners, the pro- gram management team, donors and my fellow Board members and urge you all to support a suc- cessful implementation of SSATP's DP2 over the next four years. Hachim Koumaré Chairman, SSATP Board x Two Decades of Road Sector Reforms Why Road Sector Reforms? I n Sub-Saharan Africa, roads carry about to SSATP's Road Maintenance Initiative, which 90 percent of the passenger and freight was the flagship of the Program since its estab- traffic. Road maintenance absorbs 5 to 10 lishment. Since 2000, SSA countries made sig- percent of central government recurrent nificant progress towards securing road main- budget while African states are investing 10 to tenance financing. There were around 24 road 20 percent of their development resources in funds in Sub-Saharan Africa, but a few of them roads. However, during the eighties, nearly a were some way off the minimum requirements quarter of the capital invested in Sub-Saharan for being a second generation fund which is Africa's roads has been eroded owing to the characterized by sound legal basis, strong man- lack of maintenance. In the early 1990s, it was agement, sound financial management, regular estimated that the replacement cost of main technical and financials audits and revenues roads in SSA was nearly $80 billion and re- incremental to budget and road users charges. quired annual expenditures on routine and pe- The assessment of the root causes for the main- riodic maintenance of over $800 million to tenance shortfall attributes the problem to in- keep these roads in a stable long term condi- sufficient funding and inadequate institutional tion. capabilities to manage the road network. Thus, In 1987 development partners attached a great the main policy reforms promoted by the Pro- deal of importance to sound road maintenance gram to overcome these problems were an- policies and placing maintenance on a sustain- chored in four road management and financ- able base. To realize this, the Road Mainte- ing blocks: nance Initiative (RMI) was launched under the i) Assigning responsibility: ensure all parties Sub-Saharan Africa Transport Policy Program know their responsibilities (SSATP) by the UNECA and the World Bank, following the framework agreement set within ii) Creating ownership: involve road users in UNTACDA II. management of roads iii) Ensuring secure and stable financing: sta- Over the past two decades, Africa reversed the ble flow of fund for adequate road mainte- downturn to its road network, owing the credit nance 1 SSATP ANNUAL REPORT 2007 iv) Introducing sound business practices: in- Initiative (RMI). RMF brought together a still efficiency in road management and number of initiatives under the earlier compo- implement a clear system of accountability nents of SSATP ­ RMI, RTTP (Rural Travel The reforms established in the 1990's were im- and Transport Program) and UM (Urban Mo- plemented in two stages. Phase I concentrated bility). Outputs were geared towards delivering on increasing the awareness of the need for benefits in the following main areas: sound road maintenance and policy reform, i) Road Network Management and identifying the reasons policies used in the ii) Institutional and Financial Arrangements 1980's were ineffective. The approach adopted iii) Road Fund Enhancement was to demonstrate conclusively the case for iv) Road Agency Improvements reorienting the focus of African policy makers v) Capacity Building and Training on maintaining the network rather than build- ing new roads. Phase II evolved into promoting Main achievements a holistic approach to road network manage- Over the last decade, SSATP has undoubtedly ment through sharing experiences among Afri- made significant contribution to many SSA can countries and policy advice in countries countries' road sector institutions and financ- where sectoral reforms were implemented. ing. The implementation of the successive In all phases SSATP adopted more of a process RMF annual work programs has yielded out- oriented approach with emphasis on gradually puts that contributed to meeting the objectives building up trust and understanding of princi- set under the LTDP (2004-2007). In many ples, instilling effectiveness in existing institu- cases, the activity arrangements required the tions and fostering building consensus on re- participation of key stakeholders clearly focus- form strategies among stakeholders in African ing on establishing sustainable mechanisms for countries. financing road maintenance and on improving the efficiency of road management. RMI, renamed as Road Management Initiative (RMI) and lately as Road Management and Fi- SSATP's policy support has contributed sig- nancing (RMF) to reflect the initiative's grow- nificantly to the establishment of road funds in ing scope of work, tackles the most intractable at least 27 countries and road agencies or au- problem in the SSA transport sector, namely thorities in 18 countries in SSA. Empirical evi- road network management, and in particular dence suggests that where a full set of road sec- road maintenance. The initiative involved the tor institutions is in place, long term declines most extensive and innovative thematic works in road quality have been arrested and signifi- of all SSATP components, and has matured to cantly in some countries reversed (Box 1). the extent that it is now putting great effort in Although establishment of a road fund alone is monitoring impacts of roads on development, not a sufficient condition for improvements in through post-reform analysis of issues related the road network condition, in general it has to roads and development. proved a powerful impetus for sustained road In 2003, in line with both the LTDP objectives maintenance, if properly structured. and the demands of the key stakeholders ex- Road funds in Africa have secured a more sta- pressed in various meetings, the Road Man- ble and predictable flow of funds for road agement and Financing (RMF) thematic area maintenance, under best practices promul- has replaced the previous Road Management gated by SSATP. The results of financial audits 2 Two Decades of Road Sector Reforms generally indicate that funding arrangements is as long as nine months to a year. Road funds are more transparent than in the past and an also provide a dependable basis for the devel- increasing number of road funds have now opment of local small-scale contractors. considerable financial autonomy. These road The establishment of "second generation" road funds raise most of their revenues from road Box 1: Impact of Institutional Capacity on Road Conditions in Tanzania The Tanzania Road Fund Board reports a significant improvement in conditions of the trunk and regional road networks over the period 2001-2005 (Tanzania Road Board, 2006). The rapid improvement in road conditions in Tanzania cannot however be attributed to the funds generated by the Road Fund alone. The reversal of a long-term decline in road quality requires a comprehensive road transport strategy and is seen as the result of a combination of three factors: (i) The increase in the institutional capacity of the road sector through the establishment of a road fund in 1998 and a road agency in 2000; (ii) The increase in the financial and management capacity. Immediately after the establishment of the Road Fund and the Road Agency, many donors and government road development programs were implemented. It is important to note that whereas the Road Fund budget for the Tanzanian Na- tional Roads Agency, TANROADS is about $50 million, the total value of works executed by TANROADS amount to more than three times as much; (iii) The increase in the execution capacity for the implementation of a stabilization strategy using a low cost spot improvement approach. The creation of the Road Fund has sustained a stable flow of funds for road maintenance and hence provided a basis for the development of local small-scale contractors (e.g. around 2,000 local contractors have been promoted in rural Tanzania). Source: Tanzania Road Board, 2006 user charges and most of the proceeds are funds and of road authorities has increased the channeled directly to their account. effectiveness and efficiency of road sector ex- Of the 27 road funds, 14 have Boards with a penditures, and is expected to attract addi- private sector majority, which have contrib- tional resources to the sector. This, in turn, uted significantly to the funds' transparency would be reflected in improvements in the and autonomy. There is broad agreement that overall condition of the road network. While the road funds should levy a minimum of an overall assessment of the effects of these re- $0.010 per liter of fuel to meet the financial re- forms is still difficult, data collected by SSATP quirements for routine maintenance. The 2006 in 1996, 2004, and 2005 show a trend of im- Road Fund Matrix indicated that four coun- provements in the road network condition in tries (Chad, Côte d'Ivoire, Mozambique and countries such as Tanzania and Ethiopia where Namibia) have reached this level. both road funds and road agencies are in place. In Tanzania the improvement of the road con- Significant improvements in contractor pay- dition is steadily increasing due to implemen- ments are also noted--the average time for tation of successive sector programs and estab- payment is around 32 days. In some countries lishment of a road agency and fund. The Ethio- without such arrangements, the payment time pian case is a good example on how a compre- 3 SSATP ANNUAL REPORT 2007 hensive road sector reform could reverse deg- processing of road network data in a results radation of road network due to war and negli- framework that generates information for sec- gence of maintenance. In the mid 90s Ethiopia tor monitoring and road programs. RONET adopted SSATP RMF policies and launched a allows SSATP members to predict future road road sector program, which enabled to reverse conditions, transport costs, benefits to road us- the deterioration of the network and expected ers and to society, and road asset value, de- to improve the road condition in the future. In pending on the level of funding. RONET will, Zambia and Kenya, on the other hand, which for the first time, enable country comparisons had a strong road fund but no road authority based on comprehensive data sets and com- (Zambia established a road agency in 2006), mon indicators. the overall road network conditions have SSATP staff also delivers, or help with the de- shown hardly any improvement. Though the livery of, training on road management and impact on the overall road condition is mar- financing principles as well as on technological ginal Zambia's road fund focus on the primary innovations that improve the planning and op- network has shown good results. Table 1 below erational functions of the road agencies. In provides basic data on the trend of the road 2006, SSATP provided or contributed to train- network condition in the four countries. ing of 550 professionals, from about 20 mem- The above reforms have been further sup- ber countries. The model RED is also available Table 1: Road Network Conditions in Selected Countries Overall Road Condition 1989 Network 1997 Network 2005 Network (Km) (Km) (Km) Good Poor Good Poor Good Poor Ethiopia 47 19 14,020 16 47 15,769 38 36 39,162 Tanzania 13 55 28,011 33 25 10,300* 51 16 28,892 Zambia 33 33 20,756 20 42 17,051 16 64 20,605 Kenya 61 20 63,324 23 37 6,554* 19 64 63,805 NOTE: For Zambia, 2003 data are provided instead of 2005 data. * For Tanzania and Kenya, the 1997 network data covers only a section of the network ported by SSATP through the development to transport professionals through the SSATP and delivery of tools such as the Roads Eco- website. During the year 2006, there were 700 nomic Decision (RED) Model and the Per- consultations on RED. formance Assessment Model (PAM) which At the regional level, a major effort has been have been taken up by SSATP members. put into supporting the sub-regional associa- Uganda, with SSATP support, adopted both tions: the Association of African Road Manag- models for road maintenance planning in 2001 ers and Partners (AGEPAR); the African Road and 2003, respectively. The Program is cur- Maintenance Funds Association (ARMFA); rently finalizing the development of a model and, most recently, the Association of Southern called Road Network Evaluation Tools African National Road Agencies (ASANRA). A (RONET). The tools enable the capturing and Memorandum of Understanding between 4 Two Decades of Road Sector Reforms SSATP and ASANRA was signed, which led to (i) Assessment on a case-by case basis: The the development of a partnership work pro- performance of second generation road funds gram to strengthen the capacity of the newly cannot be assessed solely by reference to theo- established road agencies. These associations ries but instead must be approached on case- are seen as providing the most promising by-case in light of local context and particu- agents for change and knowledge sharing with larly on existing fiscal arrangements. Country regard to driving forward institutional devel- progress varies widely and, although a country opment in the roads sub-sector in SSA. might have established a road fund, this does Strengthening the construction industry not necessarily mean that it is either fully effi- In few countries where road funds revenues cient, or fully autonomous. Several road funds have significantly increased following a recent were poorly designed and are far from meeting raise in the level of fuel levy (e.g. Tanzania), the second generation road funds conditions. This executing capacity of the local construction in- partially explains many structural problems dustry to absorb growing road maintenance that undermine their performance; work loads has become a pressing challenge. (ii) Governance and autonomy: More autonomy is one of the cornerstones of a more To address this challenge, SSATP has recently commercial approach to road management entered into a partnership with the Center for and financing. Road funds and road agencies the Development of Enterprises (CDE) to de- managers cannot behave commercially until velop and implement a 3-year capacity build- they are able to operate without interference in ing program (2007-2010) to improve road day-to-day management; network conditions in four pilot countries (Cameroun, Madagascar, Tanzania and Burk- (iii) Road user charges based principally on ina Faso). The program will build and fuel levy: Fuel levy is the principal means of strengthen the capacity of SMEs and local en- raising road user charges but the level of fuel gineering firms involved in road maintenance levy varies significantly from a country to an- projects and works. The objectives of this pro- other and the average is currently 8 and 7 US gram are of a high relevance to those set under cents/liter for petrol and diesel respectively. the DP2 and to the overall RMF agenda. Studies carried out using the RONET tool sug- gest that fuel levy would not normally be less One of the components will focus on training than 10 cents per liter to meet all maintenance SMEs on the management of Output and Per- needs. Very few countries have reached this formance-Based Road Contracts (OPRC) of level and although a majority of (11) countries maintenance works. The SSATP will facilitate report fuel levy at 8 cents per liter or better, and participate to the organization of a 3-day this is not enough in most cases to meet rou- workshop on OPRC contracts in each country. tine maintenance needs; (iv) Weak oversight: There are not many ex- Challenges amples of effective oversight boards. The board A significant progress has been made to ad- members have generally a weak understanding vance road sector reforms during the last two of second generation road funds principles, decades. The move towards full commerciali- particularly among private sector representa- zation of road management is however still fac- tives. This place them in a disadvantaged posi- ing the following challenges: tion for advocating their constituent interests and needs; 5 SSATP ANNUAL REPORT 2007 (v) Finance is not enough: In few countries and their capacity and effectiveness have devel- where second generation road funds are well oped least rapidly. Nevertheless, there are sub- established, their effectiveness is impeded by stantial good practices available. the inefficiency with which the available re- The move towards full commercialization of sources are used by the road administration. road management is gradual and requires con- Governments are reluctant to give up powers tinuous technical support to sensitize country and responsibilities to the new road agencies partners in order to overcome obstacles to ef- and their effectiveness and implementing ca- fective implementation of road sector reforms. pacity have developed least rapidly. This situa- tion may lead to a lack of credibility and sup- The SSATP will hand over to its partners the port to the road fund initiative. Unless a con- mission of mainstreaming road policy reform sistent effort is made to improve, the other that it has helped initiate and foster during two three pillars of the Road Management Initiative decades. The SSATP will complete its support ­ Management, Responsibility and Ownership to the regional transport associations (ARMFA, ­ the road funds initiative in SSA will be at risk; AGEPAR, etc) to become the prime promoters (vi) Road sector associations are to be sus- of reforms by focusing on peer learning tained to take over the implementing for through exchange of good practices among change role: Under the RMF activities, part- member countries and by delivering transport nership is promoted mainly through develop- policy knowledge and leveraging resources ing and implementing partnership work pro- from donors. Among the priority activities are grams with two regional sectoral associations. the following: SSATP has provided support for the creation of (i) Road funds restructuring: to meet sec- ARMFA and AGEPAR in 2003. Progress to- ond generation criteria a number of road funds wards the sustainability of ARMFA is being need restructuring in order to gain more ad- made but the association requires further sup- ministrative and financial autonomy. The Road port from SSATP to be gradually autonomous. Sector Associations could provide best experi- SSATP provided support to AGEPAR until ence to help revise the legislation to meet sec- 2006 and there is a need to revisit the partner- ond generation road funds criteria in some ship to identify common activities in line with countries; SSATP principles and objectives. SSATP is also (ii) Train road fund and agency board mem- developing relations with ASANRA. A partner- bers: There is a need to train new road board ship work program is developed and remains members and staff to better fulfill their role to be implemented. and responsibilities and to reap the benefits of international best practices and to effectively A Way Forward internalize the key lessons of experience; Sub-Saharan Africa countries are making a sig- (iii) Develop a communication strategy: A nificant progress towards securing road main- communication strategy to trigger political will tenance financing. The reforms are however (ministry of finance) and rally road users' sup- still relatively new, fragile and subject to politi- port to the road funds initiative. The develop- cal interferences. In most cases, the establish- ment of a communication strategy to negotiate ment of a road fund has not resolved the insuf- and diversify road tariffs was identified as a ficiency of funds for road maintenance. Most priority activity at the ARMFA AGM in Accra of the executing agencies are newly established (October 2006). This activity is directly linked 6 Two Decades of Road Sector Reforms to the development of a new version of take of road management tools. Review the RONET which will provide a relationship be- performance of the new road agencies to share tween country road maintenance needs and lessons, identify performance criteria and good road funds revenues; practices. Provide support for the establish- (iv) Improve the efficiency of road manage- ment of autonomous road agencies in Franco- ment: Clarify roles and responsibilities between phone Africa where only four road agencies the autonomous road agency and the parent have been established so far. ministry as well as mainstream the use and up- 7 Overview of the Long Term Development Plan and 2007 T he year 2007 marked the end of the road sector reforms and trade facilitation Long Term Development Plan measures. (LTDP, 2004-2007), which sought to The engagement of member countries and the anchor transport in poverty reduction. The RECs were remarkable. During the LTDP pe- LTDP remarkably strengthened SSATP's part- riod eight countries (Cape Verde, Congo Re- nership. The LTDP also saw road sector re- public, Democratic Republic of Congo, Leso- forms, and regional transport and trade facili- tho, Liberia, Namibia, Sierra Leone and Swazi- tation measures delivering results. land) joined the Program raising the country The 2007 work program implementation was membership to 35. All member countries were helpful to winding-up and consolidating the engaged in a wide range of transport policy de- initiatives started under the LTDP. It was also a velopment and promotion actions. Their en- transition period to the successor second de- gagement was strengthened by the designation velopment plan (DP2) of which preparation of national coordinators, who champion was the focus of SSATP partners. SSATP policy development initiatives. The Under LTDP, the SSATP partnership gained RECs through their transport coordination momentum. The engagement of African policy committee (REC-TCC), established under the makers was unparalleled. The African Union LTDP, promoted the adoption of trade facilita- (AU) and African ministers responsible for tion measures that helped to establish corridor transport led strategic policy development ini- coordination groups and observatories that tiatives by actively participating at continental have started delivering results. and program level strategic meetings. African The engagement of donors was encouraging. ministers, under the auspices of AU, adopted SSATP donor partners increasingly promoted MDG related transport indicators and targets. SSATP policy products through development Within the framework of SSATP annual meet- projects and government donor policy dia- ings and strategic meetings, African ministers logues. During LTDP, the participation of do- delivered policy directions and strategies that nor representatives in SSATP regular and stra- helped the transport sector to be more respon- tegic meetings not only increased, but created a sive to poverty reduction and strengthened real environment of a development partnership by allowing candid exchange of views and 9 SSATP ANNUAL REPORT 2007 adoption of common strategies. LTDP also saw these initiatives as core themes and delivered re-engagement of the UK and the move of Is- results. lamic Development Bank (IsDB) and African The SSATP Road Safety and Gender & Trans- Development Bank (AfDB), from passive to port initiatives created better understanding of active donors. the key issues and strategic focus areas. A gen- LTDP was designed to: der inclusion study, revealed that the involve- Anchor transport strategies in poverty re- ment of women, as well as consideration of duction; their specific demands in transport projects, is Promote sound road transport strategies better achieved when women participate at all instilling efficiency in the road sector, and stages of project development and when the Promote transport and trade facilitation projects intentionally encapsulate gender is- measures supporting Africa's integration sues. A separate road safety survey stressed on and trade competitiveness. the need to focus on: i) adopting a correct pol- icy framework, ii) sustainable financing, iii) The Plan delivered concrete results under each enforcement and iv) safety education. The of these core themes. The overarching theme, Road Safety initiative also created fora for good the Poverty Reduction and Transport Strategy practice dissemination and laid the foundation Review (PRTSR) moved from delivering rec- for the establishment of a Road Safety practi- ommendations, strengthening coherence be- tioners' network. tween the two strategies, to implementation. The 18 member countries which completed the Transport Data Management was one of the PRTS reviews, by end 2007, are engaged in flagships of LTDP. Over the last four years, promoting the recommendations of the re- SSATP developed indicators for transport sec- views at different level. In Central Africa, DR tor performance and support the production of Congo, Mali, Malawi, Senegal, and Rwanda, transport data in over 20 countries of which the review proposals shaped the way transport seven countries (Ghana, Ethiopia, Lesotho, is conceived in PRSs. In the other countries, Swaziland, Tanzania, DRC and Kenya) contin- the sensitization process initiated the demand ued with the process, the others are expected to to update transport strategies to be responsive follow suit. SSATP also developed a Transport to the changing development environment, Sector Data Management System (TSDM) to mainly serving the objectives of the SGPRSs facilitate the collection and production of data and the MDGs. on a sustainable way. Most importantly LTDP supported the adoption of MDGs related The process of anchoring transport in poverty transport indicators, used by many African reduction necessitates addressing crosscutting countries as a reference to measure the pro- issues affecting the rural and urban poor in Af- gress made by the transport sector in support- rica. It also requires making informed deci- ing the achievement of the MDGS. sions and conducting evidence-based policy dialogue. SSATP partners being well aware of The LTDP work in the areas of Road Manage- these requirements and above all the pressing ment and Financing (RMF) and Appropriate demand to overcome the challenges of Road Transport Services (ATS) boosted the reforms Safety, Gender and Data Management initiated in the road sector and established basic princi- the engagement of the Program in these areas. ples of changes in rural and urban transport. Following its partners demand, LTDP adopted Four road funds and four road agencies were 10 Overview of the Long Term Development Plan and 2007 established over the four years raising the ing) advanced from concept to reality and number of African countries with road funds started to instill practices to improve perform- and road agencies to 27 and 18 respectively. ance of transit corridors. The establishment of the funds and agencies is The corridor management initiative saw the making a difference in African road network emergence of the Central Corridor, linking the condition. The road condition in many African great lake countries to the port of Dar es Sa- countries has improved and further deteriora- laam. Further, the process of establishing cor- tion is halted. LTDP intensified RMF knowl- ridor management groups for the North-South edge creation and sharing. Corridor, serving DR Congo, Zambia, Zim- The LTDP work under rural and urban trans- babwe, Malawi and Botswana to Durban port, port promoted some of the values SSATP is the Bamako-Ouagadougou-Tema and Niamey- professing, "identifying knowledge gap in Ouagadougou-Lomé Corridors is in progress. transport policy and creating better under- The monitoring of regional transport corridors standing of key issues and policy options". A (observatory), which was the flagship initiative study on rural transport services promulgated of the LTDP transport and trade facilitation the characteristics of movement of goods and theme delivered remarkable results: reduction people in rural areas. It also showed the dismal in turnaround time of trucks along transit cor- state of motorized rural transport services, the ridors observed or the journey time from absence of regulatory frameworks and institu- Mombassa to Kampala reduced from 10 to 6 tional structures. Moreover, LTDP, through days. All RECs adopted or promoted conven- the African Rural Transport Association, pro- tions limiting road check-points and are calling moted knowledge helping improve mobility. on all the states to remove control posts. LTDP has accomplished remarkable tasks in Ghana and Burkina are taking the lead in consolidating and disseminating urban trans- adopting pragmatic measures to reduce barri- port knowledge. The urban transport services ers. Most importantly, better understanding of provision practices and challenges are synthe- the key constraints to transport movement was sized and strategic options to improve service created and measures to remove barriers were provision outlined. Concrete proposals to im- extensively disseminated. prove institutional, financial, and regulatory On the other hand, the border post monitoring frameworks in large African cities were deliv- works at Beit Bridge and Chirundu, and the ered. LTDP spearheaded the process of creat- sensitization related to Cinkansé initiated the ing better understanding of the impact of establishment of one-stop border posts. Activi- transport on urban poverty reduction. It cre- ties to establish such posts were launched at ated fora to debate on urban transport issues, Malaba (Kenya/Uganda), Paga (Ghana which facilitated the development of common /Burkina), Heremakono (Mali/Burkina) and objectives addressing the challenges involved, Mousalé (Senegal/Mali). including the promotion of mass transport sys- tems development in African cities. The transport & trade facilitation initiatives were adopted as NEPAD/AU flagship project Transport and Trade Facilitation is a theme and are constituted as transport facilitation where LTDP made significant progress. The component of NEPAD's Infrastructure Me- initiatives related to corridor management and dium to Long Term Strategic Framework. observatories/ (corridor performance monitor- LTDP's initiatives were also recognized as in- 11 SSATP ANNUAL REPORT 2007 struments for the implementation of the Al- disbursement was about $18.3 million. The maty Declaration. remaining sum is applied to the successor plan. When the achievements of LTDP are evaluated The contributions were made by the European based on the outputs1 defined at the outset Commission, which accounted for 50 percent SSATP has met the expectation of its partners. of the support, followed by Sweden, Norway, LTDP achieved its objectives by setting strate- Denmark, Ireland, France, United Kingdom gic framework for its actions, strengthening its and the Islamic Development Bank. The World network and reorienting its program manage- Bank and UNECA contributed in kind while ment approach. The financial support from its the African Development Bank availed funds donor partners was a critical factor for the suc- direct to the beneficiary for an activity under cess of the Program. SSATP partners are in- the LTDP. creasingly moving towards a programmatic The 2007 Work Program focused on consoli- approach through the development of inte- dating the results of the initiatives reported grated transport sector strategies. The Program under LTDP accomplishment above. The moved towards convergence of its compo- works during the year included support to nents, principally led by the overarching PRTSR countries, advising countries establish- theme, the PRTSR, which was inclusive and ing and restructuring road funds and agencies, indicative of the importance of all the compo- consolidating the knowledge base on urban nents in addressing poverty reduction issues. transport, delivering training on rural roads LTDP strengthened the network through the material and support to the REC-TCC in pro- establishment of SSATP coordination func- moting trade facilitation measures. tions promoting policy development initiatives The formulation of the DP2 was a major un- in member countries and creating the forum dertaking in 2007. Developed in a participatory for engagement of key stakeholders. Currently manner, it provides the framework for core ac- all member countries have designated national tion to be carried out over a four-year period coordinators or contact persons. 2008-2011, focusing on: On the other hand, the LTDP adopted a decen- Developing transport strategies facilitating tralized program management approach by economic growth, poverty reduction and posting Regional Coordinators, which achieving the MDGs strengthened Africa-based program manage- Promoting sound transport services and ment, as well as improved communication infrastructure management strategies im- with member countries and RECs. proving access of the rural and urban Financial flows were sufficient to undertake the poor to economic opportunities and social LTDP activities. The total amount contributed services over the four years was about $20 million while Promoting the adoption of trade facilita- tion measures in transit transport corridors 1 LTDP outputs: i) promoting SSATP program ap- serving Africa's landlocked countries proach; ii) stakeholders engaged in ensuring coher- Promoting knowledge and good practices ence between transport and poverty reduction strategies; iii) adoption of institutional development in Road Safety, Data Management, Climate and financing strategies in the road sector; iv) adop- Change and Governance tion of trade and transport facilitation measures; and v) increased African based program manage- ment. 12 SSATP Policy Development and Promotion Actions Responsive Transport Strategies (RTS) R esponsive Transport Strategies con- holders that the first generation of Poverty Re- tinued to be the overarching theme of duction Strategies (PRS) did not pay appropri- the LTDP, involved in anchoring ate attention to the effects of transport patterns transport strategies in poverty reduction. The on poverty and economic growth. Conse- principal initiatives of the RTS theme, designed quently, national transport strategies were of- to deliver on output 1 (promoting a program- ten not well aligned with PRSs despite the matic approach and output 2 (ensure coher- common aim of both processes to reduce pov- ence between transport and poverty reduction erty and foster broad-based economic growth. strategies) were: i) reviewing poverty reduction Improvements to both PRSs and transport and transport strategy (PRTSR) and imple- strategies were therefore required, not only in menting the recommendations of the reviews, policy and strategy documents, but also in the ii) increasing the recognition of the contribu- implementation of those policies and strate- tion of transport in achieving the MDGs, iii) gies, and in operational programs. mainstreaming cross-cutting issues in trans- Quite deliberately, the LTDP (2004-2007) port strategies, iv) improving transport data therefore, sought to anchor national transport management, and v) promoting SSATP coor- strategies firmly in national poverty reduction dination functions. strategies, using a participatory process that Poverty Reduction Transport Strategy enabled country stakeholders to review and Reviews adapt their poverty reduction and transport strategies. In order to provide guidance for the Achievements under the LTDP process, the SSATP developed a practicable method for undertaking a comparative analysis Country PRTS Reviews of transport sector and poverty reduction Poverty Reduction Transport Strategy Reviews strategies. The PRTSR approach focused on were the predominant activity under the LTDP two fundamental questions: (2004-2007). The reviews'objectives were to Does the national poverty reduction strat- address a concern expressed by SSATP stake- egy provide a sufficiently clear framework 13 SSATP ANNUAL REPORT 2007 Box 2: Notes on Implementation of PRTSR Recommendations Several countries have processed and imple- mented recommendations from the PRTSR: Malawi ­ A Example of how PRTSR output was used Central Africa: recommendations are being inte- In Malawi, the PRTSR was completed in early 2005. It identified high grated into the national transport strategy and transport costs and neglect of rural transport services as major con- PRS documents. straints to marketing of agro products, with consequent impact on rural DR Congo has prepared a national investment development. The Malawi Growth and Development Strategy (MGDS), plan for the transport sector based on the PRTSR initiated in late 2005, utilized the PRTSR process and results. The final and the government has allocated resources to MGDs identifies infrastructure as one of the five pillars of the growth support SSATP activities. strategy. Within infrastructure, transport is recognized as a prerequisite Mali and Senegal - recommendations are incor- for growth and poverty reduction. The strategy requires the transport porated in the review of second generation PRSs. sector to deliver: Mali has also factored the recommendations in Improved mobility and accessibility to facilitate continued devel- the medium term investment framework for opment in rural areas; transport. Improved mobility and accessibility of rural communities to goods Cameroon has submitted recommendations to and services in the rural areas at low cost to the economy; and the Government for approval. Improved multi-modal transport services, including obtaining Uganda, recommendations have been made both smooth carriage of cargo in one transport chain, along regional corri- dors on Transport Policy and for the Poverty Eradica- tion Action Plan to the relevant Ministries. These await approval. Ethiopia, only recently completed the review and the findings on the transport sector have been factored into the new Transport Sector Master Plan being finalized. Lesotho, recommendations from the PRTSR were included in the recently completed Transport Sector Policy. Rwanda, one of the pilot countries, recommendations have been included in the redrafting of the second generation PRS. Recommendations from the PRTSR in Swaziland have been submitted to the Government. However it is already agreed that where new legislation is not required for the changes proposed, these changes will be made. Tanzania was also one of the pilot countries. The recommendations of the PRTSR have not been formally approved. How- ever, members of the steering committee have been involved in the drafting of the National Transport Policy. The fact that the outcome of the PRTSR has not been endorsed does not mean that they are not acted upon. They are included in the on- going broader discussions for instance in relation to the development of the 10 year transport investment plan and the pro- posals emanating from the Poverty Focus Group in Government. to orient transport sector strategies? If not, countries had completed reviews and identified what changes are required? the actions needed to better connect transport Does the strategy for the transport sector strategies with poverty reduction; the countries take fully into account the goals and priori- that completed reviews are: Burkina Faso, ties of the poverty reduction strategy? If Cameroon, Central African Republic, Côte not, what changes are required? d'Ivoire, DR Congo, Ethiopia, Guinea, Kenya, Lesotho, Malawi, Mali, Rwanda, Senegal, Swa- Country-by-country reviews started in 2003 in ziland, Tanzania, Uganda, Zambia, and Zim- three pilot countries: Guinea, Rwanda and babwe. Tanzania. By end 2007, 18 SSATP partner 14 SSATP Policy Development and Promotion Actions Box 3: Potential of Participatory Approach in Developing Transport Sector Programs The recommendations from the PRTSRs require comprehensive pro-poor intervention measures. Such a response would dovetail with the increasing demands for the formulation of comprehensive sector strategies that are coherent with national development strategies. Sector development programs, which come in different forms, are characterized by a few key princi- ples: they are country owned, with a common goal of improving efficiency and effectiveness with which internal and external resources are utilized; and, are a process embodying on-going improvements over time. They seek to: broaden ownership by countries over decision-making with respect to policy, strat- egy and sectoral spending, increase coherence between sectoral policy, spending and results through greater transparency, wider dialogue and ensuring a comprehensive view of the sector; A systematic approach to the development of comprehensive transport sector programs is important. The approach would generally have three main components: establishing a mechanism to coordinate the development process, typically led by a Steering Group that would allow dialogue between the key stakeholders and development partners; clarifying the goal of the program in a clear policy, making a distinction between the roles of the players in regulatory and service delivery aspects; and developing the program including an expenditure framework and performance monitoring system to measure progress towards achieving sectoral objectives. The participatory approach as used in the PRTSR process has proved effective in addressing elements of the above, especially in terms of broadening ownership and attaining a comprehensive view of the transport sector. The PRTSR process has, therefore, created some of the pre- and facilitating conditions for the development of transport sector programs. The PRTSR Steering and Stakeholder Groups pro- vide a core group of stakeholders who would be able to articulate the challenges that face, and oppor- tunities that exist, for the transport sector to contribute effectively to poverty reduction initiatives and for the other sectors to also develop complementary sectoral responses. Influence of the PRTSR In most of the countries that have completed reviews, the PRTSR has influenced the way To what extent has the PRTSR influenced pol- transport is conceived in second generation icy? The reviews had major influence on high poverty reduction strategies (SGPRS). It in- level transport policy in Sub-Saharan Africa, stilled a process of creating coherence between with the Ministers issuing the "Bamako Decla- transport and poverty reduction strategies. The ration", when they met during the SSATP an- process broadened the debate on the role of nual meeting in 2005. The first undertaking in transport in the economic and social develop- the Declaration was to "Implement the Poverty ment of the countries involved. Reduction-Transport Strategy Reviews, adopt the results, and incorporate them in national In 2006 the LTDP was subjected to an inde- poverty reduction and transport policies and pendent Output to Purpose Review (OPR). strategies". Given that 24 out of the 35 member countries were involved at some stage of the PRTSR 15 SSATP ANNUAL REPORT 2007 process, the reviews were a major component It is too early to assess whether the PRTSR pro- of the OPR. Overall, the OPR established that posals have resulted in reallocation of re- the reviews have raised awareness in the coun- sources, the attraction of donor funding or the tries of the relationship between transport and impact on the poor. These are some of the im- poverty reduction. Its ability to bring together portant indicators which will be assessed under participation from government agencies, the DP2. Nevertheless, given the large number of private sector and civil society was seen as a recommendations emanating from the reviews major strength in policy development. How- that have been acted upon, as shown in Box 2, ever, the poor representation of technical line it is clear that there is a need for wider recogni- ministries was identified as one of the major tion of the PRTSR outputs. Box 4: Participatory Approach in Developing a Catalytic role in policy development Road Safety Action Plan Sector program development. The PRTSR ap- Realizing the huge losses Zimbabwe faces due to proach has potential for being a tool to review road traffic accidents, in July 2005 various stake- and develop policies in several areas of trans- holders, led by the Ministry of Transport and port policy development. The following are Communications held a two day workshop to de- velop a strategic plan for road safety. The workshop some examples of the potential for the applica- was designed to elicit as much active stakeholder tion of the PRTSR approach. participation as possible. Several stakeholders, from The translation of PRSTR recommendations government ministries, research organizations, pri- vate sector, and civil society took part in the work- into investment decisions and plans has shop. The Metaplan technique as used in the emerged as one of the main challenges. In gen- PRTSR exercises was employed to obtain contribu- eral, several governments have not formally tions and the buy-in of the participants. adopted the recommendations and action As a result of the approach adopted, the various plans. However, some of the recommenda- stakeholders were able to define the roles that dif- tions, depending on the timing, have found ferent sectors could play to improve road safety in their way into revised transport policies and the country. A strategic plan which identified the roles the various stakeholders could all play was de- importantly into second generation PRSP. Still, veloped. there is a need for a mechanism to translate the recommendations into investment plans. weaknesses of the processes as they unfolded. The move by major donors towards sector The Output to Purpose Review (OPR) deter- programs has opened the way for using aspects mined that although it is difficult to say there of the PRTSR methodology in developing has been no influence on policy, what is clear is transport sector-wide programs (Box 3.). The that the approach has been more of a contribu- development of such programs based on the tor than a prime mover of policy development. PRTSR experience is to be the focus of DP2. This has been attributed to the level of profes- Facilitating the development of road safety sionals taking part in the process as some may policy. How the PRTSR approach facilitates not have been high up in the policy making hi- the development of road safety is demonstrated erarchy. In fact, some critics have argued that based on the application of the process in Zim- this lack of high level participation has com- babwe, as shown in Box 4. promised the credibility of the approach. Creating a participatory and sustainable policy development mechanism. The PRTSR ap- 16 SSATP Policy Development and Promotion Actions proach engages the stakeholders in a continu- tive SSATP involvement in transport policy ous process with a defined end result. It has development at national level. This will prove generated a dialogue between the transport and critical to the DP2. non transport sectors raising issues for both Summary of the achievements of the PRTSR parties generally not considered previously. initiative under LTDP The process has shown the benefits of having a sustainable policy dialogue mechanism at na- The achievements were evaluated based on the tional level, and member countries like Tanza- following Output Indicators related to the nia, Malawi and Nigeria have started adopting PRTSR: the principles. Completion of the analysis of the coher- ence between transport policies and Box 5: Notable Achievements and Impact of the PRTSR strategies and poverty reduction The PRTSR has emerged as a tool for participatory strategies policy development Number of recommendations being 18 countries have completed the PRTSR and four more countries are engaged in the review process. adopted by the country The reviews were helpful in creating coherence be- Level of effective participation of tween transport and poverty reduction strategies transport operators and key benefi- Six countries (Central African Republic, DRC, Ma- lawi, Mali, Rwanda and Senegal) have formulated a ciaries in the development of the SGPRS, well informed by the recommendation of PRTSR the PRTSR. The PRS of these countries have per- The details concerning achievements ceived transport as a priority sector and this shall influence budgetary allocation to transport were described in the previous sections Central African Republic, DRC, Ethiopia, Malawi, while the notable achievements are pre- Mali, Lesotho and Tanzania have integrated or sented in Box 5. started integrating the PRTSR recommendations in the national transport policies and strategies. This Over the course of the review process shall allow better allocation of the meager re- and implementation of the recommen- sources to transport activities impacting on pov- dations, the partners have noted the erty and deliver transport interventions needed by need to: the priority economic and social sectors of the PRS The process has increased the visibility of SSATP Strengthen the implementation of the recommendations and action plans emanating from the reviews as Increasing visibility of SSATP. As a result of well as monitoring the impact of the rec- the involvement of various sectors in discus- ommendations. sions on transport issues, the PRTSR exercise greatly increased the visibility of SSATP and Harmonize the timing of the PRTSR and strengthened SSATP coordination. The na- the updating of the PRS and the national tional coordinators were key to the execution transport strategies. of reviews in all PRTSR countries. The process Respond to the emerging demand for a gave stakeholders representing a wide range of PRTSR broad-based participatory ap- public, private and civil society institutions the proach for the design of other policies, no- opportunity to have better understanding of tably on road safety. In this regard, Zim- the values of the Program. These developments during the LTDP laid the groundwork for ac- 17 SSATP ANNUAL REPORT 2007 babwe has already experimented the ap- essential in strengthening the partnership of proach with impressive results. African countries. Ensure that countries consider the MDG- The LTDP advocated all the way for the pro- related transport indicators as bench marks motion of transport development supporting in their transport strategies and sector pro- the achievement of the MDGs. LTDP through grams. several national and regional workshops, its annual meetings and policy dialogue with deci- Achievements of the 2007 work program sion makers sensitized key transport and non The activities under the 2007 work program transport stakeholders on the necessity of fo- sought to provide support for countries to cusing on transport interventions facilitating complete the PRTSR reviews. Three countries, the achievement of the MDGs. The center Burkina Faso, CAR and Ethiopia successfully piece of the SSATP Brochure, developed under completed their reviews. Gambia was prepar- LTDP, is to sensitize policy makers, transport ing for the final workshop, Niger held two and non transport actors to dedicate resources workshops during the year and is due to com- for interventions supporting the MDGs. plete its review in 2008 while Benin, Mozam- bique and Chad are expected to execute their reviews in 2008, with support from the Islamic Development Bank. Given that 18 countries had completed the process and some are mak- ing preparations to execute reviews, the PRTSR becomes one of the few SSATP activities im- plemented in nearly all partner countries. Summary of the achievements of the PRTSR initiative in 2007 is presented in table 2. A PRTS review group work in Ethiopia Transport and the MDGs One of the visible contributions of LTDP in SSATP actions under the LTDP were fully con- linking transport to the MDGs was its facilita- sistent with Africa's policy development initia- tion role in the development of MDGs related tives facilitating the achievements of the transport indicators. MDGs. The PRTSR was instrumental in creat- At the outset of LTDP, a Ministerial Advisory ing coherence between transport and national Group that met during the SSATP Annual poverty reduction strategies, lead instruments Meeting in Addis Ababa, in September 2004, to achieving the MDGs. The core thematic ac- flagged up the urgent need to obtain recogni- tions of LTDP delivered strategies that improve tion of the role of transport in achieving the rural access facilitating the increase in agricul- MDGs. As a result of this call, strengthening tural productivity and promote the provision the link between transport and the MDGs be- of affordable transport services allowing access came a priority for SSATP. Following this, to the rural and urban poor to social services SSATP in partnership with UNECA, AU, and economic opportunities. The LTDP trans- AfDB, the World Bank and the RECs prepared port and trade facilitation initiatives, which a discussion paper on current thinking and evi- served as NEPAD/AU flagship projects, were dence of the impact of transport on poverty reduction and the MDGs. A number of case 18 SSATP Policy Development and Promotion Actions studies of positive transport related outcomes transport convened under the auspices of the from SSATP member countries were incorpo- African Union, on 6 April 2005, adopted rated into this work. The paper proposed a MDGs related transport indicators (shown in number of transport related targets and indica- Table 3) and targets. The outcome of the meet- tors relevant to the MDGs and provided the ing was endorsed by African heads of state basis for the deliberations of the subsequent submit of July 2005 and fed into the MDGs re- experts and ministers meeting. Consequently, view process led by the UN. the meeting of the ministers responsible for Table 2: Summary of Achievements ­ PRTSR 2007 Planned Activities 2007 Achievements Challenges and recommendations for DP2 Complete PRTSR reviews: Gambia, Burk- Reviews completed in Burkina Faso, CAR, Close the PRTSR initiative ina Faso, Burundi, CAR, Ethiopia, Niger, Ethiopia and Gambia and started in Niger. Cultivate stronger engagement with pilot Mozambique, Chad Preparatory steps still ongoing in the other countries to successfully and speedily develop countries. sector strategies Pilot use of participatory approach in Zimbabwe, Mali and Senegal independ- Support better implementation for action transport program or policy finalization in ently and successfully reviewed draft na- plans Swaziland (with ECA) or Zimbabwe (with tional transport policy. Swaziland, DRC Develop guidance materials on the develop- World Bank) respectively and Burkina Faso were selected as pilot ment of transport sector strategies countries for the development of a trans- port sector strategy under DP2. 19 Table 3: Transport Interventions Facilitating the Achievement of the MDGs MDG Transport Interventions Supporting the MDGs MDG 1 Proportion of rural population within 2 km of an all season road Eradication of extreme % Reduction of travel and vehicle turnaround time poverty and hunger % Increased productivity in agricultural and economic activities % Increase in employment opportunities and income generation from transport related activities % Reduction in passenger fares (passenger/kilometer) % Reduction in unit goods transport cost (ton/kilometer) Level of affordability of transport cost by the urban and rural poor % Increase in the use of intermediate means of transport ) Existence of sustainable financing mechanisms like Road Funds... % Increase in the proportion of roads in good and fair condition MDG 2 + 3 % of schools which have reliable access Universal primary edu- % of households which report constraints on education due to: cation and gender Lack of girls time for school equality Difficulty (cost) of access Poor quality of education service Lack of safe access to school MDG 4 + 5 % Health centers, clinics, with reliable rural access. Child health and % of households reporting constraints on access to health services because of: maternal mortality Distance Cost / difficulty of travel Poor quality health service Unit cost immunization / capita Unit cost / coverage of outreach services / capita % Emergency patients unable to reach health care in time: Expectant or postnatal mothers Children under 5 years MDG 6 HIV/AIDS prevalence among transport sector workers (public and private) HIV/AIDS, malaria and HIV/AIDS prevalence rate in transport affected communities other diseases Inter-country coordination of actions relating to AIDS in transport sector Rate of fatality (per million vehicles-km) Number of countries adopting road safety strategies MDG 7 % of households (in the various urban living environments) which report transport costs Environmental sustain- and time as major obstacles to employment ability % of households which report access as a major obstacle for essential services Environmental impact identified by audits of programs undertaken Number of countries banning sale of leaded petrol MDG 8 % reduction of missing links of the Trans-African Highways network & transit corridors Global partnership for % reduction in transport cost for landlocked countries development Proportion of countries that have reduced checkpoints along their main transit corridors to a maximum of 3 (between port and border of land-locked country). Proportion of countries that have reduced their border crossing time to OECD average. Proportion of countries that have reduced their port clearing time to OECD average Proportion of RECs with harmonized axle load limits Proportion of RECs with harmonized standards for vehicles Proportion of RECs that have harmonized road design standards Number of new connections between African countries established Number of products and volume of traffic of products transported by air % reduction in air transport fares 20 SSATP Policy Development and Promotion Actions Mainstreaming cross-cutting issues SSATP's engagement in this area was helpful in on: i) creating better understanding of the road creating better understanding of issues related safety situation in Africa, ii) supporting SSATP to gender and road safety, and identifying member countries to develop effective road strategies on how these issues could be main- safety policy, iii) disseminating good practices streamed in strategies and programs. and iv) establishing African road safety practi- tioners network. Women & transport initiative Within this framework, the SSATP conducted The Women & Transport initiative adopted an a road safety baseline in over 20 African coun- approach that enables to identify key issues re- tries. The survey provided an overall picture of lated to this aspect and promote strategies the road safety situation in the survey countries proved to be successful. Following this, a study and pointed out that African countries have to on gender inclusion in transport projects and focus on i) adopting a correct policy frame- programs was carried out in 2006, in three pi- work, ii) establishing effective institutional lot countries: Guinea, Malawi and Uganda; the framework, iii) creating a sustainable financing findings were promoted through SSATP com- mechanism, iv) continuously enforcing road munication media and network. The study safety regulations, and iv) fostering safety edu- noted that the involvement of women and con- cation. sideration of their specific demands in trans- port projects are better achieved when women The LTDP supported selected countries to re- participate in all stages of project development view or develop their national road safety pol- and when the projects intentionally encapsu- icy. In Uganda and Cameroon, the concept for late gender issues. The study also concluded proceeding with the development of a national that gender inclusion should be mandatory. road safety policy has been agreed upon. In line Among 10 projects evaluated under this study with this, SSATP and the country stakeholders the project implemented in Uganda, which had have adopted a conceptual framework for de- a clear objective of enhancing women partici- veloping a stand-alone policy using a participa- pation, had an inclusion rate of up to 32 per- tory approach. In Mozambique, the govern- cent compared to 3-5 percent in the other pro- ment has included the development of a stand- jects. alone policy using a participatory approach as one of its road safety activities for the PRISE In 2006, the women & transport group of (the country program for transport) covering SSATP established a virtual women and trans- 2007-2009. The PRISE will be financed by the port network to advocate for mainstreaming government, bi- and multilateral donors. the specific interests and demands of women in PRISE includes road safety investments of $3.7 transport. million. Road safety The LTDP disseminated good practices through series of regional workshops organized Road safety under LTDP in collaboration with regional and interna- The engagement of SSATP in road safety was tional RS institutions. The workshops provided highly demanded by its partners at the outset the opportunity for exchange of experiences of LTDP. Following this demand, SSATP among African practitioners and the process of launched a Road Safety initiative that focused establishing an African RS Practitioners Net- 21 SSATP ANNUAL REPORT 2007 work, which, among other things, would en- the country's capacity to deliver solid road hance dissemination of relevant information, is safety outcomes. Eight countries attended the in progress. workshop: Nigeria, Ghana, Burkina Faso, The thematic area of road safety is gradually Cameroon, Uganda, Lesotho, Swaziland and building a number of promising policy inter- Ethiopia. The workshop was also used as an ventions and the results will be delivered in the opportunity to share good practice experiences forthcoming years. and continue the discussion on the develop- ment of the African Road Safety parishioners' Road safety activities in 2007 network. During 2007, SSATP with global and regional The thematic area of road safety has slowly partners organized two major events on the been building up a number of promising policy continent in February and December 2007: the interventions and 2007 through 2008 will be Fourth African Road Safety Congress, organ- the time for results. The summary of the ized in conjunction with UNECA and WHO achievements of the Road Safety group in 2007 which drew 250 participants and ministers of is presented in Table 4. transport from the continent to review the progress made by African countries in improv- Achievements related to mainstreaming ing road safety and the development of na- cross-cutting issues (2004-2007) tional action plans. In collaboration with the The details of the achievements concerning World Bank's Global Road Safety Facility, Women & Transport and Road Safety are pre- SSATP delivered a workshop on the develop- sented in the previous sections while the sum- ment of participatory national road safety mary is contained in Box 6. plans by the process of conducting reviews of Box 6: Notable Achievements in Mainstreaming Cross-Cutting Issues Women & Transport Gender survey revealed the need for mandatory inclusion of women's interest and their par- ticipation at all stages of transport project development A Women & Transport network, leading on advocacy for the inclusion of women's interest in transport sector, is established Road Safety The road safety baseline survey has created a better understanding of key issues in Africa; ownership (absence or weakness of lead institutions) and enforcement appeared to be main concerns for the improvement of the road safety situation in Africa SSATP continued the sensitization of road safety stakeholders and initiated the establishment of African Road Safety practitioners' network Road Safety policy reviews applying the PRTSR approach initiated. Zimbabwe completed such a review and obtained good results. The approach shall be further tested in Cameroon, Uganda and Mozambique 22 SSATP Policy Development and Promotion Actions Table 4: Summary of Main Achievements ­ Road Safety Planned Activities 2007 Achievements 2007 Challenges and the Way Forward Support the preparation Joint organizers of Accra RS Conference in February 2007 in Seek consensus on how to create an of a national road safety partnership with UNECA AND WHO and support from African RS practitioners Network, for policy document SIDA and FIA foundation Africa by Africans. The Network can Road Safety Workshop took place in Addis Ababa outlining beside other things greatly enhance methodology for development of National Road Safety Policy dissemination of relevant RS informa- documents, focusing on the countries such as Uganda, Cam- tion. eroun, Lesotho where SSATP has started an interaction and Another including countries like Nigeria and Ghana where good prac- Present a SSATP discussion paper on tice examples of articulating their strategies could be shared the RS baseline survey done in 20 Uganda and Cameroon - the concept on developing a na- countries and dissemination of the tional road safety policy has been agreed. SSATP together same. with country stakeholders are working on development of a stand alone RS policy using participatory approaches. In Uganda the RS policy development is being done in col- laboration with the World Bank under the WB project. Mozambique - the government has included the develop- ment of a stand alone road safety policy using a participatory approach as one of their road safety activities for the PRISE (the governments own program for transport) covering 2007-2009. The PRISE will be financed by the government, bi- and multilateral donors Support the establishment Discussions continued at the Annual meetings and the RS The financing and institutional of an African road safety workshop but have been inconclusive. An email network of framework for the network remained practitioners network, hold African practitioners has been set up and is used as a source a challenge. A TOR has been devel- stakeholder workshop of information sharing and knowledge dissemination oped and will be shared with the net- work for comment. The committee set up will look at regional organiza- tions such as ARMFA and AGEPAR and see if there are opportunities to replicate their organizational set up. Complete and disseminate Analysis in progress to be completed in 2008 baseline survey Transport data management question of data production and management. It demonstrated the dire condition of transport Achievement under LTDP sector data management system (TSDMS) in The SSATP initiative on transport performance most of the participating countries. As a result, indicators was launched after the LTDP follow- the SSATP has used this initiative to create a ing the demand of the partners for developing momentum among participating countries to- a sound data management system that helps ward an improvement in their TSDMS. In- generate data and information for policy dia- depth discussions were held during various logue and facilitate decision-making. The col- fora, including two annual workshops that lation of transport related data allowed build- convened the initiative's national focal points. ing of experience and knowledge on the critical Those discussions led to the conclusion that 23 SSATP ANNUAL REPORT 2007 proactive support is needed to have opera- step will develop a system allowing an easy tional TSDMS that can deliver what is needed web-based update of the data and enabling for the design of fact-based policies, programs SSATP to manage a comprehensive and up to and projects as well as their monitoring. In re- date set of transport-related data in SSA. gards to indicators, SSATP promoted a num- A snapshot of the achievements of the Trans- ber of high and intermediary level indicators. port Data Management initiative is provided in However, the crux of the issue lays in the avail- Box 7. ability of transport related data delivery sys- tems. In the absence of such effective TSDMS, Transport data management in 2007 the discussion on indicators is pointless. The In 2007, the transport data collection and pro- SSATP thus chose in its DP2 to orient its ac- duction process supported by SSATP faced a tion towards supporting the development of major downturn as its budget was limited to appropriate TSDMS. only five countries (Côte d'Ivoire, Gambia, In the same manner, benchmarking is deemed Uganda, Senegal and Sierra Leone). However, essential for better monitoring of the evolution the process has been picked up by four other of the transport sector. The first two cycles (as countries (Ghana, Ethiopia, Lesotho, and Swa- ziland), which are currently pro- Box 7: Notable Achievements in Transport Data Management ducing data through local resources or donor support. The two main A list of transport-related indicators established along with their definition and collection methodology activities, in 2007, were the produc- Two cycles of national data have been collated in 16 SSA tion of draft Guidelines for estab- countries (first cycle is completed in 20 countries) and a third lishing appropriate and sustainable cycle was conducted in five countries transport sector data management Some member countries (Ghana, Ethiopia, Lesotho, Swazi- systems and the development of a land, Tanzania, DRC, Kenya) are producing transport data web-based database that would in- using local resources or through donor funded projects clude all data collated through the Guidelines for establishing Transport Sector Data Manage- SSATP initiative since its inception. ment System (TSDMS) developed Web based data production system introduced The guidelines aim at providing guidance to transport policy mak- ers and project and program de- well as the partial third cycle) provided a start- signers for the setup of a Transport Sector Data ing point as normalized data were collated management System (TSDMS) that will sus- from participating countries. These data have tainably deliver reliable data required for fact- been circulated within the World Bank on an based policy design and for program and pro- ad hoc basis. The next step will be to dissemi- ject monitoring. These guidelines were based nate those data widely. The SSATP initiated the on experience gathered during the first two cy- data transfer into the World Bank's Data De- cles of the initiative as well as the result of the velopment Platform (DDP), a web-based solu- institutional assessment of TDSMS in five SSA tion which holds all public data of the World countries initiated and supervised by the Bank and is easily accessible to the public SSATP in 2006. through the internet. Although this transfer faced some technical challenges, data should be The TSDMS institutional assessment was con- made available to the public in 2008. The next ducted in five countries (Niger, Cameroon, 24 SSATP Policy Development and Promotion Actions Ethiopia, Uganda and Sierra Leone). A report well, SSATP will focus on production of data including detailed information about the status on the MDGs related transport indicators. of the TSDMS with relevant and specific rec- The summary of the achievements in 2007 re- ommendations was produced for each country. lated to Transport Data Management is pre- These reports were disseminated to govern- sented in Table 5. ment representatives as well as their partners with the expectation that suggested recom- The programmatic approach and SSATP co- mendations will be taken forward through up- ordination coming projects. Establishing an effective SSATP coordination The transfer of SSATP transport data to the function at country and regional level and World Bank's Development Data Platform adoption of a programmatic approach were the aims at increasing visibility and generating premises for the achievement of the LTDP ob- momentum for the use of data both in the jectives. countries and among partners. The transfer The SSATP program approach was led by two process started in June 2007 with the creation principles. First, ensuring convergence of the Table 5: Summary of Main Achievements ­ Transport Data Management Planned activities 2007 Achievements 2007 Challenges and the way forward 3rd cycle data production The five countries produced data Countries and donor partners should in- in selected countries with the support of SSATP. crease their engagement in the production Ghana, Ethiopia, Lesotho, Swazi- of transport data through country devel- land, Tanzania, DRC, Kenya con- opment resources tinued producing transport data There is a need to focus on production of data relevant to the MDGs related transport indicators Transport data manage- Guidelines for Transport Sector Adoption of the system in member coun- ment guideline Data Management System pro- tries needs attention of policy makers and duced donors Web based database to The web based data production Countries should be encouraged to provide manage and disseminate system is launched data online data collected through indicator initiative Need to focus on MDGs related transport indicators of the database itself. However, the data con- thematic components within SSATP to serve version process faced some technical difficul- the overall objective of anchoring transport in ties and the project incurred some delays. It is poverty reduction and also of promoting an now expected that this database be publicly integrated transport policy and strategy devel- available by mid 2008. This web-based data- opment approach with harmonized thematic base will also include the "third" cycle of data initiatives at national level. that was collated in 2007. Some countries have In regards to ensuring convergence of compo- initiated such collation either by themselves or nents, SSATP has made significant progress. through donor support and SSATP will en- For example, the PRTSR initiative was not only courage these countries to be active participant helpful in linking transport strategies to pov- of the web based data production system. As erty reduction, but instrumental in recognizing 25 SSATP ANNUAL REPORT 2007 that the existing transport strategies are defi- civil society, which played a central role in the cient in addressing issues related to transport process of ensuring coherence of the thematic services and cross-cutting issues. On the other level interventions. Eight member countries, hand, specific thematic initiatives, such as the Niger, Malawi, the Gambia, Chad, Nigeria, urban transport study in Douala and Conakry Senegal, Mali and Uganda, have established a was exemplary in showing the impact of the broad based SSATP coordination team. inadequate transport services on the lively The coordination function is playing an im- hood of the urban poor and identifying trans- portant role in the establishment of a sustain- port interventions to overcome the challenges. able policy dialogue form. In 2006, the coordi- At national level, LTDP through the PRTSR nators have set out the framework for such a process promoted the development of com- mechanism by outlining the composition and prehensive pro-poor, pro-growth transport role of a Transport Policy Advisory Group strategies that encapsulate transport services, (TPAG) that member countries have to estab- infrastructure development and cross-cutting lish in order to enhance policy dialogue in a issues. In this regard, some SSATP member structured and sustainable way. In this regard, countries, Burkina Faso, Central African Re- ministries responsible for transport policy are public, DR Congo, Malawi, Mozambique, Swa- encouraged to establish a TPAG comprising ziland, have started or preparing to launch a key stakeholders: civil society, private sector, process of developing such strategies. permanent secretaries of key ministries and as- Over the LTDP period, member countries sociations of local governments. The group made significant progress in the establishment primarily consults or advises the ministry on of unified SSATP coordination function. All core policy development and implementation countries have designated a national coordina- issues by bringing the views of the public into tor or a focal person to facilitate the implemen- the process. tation of policy activities and coordinate the Some countries have developed a participatory thematic based policy promotion initiatives. mechanism for policy dialogue and the na- The national coordinators played a central role tional coordinators are building on the local in anchoring SSATP activities in the overall na- experiences and promoting the establishment tional transport policy development process. of a TPAG. Nigeria, Malawi and Tanzania have They facilitated the PRTS reviews and pro- already put in place such a mechanism. moted the mainstreaming of the recommenda- During the LTDP, the national coordinators tions in the PRS and national transport strat- have developed a concept note showing the egy. The coordinators served as a focal point in guiding principles for the coordination func- linking SSATP thematic activities to the sub- tion. The note builds on the experience of the sectoral initiatives. The role of the coordinators coordination functions in SSATP member in mainstreaming good practices and knowl- countries and provides: edge generated at regional level in national pol- SSATP's new strategic direction icy dialogues and policy development processes Core functions of the SSATP coordination was unparalleled. function (ToR for national coordinators) The coordinators promoted the establishment Indicators for coordination function per- of SSATP coordination team, consisting of all formance thematic coordinators, the private sector and 26 SSATP Policy Development and Promotion Actions Strategies for strengthening the coordina- The major achievements in the promotion of a tion function programmatic approach and SSATP coordina- Modes-operandi for the coordination tion are presented in Box 8. function Box 8: Achievements in Promoting a Programmatic Approach and SSATP Coordination Burkina Faso, Central African Republic, DR Congo, Malawi, Mozambique, Swaziland and other more countries have started or preparing to launch a process of developing integrated pro-growth, pro-poor transport strategies. All member countries have designated a national coordinator or a focal person Eight countries have established SSATP coordination team Three countries have in place a transport policy dialogue forum SSATP with the intensive participation of the national coordinators has prepared a coordination function concept note that provides the framework for establishing and strengthening the coordi- nation function SSATP coordinators are facilitating the development of national transport policies and strategies consistent with good practices in Africa 27 SSATP ANNUAL REPORT 2007 Table 6: Highlights of SSATP Coordination Functions in Member Countries in 2007 Country Highlights of functions Benin - Official request from Government of Benin Republic to SSATP for assistance to undertake the PRTSR analysis ­ 4 April 2007 - Official nomination of SSATP National Coordinator- Mr. Theodore GLELE by the Hon- orable Minister of Transport and Public Works 18 July 2007 - Joint Ministerial Decision (Ministries of Economic Affairs and Development & Transport and Public Works) on the setting up of Steering Committee for the PRTSR analysis with functions and responsibilities ­ 5 October 2007 - Consultations and selection of a local Facilitator and a service Provider ongoing - Launching of a study to draft Transport Sector Strategy Document with funding from EU Burkina Faso - Completed the PRTSR analysis - Integrated recommendations and action plan into PRS Burundi - The National Coordinator launched the first workshop on the PRTSR analysis on 14 Oc- tober 2007 Central African - Official designation of SSATP National Coordinator and decree establishing Steering Republic Committee for the PRTSR analysis, 10 July 2006 - Total mobilization of the people and government for the PRTSR analysis. The sensitiza- tion workshop was chaired by the honorable Prime Minister himself accompanied by 18 Cabinet Ministers on 13 August 2007 - The PRTSR analysis was completed with recommendations and action plan integrated into the national PRS and the Transport Strategy documents that were simultaneously un- der review -National Coordinator prepared and projected a 15-20 minutes documentary highlighting the difficulties of transportation and in particular on rural transport infrastructure and ser- vices in Central African Republic Cameroon - National Coordinator drafted and held discussions with the SSATP Team on TOR for the 2nd Generation Road Safety studies in Cameroon - Study of Road safety ongoing with assistance from the EU Côte d'Ivoire - The focal person continued coordinating SSATP activities while the process of formally designating a national coordinator is in progress; - The focal person and thematic coordinators supported studies related to promotion of the use of road infrastructure management tools and classification of primary and secondary road networks - The focal person representing SSATP and his parent ministry participated in the devel- opment of a national strategy enabling to achieve the MDGs DRC - SSATP National Coordinator officially designated Dec. 2006 and became effective from January 2007 - National Coordinator participated in the organization of donors conference on transport and National Investment Plan 28 SSATP Policy Development and Promotion Actions Table 6: Highlights of SSATP Coordination Functions in Member Countries in 2007 Country Highlights of functions - National Coordinator organized one sensitization workshop on transport for transporters unions , civil societies and the private sector - National Coordinator involved in the drafting of the Transport Strategy Document - An allocation of $120.000 made available to the National Coordinator for SSATP activities in DRC Ethiopia The National Coordinator, who is also the Chairman of the PRTSR Steering Group, effec- tively led the review process to a successful conclusion. Members of the Group are also ac- tively involved in the ongoing development of a transport master plan and have been pro- moting the adoption of some of the review findings Gambia - Consultations to terminate or complete the PRTSR Analysis in December 2007 Ghana - Involvement of the National Coordinator in the drafting of the National Transport Policy Document - Member of the drafting committee of Integrated Transport Plan - National Coordinator is in the committee lobbying for Parliamentary approval to estab- lish the legal status of the National Transit Facilitation Committees to undertake corridor facilitation activities Guinea - A new SSATP National Coordinator has been officially designated by the Minister of Transport on November 12, 2007. She is Mme Aissatou Gallis DIALLO, Head of Division for the Coordination of Transport in the Directorate of National Land Transport. Mali - Participation in the preparation and adoption of a National Transport Strategy favorable to the poor (Adoption on May 2007) - Participation in the preparation & adoption of a national rural transport strategy - Participation in the search for funds for the regional facilitation program with UEMOA Mozambique While an official National Coordinator has not yet been designated, Ana Nyampango, the National Director for Planning and Investment in the Ministry of Transport and Commu- nication has started playing an active role in the SSATP. She took part in the annual meet- ing in Ouagadougou and has started preparing for the reviews of the transport and poverty reduction strategies Niger - Undertook the first and second workshops on PRTSR -Impressive mobilization at the start of the Analysis of 4 Ministers and all the major Devel- opment Partners present in Niamey Nigeria - Official nomination of a new SSATP National Coordinator. (Mr. M.B. BABURA, Director of Transport Planning, Research and Development ) - Confirmation of SSATP Desk Officer, Ms Lauren BRAIDE (Tel: +234 9 234 74 93) Rwanda The National Coordinator, by virtue of his position in government, is involved in several developments in the transport sector including: institutional reforms, trade and transport facilitation, axle load control and road safety. The developments are taking place within the context of a comprehensive transport sector approach 29 SSATP ANNUAL REPORT 2007 Table 6: Highlights of SSATP Coordination Functions in Member Countries in 2007 Country Highlights of functions Senegal - National Coordinator is a member of the Committee that lobbied for the establishment of Road Funds on 10 November 2007 - National Facilitation Committee established on 15 June, 2007. National Coordinator is a member of the Facilitation Committee - NFC installed on 29 June 2007 National Coordinator organized 2 workshops for thematic groups (Road Safety, Urban Transport, Rural Transport and Road Management) Swaziland Swaziland is proposing the development of a comprehensive transport strategy. The Na- tional Coordinator is at the forefront of leading the preparations for such an activity, to be based on a participatory approach, similar to PRTSR Zambia The national Coordinator and the Regional Coordinator took part in the transport sector Joint Donor Forum held in August. The SSATP is now recognized as a partner in the high level dialogue that takes place between the government and the major transport sector do- nors. SSATP outputs are now directly presented to the two critical players Zimbabwe The National Coordinator took part in the workshop held to finalize the draft National Transport Policy. The finalization took into consideration the findings of the PRTS review. The refined draft is still awaiting approval by the government 30 SSATP Policy Development and Promotion Actions Road Management and Financing (RMF) Road Sector Reforms under LTDP quired the participation of key stakeholders The implementation of the successive Road clearly focusing on establishing sustainable Management and Financing annual work pro- mechanisms for financing road maintenance grams yielded outputs that contributed to and on improving the efficiency of road man- meeting the objectives set under the Long agement. A summary of the main RMF Term Development Plan, LTDP (2004-2007). achievements over the LTDP period is pre- In many cases the activity arrangements re- sented in the Box 9 below. Box 9: Summary of RMF Achievement over the LTDP Period (2004-2007) Second Generation Road Funds Four new road funds established: Senegal, DRC, Burkina Faso and Uganda Eight countries restructured road funds: Gabon, Benin, Madagascar, Niger, RCA, Malawi, Zambia and Sierra Leone A new road fund under establishment in Swaziland Autonomous Road Agencies/Authorities Five new road agencies established: Mali, Madagascar, Gambia and Uganda Four countries restructured road agencies: Senegal, Zambia, Malawi and Sierra Leone New road agencies under establishment in Kenya and Swaziland Capacity Building and Training RMF courses run for 4 consecutive years in Paris and Birmingham benefiting over 300 participants. African based RMF courses launched in Nairobi and Ouagadougou benefited 70 participants Workshops on LVSR and RED held in Mali, Nairobi and Accra for about 175 participants SSATP module introduced to a transport postgraduate course at the University of Yaoundé Strengthening Road Sector Regional Associations The African Road Maintenance Funds Association, ARMFA`s membership has increased from 16 to 26 members. ARMFA is recognized by major road sector organizations (AIPCR and IRF) and its Permanent Se- cretariat is being established and sustained. Partnership entered with ASANRA and joint Work program under discussion Support to AGEPAR provided through knowledge sharing Partnership with AFRICATIP is planned Policy Development Activities at National Level RMF provided direct support to enhance road sector reforms to more than 30 countries establishing or restructuring road funds and agencies Publications CD-ROMs on the legislations of road funds and road agencies produced and widely disseminated CD-ROMs on LVSR and RED disseminated Two Discussion Papers on road financing and management published and widely; disseminated at national and international transport events Development of RONET (Road Network Evaluation Tools) RMF-Matrix upgraded and updated Road management tools guide is being finalized and will be published by end of 2008 31 SSATP ANNUAL REPORT 2007 Sustaining road maintenance financing Improving the efficiency of road management One of the major SSATP achievements in the in SSA road sector reforms agenda is the development Over the LDPT period, SSATP has provided of a sustainable financing mechanism for road support to the establishment and restructuring maintenance works. of road agencies in many countries in SSA. It has helped establish new road agencies in Mali, The second generation road fund has become a Madagascar, Gambia, Kenya and Uganda and significant feature of road sector reform pro- restructure the road authorities of Zambia, grams in SSA. According Senegal, Malawi and Sierra Leone. to a recent review of the status of road sector pol- The creation of road agencies has however icy reforms in SSA (RMI lagged behind the creation of road funds, but Matrix 2006)2, there are at the pace of change has recently started to in- least 27 countries in SSA3 crease such that 16 countries have one in place. with road funds in place. Road Agencies in Uganda, Kenya and Mada- This number has shown a gascar are being established (the countries in substantial growth since light green on the map). The capacity and ef- 2000, mainly during the fectiveness of implementing agencies have de- LTDP period, and is likely to increase further veloped least rapidly, though there are signs of in the coming years. As a result of ongoing re- progress resulting from increased security of forms in West and Central Africa Senegal, finance on a multi-annual basis to maintain Burkina Faso and the Democratic Republic of continuous work programs and particularly in Congo are establishing second generation road respect of governments and private sector con- funds. Uganda, after being for many years the tracting capacity. only country in East Africa without a road fund (i) It is worth noting that most road agen- has recently established one. For comparison, cies and departments contract out 80 percent the number of road funds in SSA is signifi- or more of maintenance works; cantly greater than the total number of road (ii) Output-based maintenance contracts are funds in Asia, Latin America and Eastern gaining pace since 2004 when the first pilot Europe all together, where there is not a part- project was put into place in Chad. Currently nership program similar to SSATP. around twenty countries are experiencing or A recent assessment of the performance of are about to engage in these innovative con- these road funds shows that significant pro- tracts and this number is likely to rise in the gress has been made in securing stable flow of coming years with the increase of managerial funding for road maintenance (Box 10). capacity of local contractors; (iii) Despite continuation of limitations on overall funding, there is already evidence of in- creased efficiency in implementation resulting 2www.worldbank.org/afr/ssatp not from the availability of full funding for de- 3 Benin, Burundi, Cameroun, Congo Republic, sired programs but from the increased security Chad, Cape Verde, Côte d'Ivoire, Djibouti, Ethio- of a sufficiently high proportion of finance on pia, Gabon, Ghana, Guinea, Kenya, Lesotho, Mada- a multi-annual basis to maintain continuous gascar, Malawi, Mali, Mozambique, Namibia, Ni- ger, RCA, Rwanda, Tanzania, Togo, Zambia, Zanzi- bar and Zimbabwe 32 SSATP Policy Development and Promotion Actions work programs and to effect payments in a enhance road sector reforms in more than 30 timely fashion; countries establishing or restructuring road (iv) Empirical evidence suggests that where a funds and agencies. full set of road sector institutions is in place, RMF has provided support through country long-term declines in road quality have been visits, joint missions with donors' operation arrested and in some countries significantly re- programs and workshops. SSATP contribu- versed (Box 11). tions have enabled policy makers to have a bet- ter understanding of the objectives of institu- Box 10: SSATP Contribution to Sustaining Road Maintenance Financing in SSA Road funds have secured a more stable and predictable flow of funds for road maintenance. The results of the survey on road funds performance indicators show that on average, road funds have an amount of two months equivalent of road maintenance works as a minimum amount of cash available in their bank ac- counts. This does not imply that they raise enough revenues to meet maintenance needs. The results of financial audits indicate that in general, funding arrangements are more transparent than in the past and an increasing number of road funds now have considerable financial autonomy. They raise most of their revenues from road user charges and most of the proceeds are channeled directly to their bank account. Road funds allocate on average about 18 percent of their revenues to rural roads and 15 percent to urban roads. An increasing number of road funds are allocating up to one third of their revenues to the mainte- nance of rural roads (e.g. Ghana, Kenya, Namibia, Rwanda, Tanzania and Zambia). The time period for paying the undisputed contractors' bills varies from 5 to 90 days with an average time of 32 days. Road funds provide a basis for the development of local small-scale contractors (e.g. around 2,000 local contractors have been promoted in rural Tanzania). For comparison, the time difference be- tween the budget and road maintenance cycles in Burkina Faso, which has not established a road fund as yet, is currently around nine months and delays for paying contractors bills have reached one year. Overall, the road maintenance needs are becoming more visible. The creation of road funds has sustained a stable flow of funds for road maintenance. This should not imply that road funds raise sufficient revenues to meet all the assessed demands for maintenance but the reported fact of about one third of countries meeting routine maintenance needs on regular basis is a large improvement on the situation 10 or even 5 years ago, when making allowance for the financial pressure under which these countries are working Source: SSATP Discussion Paper No 6. September 2006 Direct support to countries undertaking road tional development and hence to engage in the sector reforms implementation of road sector reforms (Box 12). SSATP helped clarify details being impor- Development of transport policies can only be tant for key stakeholders, and as such be in- effective when providing adequate support to strumental for bringing the intended reforms road sector reforms implementation. At na- further. tional level, RMF provided direct support to 33 SSATP ANNUAL REPORT 2007 Box 11: Impact of Institutional Capacity on Road Conditions in Tanzania The Tanzania Road Fund Board reports a significant improvement in conditions of the trunk and regional road networks over the period 2001-2005 (Tanzania Road Board, 2006). The rapid improvement in road conditions in Tanzania cannot however be attributed to the funds generated by the Road Fund alone. The reversal of long- term decline in road quality requires a comprehensive road transport strategy and is seen as the result of a combination of three factors: The increase in the institutional capacity of the road sector through the establishment of a road fund in 1998 and a road agency in 2000; The increase in the financial and management capacity. Immediately after the establishment of the Road Fund and Road Agency, many donors and government road development programs were implemented. It is important to note that whereas the Road Fund budget for the Tanzanian National Roads Agency, TANROADS is about $50 million, the total value of works executed by TANROADS amount to more than three times as much; The increase in the execution capacity for the implementation of a stabilization strategy using a low cost spot improvement approach. The creation of the road fund has sustained a stable flow of funds for road maintenance and hence provided a basis for the development of local small-scale contractors. Source: Tanzania Road Board, 2006 RMF has contributed to the formulation and sive. SSATP continued to provide support to reviews of legislations and participated in the organization of the international RMF country processes for the establishment of road training courses at the University of Birming- funds in Burkina Faso, DRC, Senegal and ham and at the ENPC in Paris through which Uganda, and to restructure the road funds of SSATP has contributed to the training of some Madagascar (Box 13), Niger, Gabon and Benin. 70 participants per year from various countries SSATP has also provided direct support to es- in SSA. tablish a road agency in Madagascar and re- SSATP has conducted new RMF training structure the road agency in Senegal. The same courses in two regional training hubs in SSA. support was provided to Sierra Leone, Zambia, Regional course for French and English speak- Malawi and Kenya to establish road agencies ing countries were set up respectively in Oua- and transform their road fund board into a gadougou (Burkina Faso) and in Nairobi separate administration. (Kenya) with local training institutes. Each Capacity building & knowledge sharing course has attracted around 35 delegates from During the LTDP period, the activity on capac- 15 countries and over two weeks. ity building and training has been comprehen- 34 SSATP Policy Development and Promotion Actions Box 12: Role of SSATP in Advancing Road Sector Reforms (Burkina Faso) Burkina Faso implemented over the past 40 years three financing mechanisms for road maintenance and none of them has secured stable flow of funds for road maintenance on a sustainable basis. Road mainte- nance is currently financed through the national budget using the executing procedures (Circuit Informatisé de la Dépense).This mechanism has experienced the same shortfalls as the first generation road funds. The time gap between the budget and the maintenance cycles is 9 months and the delays in paying contractors bills have reached 12 months. SSATP has engaged in a policy dialogue with the Government of Burkina Faso for the establishment of a second generation road fund since 2005. Over the following two years, SSATP has undertaken joint missions with the World Bank to sensitize the key stakeholders on the need and the benefits of establishing a sustain- able financing mechanism for road maintenance works. SSATP held various meetings with the Ministers of Finance and of Infrastructure, the donors' community (AfDB, EU, MCA and BOAD) and UMEOA. The SSATP team gave a critical presentation to the Director of Budget to discuss in details the criteria of second generation road funds. SSATP has also reviewed the study on the establishment of a road fund and provided valuable comments and suggestions on the draft legislation. In June 2007, the SSATP was invited to participate to a stakeholders' workshop to discuss the draft bill estab- lishing the road fund. The workshop attracted around 100 participants representing transport sector institu- tions and organizations; Ministries of Finance and Commerce, civil society and representatives of munici- palities. The transport sector program coordinator who is also the SSATP National Coordinator partici- pated. The Minister of Budget opened the workshop and invited participants to discuss the decree before its final submission for approval to the Government. SSATP contributed to the workshop by sharing a presen- tation based on the experience gained in monitoring the establishment and performance of 27 road funds in SSA. A member of the Committee for the establishment of the road fund presented the draft bill and its status. The draft documents generated an intense debate on the composition of the road fund board, the designation of its chairperson, the eligibility of the expenditure and the collection mechanism of road tolls, the organization structure and the opportunity of having a technical department. SSATP met with the committee for the establishment of the road fund and provided support to revise the draft legislation in line with the recommendations of the workshop. The Council of Ministers of Burkina Faso adopted the decree for the establishment of a second generation Road Fund in 27 June 2007. Training courses to disseminate appropriate summary presentation of transport sector per- pavement technologies for low volume roads formance indicators which are particularly and the Model RED (Roads Economic Deci- relevant for measuring progress on implemen- sion) were organized in three regional work- tation of road management and financing re- shops in Bamako, Nairobi and Accra with forms. It was compiled based on a survey con- about 75 professionals from public and private ducted regularly among the 26 members of the sector representing 15 countries. Low Volume African Road Maintenance Funds Association, Sealed Roads, LVSR training material were ARMFA. The intention is to periodically up- widely disseminated through a CD-ROM of date the Matrix and improve its format and the SADC LVSR Guidelines together with some content in response to demand. Since the first other relevant case studies and documenta- version developed in 2003 (RMI-Matrix) fo- tions. cusing more on the performance of road funds, Under the SSATP/ARMFA partnership work the last version was expanded to include in- program an RMF-Matrix was produced and formation to measure the performance of road updated every year. The RMF Matrix is a management institutions (e.g. road mainte- nance programming). 35 SSATP ANNUAL REPORT 2007 Additional to CD-ROMs containing legisla- Box 13: Role of SSATP in Sharing Knowledge and tions of road funds and road agencies, SSATP in Sensitizing Policy Makers (e.g. Madagascar) published two discussion papers on road man- agement and financing in SSA. The most re- All countries have established a fuel levy as the cent paper on the performance of road funds main road funds revenues. For the majority (two in SSA was presented at the ARMFA Annual thirds) of road funds, 80 percent or more of user Meeting in Accra (October 2006). The objec- charges is in the form of fuel levy. Fuel levy is tive of the paper is to deepen the understand- also the principal means of raising revenues but ing of best practice in order to provide guid- not all countries have been successful in adjusting ance to countries setting up or restructuring the level to reflect maintenance needs. In Mada- their road funds. This paper was widely dis- gascar, road fund revenues are raised solely from seminated during a poster session at the Trans- a fuel levy, which was up to 2006 only 4 US port Research Board Annual Meeting, at cents/liter, one of the lowest levels of fuel levy in SITRASS Annual Meeting, at one of the learn- SSA. The level of fuel levy in Madagascar has ing sessions of the World Bank Transport Fo- never been revised since its initial level which rum and recently at the World Road Congress. was set at the creation of the road fund in 1998. In June 2006, SSATP was invited to participate to Road network management the African Road Congress organized in Antana- SSATP has recently prepared a road manage- narivo. The SSATP team made a presentation ment tools guide. The guide gives an overview which provided an overview of the performance of 15 selected tools for road infrastructure of road funds in SSA. The presentation was given management, and explains how they can assist in front of a large audience including the Minis- road authorities and contribute to road man- ter of Infrastructure of Madagascar. The presenta- agement. It captures, in a single document, tion provided useful information about the level important features of these tools, scattered and structure of road funds revenues in SSA around in various documents and on various which brought into the spot light the relative low websites. This overview document is aimed at level of the fuel level in Madagascar. Following politicians and high-level decision makers in the presentation, participants have voiced their road authorities and road agencies who may concerns on the level of funding of road mainte- not always have the necessary technical back- nance works to the Minister. The SSATP team ground or time for in-depth study, but for together with the donors' community particularly whom a basic understanding of these tools may the EU delegation of Madagascar have subse- be desirable, if not essential. By providing easy quently engaged in a policy dialogue with the access to basic information on these tools, the Minister and provided advice to revise the fuel document intends to promote their use and levy based on examples of good practices. uptake by SSATP partner countries. The design In October 2006, the Government of Madagascar and structure of the road management tools passed a complementary legislation (Décret inter- guide is such that it will be easily updatable and ministériel) which indexes the fuel levy to the extended to reflect ongoing experience. To this pump price. This has led to a 50 percent increase end, it is expected that the design shall make a of the road fund revenues. large use of standard tables and other con- trolled format styles which are easily added to. 36 SSATP Policy Development and Promotion Actions SSATP has, together with the World Bank sociation is making progress towards sustain- transport anchor, developed further the former ability. A Permanent Secretary funded jointly PAM (Performance Assessment) Model into a by ARMFA and the Road Fund of Cameroun tool called Road Network Evaluation Tools was established and a long term strategic plan (RONET), which will fill an important gap as a is being developed. tool for capturing and processing road network A Memorandum of Understanding between data into a results framework for sector moni- SSATP and ASANRA was signed and this has toring and for generating road program needs. led to the development of a partnership work The new model has two modules: (i) The Cur- program to strengthen the capacity of the rent Condition Assessment Module which newly established road agencies. summarizes network data like condition, utili- zation, asset values, and monitoring indicators RMF activities and achievement in 2007 and (ii) A Performance Assessment Model II In 2007, while maintaining the focus of (PAM II) which calculates road works distribu- strengthening road sector institutions, RMF tion, benefits to road users and to society, asset has widened the scope of the work program values, network condition and roughness, and within most of the sub-themes in line with the the corresponding budgets for different scenar- objectives set in the RMF 2007 Work Program: ios. 1. Improving data collection to assess the per- Four pilot countries, Ghana, Mozambique, formance and impacts of road manage- Tanzania and Uganda were involved in the ment and financing reforms; calibration and test running of the model, and 2. Sustaining ARMFA's activities; a case study report was prepared summarizing 3. Mainstreaming road management and fi- the pilot countries' experiences with it. The nancing arrangements, while maintaining first version of RONET was presented at the donor and country dialogues related to up- last SSATP Annual Meeting in Burkina Faso coming or ongoing reforms; and a new version which will link road mainte- 4. Strengthening relations with and promot- nance needs with road funds revenue will be ing the effectiveness of regional associa- released in 2008. This version will be used as a tions (AGEPAR and ASANRA); basis to develop a communication strategy to 5. Developing regional capacities for training negotiate and diversify road tariffs, trigger po- through anchoring RMF course programs litical will (ministry of Finance) and rally road in regional training hubs in SSA; users' support to the road fund initiative. 6. Management and financing arrangements Strengthening regional associations for rural transport infrastructure. SSATP/RMF has provided support to ARMFA, All the above planned activities could not all be for the implementation of three successive an- fully implemented (e.g. activity 5 and 6) due to nual partnership work programs over the the funding constraints. The RMF team has LTDP period. The Association continues to put more emphasis on the completion of the grow, and has reached 26 road fund members on-going activities (e.g. activity 1, 2, 3) than since its establishment in 2003 (Box 14). The initiating the implementation of new activities. association has recently joined PIARC and is In the last quarter of the 2007 RMF work pro- expected to play a substantial role in improving gram, SSATP started a new activity which is in the performance of road funds in SSA. The As- line with the one of the objectives set under the 37 SSATP ANNUAL REPORT 2007 Box 14: SSATP Contribution to Building Capacity of ARMFA SSATP is a demand driven transport policy program and its effectiveness de- pends very much on the level of involvement of its partners in identifying pri- ority activities. SSATP provided support for the establishment of the African Road Maintenance Funds Association ARMFA in 2003. ARMFA's main objec- tive is the promotion of second generation road funds. ARMFA provides the African Road Maintenance Funds their own platform for consultation and knowledge sharing and includes 26 members out of the 27 active road funds in SSA. ARMFA is recognized as a vital partner by PIARC and IRF. The move towards full commercialization of road management is gradual and requires technical sup- port to sensitize country partners in order to overcome obstacles to effective implementation of road sector reforms. SSATP is increasingly engaged in supporting the development of sound road reforms in SSA. SSATP provides support to help build the capacity of road sector practitioners through re- gional associations, notably ARMFA (wwww.armfa.org) and the Association of Southern African Na- tional Roads Agencies, ASANRA (www.asanra.int.mw). These associations are seen as providing the most promising agents for change and knowledge sharing with regard to driving forward institutional development in the roads sub-sector in SSA. new Development Plan. SSATP entered into a Development of a web-based data collection partnership with the Centre for the Develop- system ment of Enterprises, CDE to strengthen the ca- pacity of SMEs and local engineering firms in- The institutional arrangements for road sector volved in road maintenance projects and works reforms vary across countries. To identify good in four pilot SSA countries. SSATP has also practices which are supported by empirical taken part in major regional and international data on road network conditions has proven to transport events to share cutting edge transport be difficult. The analytical work on the institu- knowledge products. tional review of the performance of road funds and agencies has faced the same limitations in Improving data collection to assess the per- terms of providing sufficient empirical data for formance and impacts of road management drawing valid conclusions in terms of good and financing reforms practices. The current emphasis on improving The RMF team implemented this activity by the collection of data should be able to correct undertaking the following three sub-activities: the current situation. To this end, SSATP in collaboration with the Bank's Development (i) Development of a web-based data collec- Data Group has prepared a system for web- tion system; based data collection. The likely collection sys- (ii) Development of a user friendly model tem identified, and its integration with other for assessing road maintenance needs, RONET; data collected and made available by the Bank will improve the overall availability of sector (iii) Preparation of a road management tools data for various analyses related to the per- guide. formance of the sector and the extensive re- forms that have taken place. 38 SSATP Policy Development and Promotion Actions RONET, a user friendly model for assessing scattered around in various documents and on road maintenance needs various web sites. This overview document is The SSATP and the World Bank transport an- aimed at politicians and high-level decision chor developed further the former PAM-model makers in road authorities and road agencies (Performance Assessment Model) into a tool who may not always have the necessary techni- called Road Network Evaluation Tools cal background and/or time for in-depth study, (RONET), which will fill an important gap as a but for whom a basic understanding of these tool for capturing and processing road network tools may be desirable, if not essential. By pro- data into a results framework for sector moni- viding easy access to basic information on toring and for generating road program needs. these tools, the document intends to promote The tool presented during the 2007 SSATP their use and uptake by SSATP partner coun- AGM has two modules. (i) the Current Condi- tries. The design and structure of the road tion Assessment Module which summarizes management tool guide is such that it will be network data like condition, utilization, asset easily updatable and extended to reflect ongo- values, and monitoring indicators, and (ii) the ing experience. The team is also preparing a Performance Assessment Model II (PAM II) working paper to assess the constraints related which calculates road works distribution, bene- to the use and uptake of road management fits to road users and society, asset values, net- tools by the road administrations. work condition and roughness, as well as the Sustainability of ARMFA corresponding budgets for different road maintenance scenarios. Four pilot countries, RMF continued providing support to the Afri- Ghana, Mozambique, Tanzania and Uganda can Road Maintenance Funds Association in were involved in the calibration and test run- regards to: ning of the model, and a case study report was (i) the implementation of the 2007 SSATP- prepared summarizing the pilot countries' ex- ARMFA work program, and periences. (ii) the strengthening of ARMFA. During 2008, a new version will be developed Implementation of the 2007 SSATP-ARMFA to provide an interface between the road main- work program tenance needs assessment module and the Road User Charges Model, RUC. The new ver- The implementation of the 2007 SSATP- sion of RONET will provide a basis to develop ARMFA partnership work plan report shows a an overall communication strategy to negotiate steady progress of the following activities: and diversify road tariffs which should be ready Management of information and commu- for the 2008 ARMFA Annual Meeting. nication between members; A road management tools guide Up grading and up dating of the ARMFA website; An IT Consultant was hired SSATP is finalizing the preparation of a road (through ARMFA's funding) and the up- management tools guide. The tools guide gives grading of the website to become interac- an overview of 15 selected tools for road infra- tive is under way; structure management, and explains how they Update of the key performance indicators can assist road authorities and contribute to and of the RMI-Matrix 2007; road management. It captures, in a single Sensitization of new members and organi- document, important features of these tools, zation of study tours were organized for 39 SSATP ANNUAL REPORT 2007 Benin, Côte d'Ivoire, Ethiopia and Camer- has led to the creation of a second generation oun; road fund in October 2007. Regional focus groups established; DRC: Support provided to the DRC country The organization of the 2007 ARMFA's team to draft and strengthen the road fund leg- AGM and workshop in Madagascar. The islation (on-going). event attracted a large participation from inside and outside Africa. Madagascar: SSATP engaged in high level dia- logue to improve the road fund revenues Sustaining ARMFA through the increase of the fuel levy. This has In 2007, SSATP supported ARMFA to develop led to a 50% increase of the road fund reve- an appropriate framework to gradually sustain nues. Support to the creation of a road agency the association. A Permanent Secretary was by providing comments and advice on the leg- appointed and will be jointly financed by islation. SSATP has shared with the newly ap- ARMFA and the road fund of Cameroun; a pointed Managing Director of the Road long term development plan is being finalized Agency the organization structures of similar with the technical support of the RMF team. agencies already established in West Africa. The objective is to provide strategic directions The team has also provided guidance on the to the association and identify a set of priority procedure for human resources management. activities for the 2008-2011 period: main- Kenya: SSATP provided support and advice to streaming road management and financing ar- the reforms that are progressing in Kenya, and rangements, while maintaining donor and the legislation for three new road authorities country dialogues related to upcoming or on- for national, urban, and rural roads has just going reforms. been sent to the Parliament. Advice is still re- In 2007, SSATP provided direct country sup- quested for implementing the reforms, setting port to enhance road sector reforms in the fol- up the authorities and for institutional con- lowing countries: solidation of the road sub-sector. A successful 2-day workshop was held in Mombasa on May Burkina Faso: SSATP provides support to the 10-11 together with the Steering Committee establishment of a second generation road for the reforms consisting of members from fund. A joint mission with the country team several institutions. Based on the SSATP pres- has successfully engaged in a policy dialogue entation of issues related to establishing new and participated to a workshop to share good road authorities a detailed program for practi- practices based on the experience of road funds cal setting up, staffing, financing and transfer in SSA. The team was subsequently invited to of responsibilities to the new authorities was provide support to the revision of the draft leg- made. islation based on the workshop recommenda- tions, which led to the establishment of a road Uganda: SSATP has also provided support and fund in June 2007. advice to the creation of a roads authority and a road fund in Uganda. The authority bill Senegal: Support provided to the Senegal passed Parliament in May last year, and SSATP World Bank country team to strengthen the is now providing support for its practical es- road fund legislation and to advise the new or- tablishment. The road fund bill has been re- ganization structure of the road agency. This vised and revisited several times, but has not yet been forwarded to Parliament. SSATP par- 40 SSATP Policy Development and Promotion Actions ticipated in a joint meeting with the appointed gram are of a high relevance to the objectives Board of UNRA (Uganda National Roads Au- set under the DP2 and the overall RMF agenda. thority) and other stakeholders, and provided One of the components of the program will fo- comprehensive comments on the presented cus on training SMEs on the management of preparations in the meeting and under further Output-Based Contracts of road maintenance discussions with the staff and consultants man- works. SSATP will facilitate and participate to aging the process. the organization of a 3-day workshop on Sierra Leone, the Gambia and Swaziland: No OPRC contracts in each country. particular activity in terms of visits, but ex- The program for Cameroun was launched in change of documents, presentations and provi- January 2008. SSATP is a member of the pro- sion of examples from other countries. gram advisory committee which includes the Tanzania: Support is provided to discussions CDE, the Road Fund, the Department of roads, on restructuring the sector, in particular how the SMEs observatory and the EU delegation in the rural roads under local governments are Yaoundé. going to be organized. One of the proposals is to create a separate agency for rural roads, Knowledge sharing and SSATP visibility whereas another option is to combine the pro- SSATP participated to major regional and in- fessional environment in one roads authority. ternational transport events and shared cutting Similar contributions were made to advance edge knowledge on road sector reforms which road sector reforms through the restructuring contributed to raise the program visibility. of road funds in Tanzania, Cameroun, Benin Arusha Seminar: SSATP provided support to and Niger. the organization of a well attended (200 par- ticipants) international seminar on road fi- Strengthening relations with and promoting nancing and investments, which was organized the effectiveness of regional associations jointly with ARMFA and PIARC in Arusha on (AGEPAR and ASANRA) April 2007. The SSATP support consisted of SSATP and ASANRA have developed a part- the inputs of the SSATP/ARMFA coordinator nership work program which focuses on build- for the preparation and organization of the ing the capacity of managers and practitioners seminar and the participation of SSATP team of road agencies. member who gave a key note presentation. Strengthening the local construction industry World Road Congress: SSATP participated to the 23rd World Road Congress in September SSATP has recently entered into a partnership 2007 which attracted 5,000 participants world- with the Centre for the Development of Enter- wide. SSATP contributed to two sessions: prises, CDE to develop and implement a 3-year capacity building program (2007-2010) to im- i) A half day poster session on Innovative Fi- prove road network conditions in four pilot nancing for Sustainable Transportation Infra- countries (Cameroun, Madagascar, Tanzania structure. SSATP displayed the results of the and Burkina Faso). The program will build and review of road funds in SSA and shared the lat- strengthen the capacity of SMEs and local en- est SSATP material which included recent cop- gineering firms involved in road maintenance ies of publications on road management and projects and works. The objectives of this pro- financing, urban mobility and regional trans- port. Many delegates from all regions of the 41 SSATP ANNUAL REPORT 2007 world visited the poster sessions and that was TRB annual meeting: SSATP presented a paper an opportunity to provide more visibility to on the performance of road funds in SSA at the SSATP. 86th Transport Research Board annual meeting ii) SSATP also contributed to the Special Ses- and participated to a three-hour poster session sion on road management issues in developing to share the latest publications and raise SSATP countries through a presentation of the re- visibility. search findings on road management and fi- RMF training course and support to SITRASS: nancing in SSA. Representatives from the SSATP co-organized with the ENPC-Paris one Kenya Road Board and AGEPAR have also week training course which focused on road shared their country experiences. Similar pres- management issues. Representatives of franco- entations were made on road management in phone SSA countries with road agencies in Latin America by the World Bank and by rep- place attended the course (Senegal, Côte resentatives from the road fund of Nicaragua d'Ivoire, Mali and Madagascar). The course and CREAM (Argentina). program focused on issues related to procure- First conference of the AU Ministers responsi- ment, output-based contracts and road main- ble for road transport in Durban: The SSATP tenance financing. SSATP has also contributed participation and contribution was well re- to the yearly course program organized by ceived and was an opportunity to share SSATP SITRASS on a yearly basis at the University of experience on capacity building, road mainte- Lyon (Laboratoire de l'Économie des Transports, nance financing and most of all, to raise the LET). The course targets transport managers visibility of the Program. This has contributed and practitioners in SSA countries and every to the inclusion of three activities in the AU year 20 candidates are selected to attend the draft action plan: (i) stay the course towards course over one month period. SSATP con- second generation road funds (ii) the estab- tributed to the course by providing a one-day lishment of more autonomous road agencies lecture on the new strategic directions of the and (iii) the establishment of regional training DP2, performance of road funds in SSA, out- hubs in SSA and empowering road regional as- put-based contracts, planning and evaluation sociations. methods of rural transport infrastructure, the Model RED and institutional issues related to financing and management of rural roads. 42 SSATP Policy Development and Promotion Actions Table 7: Summary of Main Achievements ­ RMF Planned Activities 2007 Achievements 2007 Challenges and the Way Forward Improving data collection to SSATP in collaboration with the Bank's Development A follow up of the implementation of assess the performance and Data Group (DECDG) has prepared a system for web- the activities at country level is impacts of road management based data collection. The likely collection system was needed to sustain the initiative and and financing reforms identified, and its integration with other data collected to carry quality control of data. and made available by the Bank will improve the overall availability of sector data for various analyses related to the performance of the sector and the extensive reforms that have taken place. Sustaining ARMFA's activities A Permanent Secretary was appointed and will be jointly The finalization of the long term de- financed by ARMFA and the road fund of Cameroun and velopment plan is going through a a long term development plan is being finalized with the participatory process that will take us technical support of the RMF team. The objective is to to the next ARMF AGM in Maputo provide strategic directions to the association and identify (October 2008) a set of priority activities for the 2008-2012 Period. Preparation of a road man- SSATP is finalizing the preparation of a road management The guide will be disseminated in agement tools guide tools guide. The tools guide gives an overview of 15 se- major transport events. lected tools for road infrastructure management, and ex- plains how they can assist road authorities and contribute to road management. It captures, in a single document, important features of these tools, scattered around in vari- ous documents and on various websites Development of a user friendly The SSATP/RMF and the World Bank transport anchor A new version of RONET is under model for assessing road main- developed further the former PAM-model (Performance preparation. It will provide an inter- tenance needs, RONET Assessment Model) into a tool called Road Network face between RONET and Road User Evaluation Tools (RONET), which will fill an important Charges, RUC. The next version of gap as a tool for capturing and processing road network RONET will be presented at the data into a results framework for sector monitoring and ARMFA AGM in Maputo(October for generating road program needs. The new version of 2008) RONET was presented during the 2007 SSATP AGM Mainstreaming road manage- In 2007, SSATP provided direct country support to en- Support is being provided to set up ment and financing arrange- hance road sector reforms in the following countries: the new road fund and agencies ad- ments, while maintaining do- Burkina Faso, Senegal, DRC, Uganda, Tanzania, Kenya, ministrations (Senegal, Burkina Faso nor and country dialogues re- Madagascar, Sierra Leone, the Gambia and Swaziland, and Uganda) lated to upcoming or ongoing The support consisted of advice to establish or restructure reforms road funds and agencies: Burkina Faso 43 SSATP ANNUAL REPORT 2007 Table 8: Summary of Main Achievements ­ RMF Planned Activities 2007 Achievements 2007 Challenges and the Way Forward Implementation of the 2007 - Management of information and communication This activity is being handed over to SSATP/ARMFA work program between members the new Permanent Secretary of - Up grading and up dating of the ARMFA website; an ARMFA. IT Consultant was hired (through ARMFA's fund- ing) and the upgrading of the website to become in- teractive is under way - Update of the key performance indicators and of the RMI-Matrix 2007 - Sensitization of new members and organization of study tours were organized for Benin, Côte d'Ivoire, Ethiopia and Cameroun - Regional focus groups established - The organization of the 2007 ARMFA's AGM and Workshop in Madagascar. The event attracted a large participation from inside and outside Africa Strengthening relations with SSATP and ASANRA have developed a partnership work The SSATP/ASANRA partnership and promoting the effective- program which focuses on building the capacity of man- work program has not been imple- ness of regional associations agers and practitioners of road agencies mented due to budget constrains (AGEPAR and ASANRA) Strengthening the local con- SSATP has entered into a partnership with the Centre for The Cameroun program will be struction industry the Development of Enterprises, CDE to develop and im- launched in January 2008 and the plement a 3-year capacity building program (2007-2010) programs in Madagascar and Tanza- to improve road network conditions in four pilot SSA nia in April 2008 countries (Cameroun, Madagascar, Tanzania and Burkina Faso) Knowledge sharing and in- SSATP participated in major regional and international creasing SSATP visibility transport events and shared cutting edge knowledge on road sector reforms which contributed to raise the pro- gram visibility. SSATP has taken part in the following transport events: The 23 World Road Congress, The first rd AU conference of Ministers responsible for road trans- port, The Arusha seminar on road financing, the 2007 TRB Annual Meeting and SITRASS transport training course 44 SSATP Policy Development and Promotion Actions Appropriate Transport Services (ATS) A ppropriate Transport Services was helps to reach out broader audiences and pro- newly established as a stand alone vides basic knowledge on how rural transport theme under the LTDP, mainly to is better managed. The rural transport training provide better emphasis on development of conducted in 2007 was the first of its kind in policy related to provision of transport services disseminating the body of knowledge in rural to the rural and urban poor. transport to wider network of African rural Over the last four years of the LTDP, the ATS transport practitioners. The group also sup- theme focused on undertaking studies and dis- ported the establishment of the African Rural seminating knowledge in selected areas of rural Transport Association (ARTA), which is a and urban transport. pragmatic move towards influencing rural transport policies promotion in SSA countries. Promoting Rural Transport Strategies The promotion of the policy has also started The rural transport group undertook analytical delivering results on the ground. Some SSA works that delivered methodologies for the as- countries, Malawi, Ethiopia, etc, have taken the sessment of rural transport service. The group principles of RTTP further by launching large- took stock of the progress made in terms of scale rural access improvement programs promoting intermediate means of transport linked to rural development. (IMT) and evaluated the success and bottle necks of the Rural Travel and Transport Pro- ATS under the LTDP gram (RTTP). These works were helpful in cre- ating a better understanding of the key issues Promoting urban transport strategies of rural and urban transport and identifying From the outset LTDP started responding to focus areas for the future. The works showed the transport demands of the growing urbani- the dismal state of motorized rural transport zation in SSA. In line with the overarching ob- services, the absence of regulatory frameworks jective of LTDP, SSATP engaged in analyzing and institutional structures and indicated the the impacts of transport on the urban poor. need to address the regulatory, institutional The study on urban mobility carried out in and financing aspects of rural transport re- Douala and Conakry came with evidence on stricting the provision of affordable transport the burden of the lack of affordable pubic to the poor. The works also reminded the chal- transport services and pedestrian facilities on lenges maintaining rural roads and providing the income of the urban poor and access to adequate access to the rural population. economic opportunities. The urban transport group further augured into the problems of the The rural transport group initiated some ac- transport systems in African large cities. The tions to disseminate existing knowledge in this diagnostics of the characteristics and challenges domain through regional level workshops and of urban transport services, carried out in 14 SSATP annual meetings. One major achieve- African cities was an important undertaking in ment of the LTDP is the finalization of a train- identifying the key issues that the policy mak- ing material on rural transport. The material 45 SSATP ANNUAL REPORT 2007 Box 15: Notable Achievements of the ATS Theme over the LTDP Period (2004-2007) The Rural Transport Services study has delivered a methodology for rapid rural transport services as- sessment. The study has also identified the key issue related to rural transport services. The review (audit) of Non-Motorized Transport in African Cities has drawn lessons from experiences in Kenya and Tanzania and identified areas of improvement. The review report was published as SSATP Working Paper No. 80. Establishment of an advocacy group (ARTA) to promote institutional reforms in rural transport. The Urban Mobility study in Douala and Conakry has created better understanding on the impact of urban mobility on urban poverty. The African large cities institutional, regulatory and financing study provided the ground for institu- tion and financing reform. The study identified a phased program of improvements required in urban transport systems: short term measures dealing with traffic and vehicle management; medium term measures focused on a gradual reform of informal bus sector; and long term measures aimed at insti- tutional restructuring. The urban transport studies in 14 African large cities was helpful to identify key issues and establish- ing baseline data that could be used to measure progress in delivering affordable urban transport. The workshops organized by the ATS group have increased awareness among rural transport and ur- ban mobility practitioners. ers and urban transport practitioners have to The achievements and impacts of the ATS address. The transport systems studies carried theme under the LTDP out in the 14 cities was also helpful in establish- ing baseline data for key urban transport indi- The summary of the notable achievements of cators. Further, strategies to improve institu- the ATS theme are presented in Box 15. tional, financial and regulatory frameworks ATS theme in 2007 were adopted by key stakeholders through the policy and strategy development processes Rural transport conducted in selected large cities. A stakeholders' workshop was held in Nairobi Under LTDP, the urban transport group inten- in October 2007 back to back with the Training sified advocacy and dissemination of strategies of Trainers (TOT) workshop which witnessed that are essential to improve urban transport the role out to stakeholders of the Rural Trans- systems in SSA. Through consecutive regional port Training materials. This material, devel- workshops urban transport practitioners and oped by the RTTP based on the Rural Trans- key stakeholders established common set of port Knowledge Base was developed to assist objectives fro urban transport improvement the conduct of training events within the re- and exchanged experiences. During the LTDP, gion on rural transport using a standard set of urban transport stakeholders started the proc- materials adaptable by a trainer to a specific ess of establishing a discussion group of urban audience. transport practitioners, which is a significant The stakeholders' workshop resulted in an move to the sustainability of the exchange of agreed prioritized RT agenda. ARTA members knowledge and good practices. also agreed to be peer reviewed on their per- 46 SSATP Policy Development and Promotion Actions formance in discharging their agreed contribu- Establishing an urban transport database ­ tions to the implementation of the agenda. urban transport in Sub-Saharan Africa: A Also agreed was a roadmap for the involve- Case Study of Large Cities ment of regional training and educational in- The report is now finalized and will be pub- stitutions in the role of a training program us- lished in 2008. The study will fill the knowl- ing the Rural Transport Training Materials in- edge gap in existing material and provide city cluding its finalization and translation into governments with ready access to comparative French. statistics on mobility related issues. The work Urban transport summarizes recent research on urban transport in 14 large African cities. The data collection In 2007 the UT theme focused on: will provide a snapshot on the urban environ- ment and set the basis to track performance Advocacy/high level strategic meeting over a period of time. The possibility of ex- A meeting with policy makers was held during panding the scope of the study beyond the 14 the Annual Meeting to discuss findings of the cities is envisaged. Four Cities Institutional and Regulatory study. Agreements were sought to implement key Examining behavior of informal sector recommendations and identify next steps. Little empirical information is available on the There is a need to identify a few partner cities environment in which motorcycle taxis oper- willing to implement key recommendations of ate, their growth potential and their impact on the study. It is envisaged to carry out follow-up the overall travel patterns. A study was initiated missions to concretize the next steps in 2008. in 2007 to look at the impact of motorcycle growth in Africa through several case studies. Consolidating the work of the Urban Trans- The Case study on Kampala has been finalized. port Discussion Group The one on Douala is expected to be completed Following a workshop organized in March in June 2008. A technical paper capturing the 2006 in Addis Ababa, the Urban Discussion main findings is planned for 2008. Group was established to review challenges and outline strategic objectives. The Group has Evaluating a bus financing scheme in Dakar continued to meet virtually to exchange infor- In 1998, a World Bank credit was approved to mation covering topics such as urban transport help modernize the fleet of cars rapides in Da- services, urban transport data base, behavior of kar, Senegal, by creating a revolving fund for informal sector, funding and sustainability and the acquisition of new vehicles. The program is bus franchising. To provide additional oppor- administered by the Conseil Exécutif des Trans- tunities for the group members to interact a ports Urbains de Dakar (CETUD) which assists meeting is scheduled in April 2008 to continue in the formation of Groupements d'Intérêt with the discussions on specific Urban Trans- Économiques (GIE) (cooperatives of small and port Needs. A two-day "Introduction to Public medium operators) that have the financial Transport Service and Operations Planning" strength to take on the loans. The objective of course is envisaged during that time, in part- the study is to examine the effectiveness of the nership with PPIAF and the Agence française de financing scheme in improving the quality of développement. urban transport services, and evaluate what ef- fect the introduction of the new vehicles is hav- 47 SSATP ANNUAL REPORT 2007 ing on other service providers. Additionally the vice provision in other African cities. The study study will determine whether, on the basis of is due to be completed by end June 2008. Dis- current experience, the scheme offers a sus- semination workshops to share the findings tainable approach to improving transport ser- with other cities will follow in 2008. Table 9: Summary of Main Achievements ­ ATS Planned Activities 2007 Achievements 2007 Challenges and the Way Forward Rural Transport Launching the Rural Transport material Training of trainers on the Rural Trans- Involving regional training and educa- port Material conducted tional institutions in the program using the Rural Transport Training Materials Urban Transport Advocacy/high level strategic meeting to A meeting was held during the SSATP Focused meetings of key partners in ur- discuss findings of the Four Cities Insti- Annual Meeting 2007. Agreements were ban transport will follow. tutional and Regulatory study with pol- sought to implement key study recom- Need to identify a few partner cities icy makers to raise awareness to reform mendations and identify next steps willing to implement key recommenda- options tions on the study; carry-out follow-up missions to concretize the next steps Urban Transport Discussion Group: Vir- Despite a slow start the Discussion SSATP to continue to facilitate and pro- tual meetings to discuss common issues Group and SSATP have been exchanging mote the Discussion Group and come up with innovative initiatives information, covering topics such as ur- to address urban transport problems ban transport services, urban transport database, behavior of informal sector, funding for sustainability and bus fi- nancing. A workshop should be held in April 2008 to continue with discussions on specific urban transport needs Urban Transport Data base collection In partnership with the Africa Infra- Possibility of expanding the scope of the funded by the Flagship Study of the structure Country Diagnostic initiative, study beyond the 14 cities. World Bank. SSATP will provide a com- SSATP has contributed to the report mon framework and methodology, which was finalized in December 2007 while data collection is conducted by and will be issued in early 2008. The SSATP team member in cooperation work summarizes recent research on with city authorities urban transport in 14 large African cities Investigating the impact of the growth The final draft report of the case study of Prepare a technical paper to capture the of motorcycles in Africa: Case study of a Kampala was completed in December main findings in all three studies. few select cities (Kampala, Douala, La- 2007. It is expected to be disseminated in Hold dissemination workshops and share gos) March 2008. The Lagos case study is findings with other cities. completed. The case study of Douala, Cameroon is expected to start in January 2008 and be completed by June 2008 Evaluating a bus financing scheme in The objective of the study is to establish Hold dissemination workshops to share Dakar, Senegal how effective the financing scheme has the findings with other cities and assist been in improving the quality of urban in design of new interventions. transport services in Dakar. The incep- Make recommendations on the possibil- tion report is completed and the study is ity to apply the bus financing scheme to due to be finalized by end 2008 other cities in SSA. 48 SSATP Policy Development and Promotion Actions Regional Integration & Transport (RIT) D uring the LTDP, the RIT theme fo- iv) Dar es Salaam corridor serving Malawi, cused on: i) developing methodolo- Zambia and DR Congo gies for transit corridor monitoring, v) Central Africa and Congo River corridors ii) identifying appropriate legal, institutional serving Central African Republic and Chad and financing arrangement, iii) crystallizing vi) West African corridors linking Burkina the concept of one-stop border posts and com- Faso, Mali and Niger to Lomé and Tema mon customs procedures, iv) consultations (Accra) port and testing of the concepts and methodologies, From the outset, this approach demanded the and v) sensitizing stakeholders to create aware- creation of a coordination body to champion ness and achieve buy-in. While developing the sound transport and trade facilitation meas- strategies and the methodologies, some effort ures. Cognizant of this, the SSATP regional was also exerted to deliver results. stakeholders established the Regional Eco- To deliver on these objectives an approach en- nomic Communities-Transport Coordination gaging key stakeholders in the priority transit Committee (REC-TCC) consisting of represen- corridors of Africa was adopted. This main- tatives of RECs, corridor institutions and key tained consistency with the NEPAD Short continental institutions. Since its establishment Term Action Plan and other continental initia- in February 2005, the REC-TCC is leading on tives. The RIT initiative promoted a strategy RIT initiatives by developing annual and long- that brought together the public and private term plans, and following up implementation. sector actors in corridor member states. The The LTDP had set a broader target for the RIT initiative fostered a monitoring (observatory) stakeholders. By the end of the plan period, the system that generates evidences and strategies stakeholders were expected to be engaged in to overcome the physical and non-physical development and implementation of trade fa- barriers to the smooth movement of goods and cilitation measures while progress towards people along transit and inter-state transport achieving the corresponding LTDP output was corridors. The RIT theme priority transit cor- to be measured based on the following indica- ridors serving African landlocked countries are: tors: i) existence of national & regional trans- i) Northern and Central corridors providing port facilitation committees, ii) establishment access to Uganda, Rwanda, Burundi and of corridor management committees, iii) es- Eastern DRC through Ports of Mombasa tablishment of observatories-monitoring, iv) and Dar es Salaam respectively number of one-stop border posts. Notable ii) Djibouti-Addis corridor serving Ethiopia achievements of the theme, with respect to in- iii) North-South corridor linking Botswana, dicators, are presented in Box 17. DRC, Malawi, Zambia and Zimbabwe to the Port of Durban 49 SSATP ANNUAL REPORT 2007 Box 17. Achievements and impacts related to the adoption of trade facilitation measures ­ Establishment of the REC-TCC has improved cooperation between RECs and facilitated the replication of good practices, in particular innovative approaches to corridor performance monitoring. ­ Monitoring and sensitization works on the Northern Corridor, with the intensive engagement of the key stakeholders, has helped reduce the truck turnaround time from Mombasa to Kampala from 10 to 6 days. ­ Sensitization work on the removal of physical and non physical barriers is showing results, for example, the Government of Ghana has reduced the authorized check-points between the port of Tema and the border of Burkina Faso to 4, while interconnected computerized customs document management sys- tem are also been installed. ­ All RECs have adopted conventions limiting road check-points and are calling on all the States to re- move such posts. Corridor Management ­ A Central Corridor Transit Transport Facilitation Agency (serving Tanzania, Uganda, Rwanda, Burundi and DRC) was established in 2006 ­ UEMOA and ECOWAS member States have adopted a common declaration for the establishment of corridor management groups ­ Northern Corridor Treaty has been updated ­ Engagement of private sector in corridor management is promoted. A typical example is the Beit Bridge Taskforce, which is a PPP arrangement advocating for smooth transiting at the Beit Bridge border post. ­ SSATP, with the intensive participation of the REC-TCC, has prepared a working paper on institutional arrangements for transport corridor management groups Monitoring (Observatory) ­ SSATP partners have developed a methodology for monitoring transport performance along transit cor- ridors. The monitoring system is participatory involving drivers, truck owners and multiple government and private institutions. ­ The Northern Corridor monitoring work has delivered the findings and the stakeholders have validated the outcomes. Following this, a database for the Northern Corridor was established. ­ The monitoring of the Beit Bridge (South Africa/Zimbabwe) and Chirundu (Zambia/Zimbabwe) bor- der posts have pinpointed the critical procedures and actors causing delays. ­ The monitoring work on the West African corridors has been carried out with the collaboration of USAID while the Abidjan-Lagos monitoring has undertaken the first round survey. ­ CICOS has made groundbreaking monitoring exercise for inland water transport and some initiatives to improve traffic flow along the Congo River have been identified. One-stop border post ­ Joint border post establishment at Cinkansé (Ghana/Burkina) is in progress while funding is secured for the posts at Paga (Ghana/Burkina), Heremakono (Mali/ Burkina) and Mousalé (Senegal/ Mali). ­ The establishment of a one-stop border post at Malaba (Kenya)/Uganda) is in progress ­ Establishment of a one-stop border post at Chirundu is initiated 50 SSATP Policy Development and Promotion Actions Achievements and major events of RIT in 2007 The Regional Integration & Transport initia- Africa. The challenge of vehicle overloading tives continued during the year to focus on has a regional dimension when it comes to transit and inter-state transport corridors. The transit corridors. As a result, the REC-TCC is 2007 work plan was developed and largely im- well placed to develop and propose strategies plemented by the REC-TCC. The plan mainly to better manage axle load controls. Using such sought to consolidate ongoing activities started a regional approach, COMESA, EAC and in previous work plans. Its execution was SADC led by UNECA and working under the largely through the provision of support for the REC-TCC, identified vehicle overload control establishment of corridor management com- as one of the priority areas to be addressed in mittees, observatories, and advocating for the their regional work plan. establishment of one-stop border posts, all of The following activities were carried out during which are consistent with the recommenda- the year: tions of the Output to Purpose Review (OPR). The highlights of the 2007 events and achieve- i) Preparation of a synthesis report on effec- ments are presented below and further sum- tive overload control practices; marized in Table 11. ii) Selection and documentation of best prac- tices as an integral part of the synthesis re- West African transit corridors port; and The establishment of observatories for the iii) Preparation of draft guidelines on overload West African corridors: Tema-Ouagadougou, control practices, facilities and infrastruc- Ouagadougou-Bamako, and Niamey-Ouaga- ture. dougou was one of the main activities under- A fourth activity, which will be the convening taken by UEMO, with the support provided by of a regional workshop where the guidelines SSATP and USAID ­West African Trade Hub. will be discussed by key stakeholders is sched- During the year training of drivers (observers) uled to take place in early 2008. and data collection were carried out. More over, the outcomes were shared with key stake- In December 2007 the draft documents were holders.. The way forward is for the Civil So- still undergoing thorough reviews by a team cieties to appropriate the results and lobby representing the key stakeholders including the governments to put corrective measures in sponsoring RECs, regional associations place to remove the bottlenecks to free trade FESARTA and ASANRA and UNECA. How- and reduce travel time and costs. SSATP pro- ever, the drafts were also disseminated in spe- vided financial and technical support to the cific regions and countries that are planning participants to the validation and dissemina- major weighbridge infrastructure investments tion workshop. The results of the observatory such as the EAC and Zambia. Although the are presented in Table 10. project focuses on East and Southern Africa, it is likely to apply also to other RECs such as Regional guidelines on axle load control ECOWAS and CEMAC. The REC-TCC partners of the SSATP have Monitoring border transit times at Chirundu long identified vehicle overloading as one of the greatest threats to the sustainability of road Corridor performance monitoring is one of the infrastructure improvements in Sub-Saharan core activities promoted by the SSATP under 51 SSATP ANNUAL REPORT 2007 the LTDP. The monitoring took two forms, Zambia Revenue Authority on its own ac- corridor length monitoring as carried out in counts for more than half the border time West and East Africa and detailed monitoring for the northbound traffic and more than a at border posts in Southern Africa. The two are third of the time for the southbound traf- complementary and designed to identify and fic. The data from the monitoring exercise quantify the factors contributing to corridor should contribute to the on-going border transit times. The monitoring at Chirundu was reform efforts under the Zambia Millen- a follow-up on an initiative started at Beit nium Challenge Account Threshold Pro- Bridge intended to shed light on transit con- ject (MCATP). One of the objectives of the straints on the North-South Corridor. Both project is to half border transit times. The were supervised by FESARTA, a key SSATP monitoring also contributed to establish- private sector partner. Monitoring at Chirundu ing the case for the one-stop border post, was carried out from November 2006 to Sep- which is being promoted by DfID. tember 2007. It was executed by a specialized b) Traffic can be delayed for long periods private company. while awaiting payment of duties. This Table 10: First results of Observatories in West Africa ­ Comparisons between Corridors (Jan-June 2007) Corridor Number of control posts Amount of bribes US$ CFA equivalent Bamako-Ouagadougou = 905 Km 24 41 70.500 (417 Km in Mali) Mali: 19 105 52.500 (488 Km in Burkina) Burkina: 5 36 18.000 Lomé-Ouagadougou = 1020 Km 18 50 25.000 (746 Km in Togo) Togo: 7 25 12.5000 (274 Km in Burkina Burkina: 11 25 12.5000 Tema-Ouagadougou = 992 Km 25 53 26.000 (808 Km in Ghana ) Ghana: 7 33 16.5000 (184 Km in Burkina) Burkina: 18 20 10.000 NB. 1 Highest number of controls and bribes within the territory of Mali (landlocked); 2. Togo has least number of controls and bribes due to "friendship program" SOLIDARITY TO THE SEA ( Sea Port of Lomé); 3. Average number of hours of delay per check point is 4 hours, along Bamako-Ouagadougou and Tema-Ouagadougou while 3 hours along Lomé-Ouagadougou The Chirundu border post currently handles only affects the northbound traffic, in par- more than 6,000 trucks each month, with a ticular consolidated, containerized and daily average of 225 trucks in both directions. sometimes breaks bulk loads, with tank- Some of the patterns identified through the ers/refrigerated duties are usually settled in monitoring exercise include: advance as they are considered to be high a) The customs authorities of the two coun- priority loads. tries account for more than sixty percent of c) Pre-clearance: There has in the past been the total border transit time at Chirundu. no pre-clearance of goods at Chirundu. 52 SSATP Policy Development and Promotion Actions The customs authorities insisted on the to addressing some of the constraints. Further vehicle being physically within their con- monitoring will be necessary to assess the im- trol area before clearance. More recently, pact of the one-stop border post, and offer with the introduction of reforms, valuable lessons to SSATP partners, govern- southbound pre-clearances have increased to more than 50 percent, which in turn Chirundu Border Post Transit Times (hours) improved southbound transit times. With 60 the adoption of a one-stop border post, 50 consideration has to be given to apply the sruoH 40 same principle on northbound loads, espe- ine 30 20 cially for refrigerated/tanker loads, as in imTlatoT10 Beit Bridge where the average transit time 0 Nov- Dec- Jan- Feb- Mar- Apr- May- Jun- Jul-07 Aug- Sep- is less than 10 hours for both categories. 06 06 07 07 07 07 07 07 07 07 Month d) Driver idle time: Significant time is lost NORTHBOUND SOUTHBOUND when drivers are cleared to leave the bor- der but prefer not for social, safety and ments and donors across Sub-Saharan Africa. other reasons. There are serious implica- tions for the efforts being made to tackle REC-TCC mid-year review and mapping HIV infections on the transit corridors. transit facilitation activities under DP2 e) Parking facilities: At present, both sides of During the year, the REC-TCC continued to the border do not have adequate parking evolve and define the strategic direction of the facilities. This has led to vehicles queuing RIT theme. In July 2007, the committee met in along the approach roads and blocking Addis Ababa, Ethiopia to review progress to- them at times. The new facilities are ex- wards achieving the LTDP (2004-2007) objec- pected to address this constraint, as there is tives in general and the 2007 work program provision for increased parking space. (WP) in particular. The meeting also discussed the implementation modalities and exchanged f) Axle load controls: There are two issues views on financing of the DP2. Trade facilita- surrounding axle load control/axle load tion and regional integration will be one of the limits and location of weighbridges. It is focus areas of the new plan, concentrating on important to harmonize the axle load lim- trade facilitation measures by facilitating corri- its across the region. If Zimbabwe contin- dor management groups, monitoring corridor ues weighing both incoming and outgoing performance, establishing one-stop border vehicles then the weighbridge in Zambia posts in three pilot corridors, and disseminat- could remain at Kafue. Otherwise Zambia ing good practices. would require a weighbridge at the border post. The Kafue weighbridge needs up- During the meeting, the REC-TCC updated the grading to one that accommodates multi- 2007 work plan, defined the priorities for the ple axles. 2008 work plan, selected pilot corridors for DP2, identified the common objectives for The detailed border post monitoring at Chi- RECs capacity building and improving the in- rundu, and earlier at Beit Bridge identified sev- teraction between RECs and country stake- eral anomalies, which will have to be further holders and collaboration among RECs, analyzed for targeted interventions. The pro- sketched the way forward to strengthening posed one-stop border post should contribute 53 SSATP ANNUAL REPORT 2007 monitoring of transport corridors and ex- defining the observatory activities. In fact, plored steps to mobilize resources for the im- from the various efforts, the REC-TCC reached plementation of DP2. The meeting also ex- an important conclusion that all the monitor- tended the mandate of the Chairperson of the ing activities need not have the same objective. REC-TCC, Ms Hélène Guissou, who now also While the ultimate goal is the same, to be com- sits in the SSATP Board. The REC-TCC is petitive against international standards, the therefore well placed to lead implementation of corridor observatories have diverse objectives Theme 3 of DP2. and not necessarily the same priorities. For in- Based on experience gained during the LTDP stance the priorities in: period, the REC-TCC defined the focus of its West Africa are governance, border cross- work program over the DP2 period as follows: ing, briberies, passenger services; Facilitating the adoption and implementa- East and Southern Africa, competitiveness; tion of trade facilitation measures in major Some corridors, the main problems lie in regional transit corridors; ports or at some borders; Enhancing country and regional owner- Other corridors, the problems are along ship, dissemination and high level policy the corridor or in customs. dialogue with donors engagement; There is therefore, a need for a tailored ap- Piloting strategy development in selected proach and a minimum platform rather than a countries and corridors; blueprint of all observatories. Rolling out outcomes of piloting works Still, the REC-TCC was able to define some through regional workshops, with support core indicators that should be monitored to to country level dialogue and SSATP coor- allow cross-corridor comparisons and per- dination functions; and formance benchmarking. These indicators Streamlining program management. were: It also defined the 2008 work plan which was Delays/transit time, for each of the main subsequently endorsed by the Annual Meeting logistics chain elements, though refine- in Ouagadougou as part of the overall SSATP ments need to be made depending on spe- plan for 2008. cific needs (i.e. number of road blocks per Summary RIT achievements during 2007 100 km, etc.) Cost/tariff and infrastructure condition; The major activities carried out during the July Relation between delay/time/uncertainty meeting were to review the SSATP corridor ob- versus cost (which requires specific ana- servatory work and draw lessons on future di- lytical skills). rections. Reports were presented by UEMOA, ALCO, FESARTA, PMAESA and Northern The meeting also considered the requirements Corridor on progress made on observatories in to make the observatory works sustainable. their areas. The presentations showed that This remains one of the greatest challenges fac- there are multiple actors and sponsors, diverse ing corridor performance monitoring initia- funding sources, various indicators used (de- tives as all current works have been funded lay, costs, uncertainty, governance) depending through grants or similar funding mechanisms. on sponsors and goals (reduce corruption, knowledge base, projects efficiency tracking) 54 SSATP Policy Development and Promotion Actions Table 11: Summary of Achievements ­ RIT Planned Activities 2007 Achievements 2007 Challenges and recommendations for DP2 Co-finance UEMOA corridor obser- A sensitization and validation workshop to Lobbying governments to put corrective vatories with WATH/USAID share first results and prepare media out- measures in place to remove the bottlenecks reach plan was held in January 2007. Workshop to disseminate corridor Lessons from corridor monitoring pilot A working paper summarizing the lessons performance monitoring experi- activities were discussed during the REC- learnt is to be published in 2 008. ences. TCC meeting held in July 2007 and dis- Sustainability of observatories. seminated during the Annual Meeting in Ouagadougou. Develop legal instrument for N-S Work to draft the legal instrument started Challenge: obtaining buy-in of key stake- Corridor management group and in October 2007. A draft is due to be con- holders within a reasonable time and secur- convene regional review workshop sidered by corridor stakeholders in early ing funding to get the group off the ground. 2008. Drafting of Legal Framework for Draft has been suspended until adoption of Coordinators of the program wanted a delay Corridor Mgt. Committees in the CEMAC regional transport facilitation for other studies to be undertaken first. CEMAC countries program in January 2008. Study for the establishment of Cor- Study has been undertaken with an AfDB Draft report to be reviewed by AfDB before ridor Management Committees grant to SSATP. Consultant identified and validation and adoption. Quick establish- (UEMOA) study ongoing .Field visits done to Ghana, ment of a pilot corridor management com- Mali and Burkina Faso. mittee is vital. Develop regional guidelines on A synthesis report on current practices, Challenge: obtaining quick implementation cross-border axle load control and compilation of case studies on effective in specific corridor countries and tying into convene regional review workshop ­ strategies and the drafting of guidelines was on-going axle load infrastructure develop- in collaboration with RECs and completed by December 2007. The guide- ment plans. ASANRA. ASANRA has a steering lines will be finalized in early 2008 after committee that deals with overload review by key stakeholders including control. FESARTA, ASANRA, SADC, COMESA, EAC and ECA, which led the exercise. Support REC-TCC to mainstream The REC-TCC continued to lead all discus- Challenge: living up to the expectations of regional and international instru- sions on the RIT theme. In July 2007, it the regional partners. ments, corridor management and prepared the draft work plan for 2008 and performance monitoring at national beyond under the then proposed DP2 and regional levels. framework. The plan was endorsed by the annual meeting in November 2007. 55 SSATP Policy Development and Promotion Actions Dissemination and Networking under LTDP O ne of SSATP's strengths is its com- an important instrument for African capacity petence in disseminating transport building. policy knowledge and good prac- The SSATP annual meetings were also effective tices. SSATP is a unique network of African forums for exchanging views on current devel- transport and non-transport institutions, the opment environment and sharing experiences private sector and civil society. This network among countries and REC. These meetings has continued to play a catalytic role in dis- bring together wide range of transport and non semination and policy dialogue. transport stakeholders representing govern- Over the LTDP period, the Program organized ment institutions, donors, the private sector series of workshops and annual meetings, and civil society and provide the opportunity which were essential tools to disseminate to network. These events serve also as a dis- knowledge and good practices as well as creat- semination instrument for current knowledge ing networking forums. related to SSATP's purpose. The knowledge and good practices dissemi- The LTDP also delivered several publications nated through SSATP workshops have played and saw better means of communicating in- an important role in building the capacity of formation to its partners through a newsletter African transport institutions and profession- and the website. als. Beyond this sharing knowledge, these Summary of publications over the LTDP pe- workshops helped define common set of objec- riod is presented in Box 16. tives and strategies to guide policy develop- ment and implementation processes in mem- Dissemination works in 2007 ber countries. For example, the urban trans- port workshop held in March 2006 was helpful Publications to adopt common objectives related to institu- A number of working papers were published in tional, financing and regulatory framework re- 2007, among them the User Guide and Case forms to meet the transport demands of the Studies for the newly developed road network growing urbanization in Africa. management tool RONET which were first Training workshops were a unique feature of presented during the SSATP Annual Meeting LTDP in sharing knowledge among African in Ouagadougou. The tool should fill an im- professionals. The PRTSR, RMF and Rural portant gap for capturing and processing road Transport training workshops helped their network data to be used in road programming. participants to better understand the concepts A new methodology was also designed to allow embedded in the PRTSR guidelines, the RMF researchers and transport planners to develop tools and the Rural Transport Material. in a relatively short time a good understanding of the rural transport conditions in a country, The RMF group utilized the training work- availability and cost of transport services, as- shops for the regular RMF courses, current sessment of the economic, social, health and tools (RONET, RED...) and technological in- educational needs for such services. novations, such as Low Volume Sealed Road as 57 SSATP ANNUAL REPORT 2007 Box 16: Major Publications over the LTDP Period (2004-2007) A Review of International Legal Instruments for the Facilitation of Transport and Trade in Sub-Saharan Africa, available in English and in French, with a CD-ROM, 2004 The Roads Economic Decision Model, available in both English and French, with a CD- ROM, 2004 Training of small scale contractors for rural road maintenance in Lesotho, 2004 Building Capacity in Management and Financing in the Road Sector, also available in French, 2004 Construction Industry Development and the Road Sector, also available in French, 2005 Poverty and Urban Mobility in Conakry and Douala, a translation from the French, 2005 Non-Motorized Transport in African Cities, Lessons from Experience in Kenya and Tanzania, 2005 A Study of Institutional, Financial and Regulatory Frameworks of Urban Transport in Large Cities, 2005 Management and Financing of Road Transport Infrastructure in Africa, published in English and French, 2005 Strengthening Urban Transport Institutions, a Case Study of Lagos State, 2006 Financing of Road Maintenance in Sub-Saharan Africa, Reforms and Progress towards Sec- ond Generation Road Funds, also available in French, 2006 Port and Maritime Transport Challenges in West and Central Africa, also available in French, 2007 RONET (Road Network Evaluation Tools) User Guide, 2007 RONET Case Studies, 2007 Institutional Arrangements for Transport Corridor Management in SSA, 2007 A Methodology for Rapid Assessment of Rural Transport Services, 2007 The Rapid Assessment of Rural Transport Services ­ Case Studies, 2007 Two SSATP Working Papers were also pub- A Methodology for Rapid Assessment of Ru- lished during the year on corridor manage- ral Transport Services, 2007, SSATP Working ment and maritime sector in Sub-Saharan Af- Paper 87-A rica. Below is the listing of SSATP papers pub- The Rapid Assessment of Rural Transport lished in 2007. Services ­ Case Studies, 2007, SSATP Work- Port and Maritime Transport Challenges in ing Paper 87-B West and Central Africa, 2007, also available Launching of a SSATP e-newsletter in French, SSATP Working Paper 84 RONET (Road Network Evaluation Tools) The year 2007 saw the launching of a SSATP e- User Guide, 2007, Working Paper 85-A newsletter to share current information and RONET Case Studies, 2007, SSATP Working knowledge related to transport events and re- Paper 85-B search works undertaken in SSA. The first Institutional Arrangements for Transport newsletter was issued in April 2007 followed by Corridor Management in SSA, 2007, SSATP two others in July and November. Working Paper 86 58 SSATP Policy Development and Promotion Actions Workshops Summary of workshops organized by SSATP in 2007 Event When, Where and Participants Objectives Outcomes 1. Pilot road Safety November 28-30, 2007, in Addis (i) present new road safety manage- Provide better understanding in management training Ababa, Ethiopia, in partnership with ment approaches promoted by the the conduct of road safety man- and knowledge dis- the World Bank Global Road Safety World Bank to enable countries to get agement capacity reviews and the semination workshop Facility (GRSF) and the UNECA. 60 an understanding of the World Bank preparation of '2nd generation' participants from Burkina Faso, GRSF and the support it can make road safety projects. Cameroon, Côte d'Ivoire, Ethiopia, available to countries for road safety Ghana, Lesotho, Nigeria, Uganda activities; (ii) provide training in the Reinforced partnership with and Swaziland attended, a mix of management of sustainable and suc- GRSF and ECA Ministry, Road Department, Safety cessful road safety outcomes; (iii) give Agency, Health, Police Enforcement participating countries an opportunity and WHO representatives to share their experience and knowl- edge on road safety programs; and (iv) develop a road safety professional net- work. 2. REC-TCC Mid-Year July 19-20, 2007, in Addis Ababa, Build consensus on the strategic di- -Common objectives for RECs Workshop Ethiopia. 25 participants including: rections of DP2 capacity building and improv- representatives of: RECs, SSATP Review the progress of the 2007 WP ing the interaction between member countries, corridor man- -Create better understanding of the RECs and country stakeholders agement institutions, transport op- challenges and mechanisms for RECs and collaboration among RECs erators, NEPAD, AU and UNECA capacity building -Pilot corridors for DP2 -Preliminary program 2008- 2009 3. Stakeholders meeting 11-19 October 2007, in Nairobi. Achieve consensus on what should Identify the specific rural trans- and training the Train- Stakeholders and regional experts in be the key rural transport agenda port input to the achievement ers Workshop rural transport over the next five years of the goals and objectives of Training regional experts in the de- the DP2 livery of training material on rural Trainers trained in delivery of transport the material on rural transport 4. 4th African road February 5-7, 2007, in Accra, review progress made by African A Ministerial Roundtable discus- safety congress Ghana. It was co-organized by the countries in improving road safety. sion took place on 8 February . World Health Organization and the plan implementation of the recom- 2007 to consider the outcome of UN Economic Commission for Af- mendations of the World report on the conference. rica, with support from a number of road traffic injury prevention and Ministerial declaration indicating agencies, notably the Swedish Inter- the African Road Safety Initiative. the key actions that African national Development Agency, the continue preparations for the First countries should undertake FIA Foundation for the Automobile UN Global Road Safety week. and Society, the Sub-Saharan Afri- advance the development of national can Transport Policy Program, the action plans for road safety for coun- World Bank, the United Kingdom's tries in the region. Department for International De- identify ways of mobilizing re- velopment, and the Global Road sources to rapidly improve road Safety Partnership. More than 250 safety delegates attended the conference. 59 SSATP ANNUAL REPORT 2007 The 2007 SSATP Annual Meeting in Ouagadougou, Burkina Faso The SSATP 2007 Annual Meeting was hosted achieving the millennium development goals by the Government of Burkina Faso. It was (MDGs) in African countries. The plan was held in Ouagadougou from November 5 to 7, also affirmed to be an important instrument to 2007. A total of 270 people participated in the facilitate AU/NEPAD regional integration and Annual Meeting, including 170 delegates from trade competitiveness initiatives. 35 SSA countries. Representatives of donors from the EC, AfDB, DfID, SIDA, DANIDA, The Ministerial Forum AFD, JICA and the World Bank attended the The Meeting meeting. In addition, the African Union, the created a forum for UNECA and a number of other African institu- African Ministers tions and regional associations were repre- responsible for sented. transport to debate With the theme of "Fostering Sound Policies on impediments to and Strategies contributing to Africa's integra- transit traffic movement. Upon conclusion of tion, economic growth and poverty reduction", the debate the ministers declared their com- the meeting focused on: mitment to removing obstacles along regional transit corridors serving African landlocked Launching the SSATP Second Develop- countries. ment Plan (DP2) Removal of non-tariff barriers along tran- The Ministers from Burkina Faso, Côte sit corridors serving Africa's landlocked d'Ivoire, Ghana, Mali and Niger, held a panel countries discussion during the annual meeting. The Enhancing the participation of the private Ministers recognize the threat of delays and sector in transport service delivery mal practices at check points and border post Sharing knowledge on current transport on African economies, in particular for the issues landlocked countries, and resolved to remove, in alliance with the key institutions, the control Launching of the DP2 posts along the transit corridors and establish one-stop border posts. The Ministers consid- The DP2 (2008-2011) ered the removal of non-tariff barriers will sig- was launched with the nificantly reduce the excessive transport cost objective of promoting hindering trade competitiveness of landlocked sound policies and countries. strategies leading to pro- vision of reliable, safe, They committed to take pragmatic measures to efficient, and affordable reducing road crashes and over loading of ve- transport. The Annual hicles on inter-state corridors. The key out- Meeting confirmed the comes from this Ministerial Forum are sum- relevance of the planned actions to fostering marized in Box 17. economic growth, poverty reduction and 60 SSATP Policy Development and Promotion Actions Box 17: Outcomes of the Ministerial Forum The Ministers reaffirmed their commitment to: Reduce impediments to the free movement of people and goods on the Inter-State corridors within the framework of an effective regional integration by lobbying within a national consensual frame- work, supporting the REC efforts made in the harmonization and enforcement of national trans- port regulations and observing social and environmental norms as well as those pertaining to axle load; Support actions by, inter alia, the Regional Economic Communities and corridor management au- thorities, to measure performance in Inter-State road transport and transit facilitation; Take measures to improve cross-border trade and cross-border relationships; Appropriately inform the Highest National Authorities on actual progress achieved in facilitation; Foster and secure strong ownership, particularly among ministerial departments in charge of secu- rity, State Parliaments and Heads of Government; Ensure the effective enforcement of harmonized regulations mainly in regard to: i) axle load control along the main Inter-State transport corridors, and ii) standards of vehicle roadworthiness; Ensure strong monitoring of road safety issues along corridors and elsewhere, and the implementa- tion of appropriate remedial measures; and Conduct awareness, accountability, information and training campaigns for police and other en- forcement agencies, users and professionals in the transport sector and all stakeholders. The Ministers proposed SSATP to contribute to: The consolidation and the extension of observatories; The dissemination of existing initiatives in terms of corridor monitoring and comparing perform- ance between corridors; The reinforcement of sensitization actions led by RECs and corridor management structures, through the organization of high level meetings. The implementation of the objectives set by DP2 with regards to member states, the private sector, the civil society, and the RECs. The Ministerial panel discussion was enriched condemning the impediments at the 2007 by the experiences of monitoring initiatives of SSATP annual meeting and staged their strate- the Northern Corridor, West African Corridor gies to overcome the challenges pointed out in and the Beit Bridge and Chirundu border Box 18. posts. The private sector panel discussion held at the Engaging the private sector SSATP annual meeting benefited from the ex- periences shared by the West African Trans- Transport operators and freight forwarders are porters Association and the Federation of East- confronted with multifaceted challenges in de- ern Africa Freight Forwarding Agents livering effective and efficient transport ser- vices, including delays at ports, control points Knowledge sharing and border crossing. Transport operators and The Annual Meeting provided a forum to share freight forwarder associations joined arms in i) key knowledge and good practices generated 61 SSATP ANNUAL REPORT 2007 under the long term development plan (LTDP, The overall stakeholder assessment of the An- 2004-2007), ii) Urban Transport, iii) the Afri- nual Meeting was that it was a great success in can diagnostics study and iv) the newly devel- meeting its stated objectives. SSATP is grateful oped road network management tool to all the participants and the Government of (RONET). The forum allowed having better Burkina Faso to its unparalleled support to the understanding of the key issues and strategic success of the meeting. directions related to these topics. Box 18: Strategies of the Private Sector to Overcome the Challenges along Transit Corridors Strategies of the private sector to overcome the challenges along transit corridors Creating competitive transport market Ensuring good governance Training of drivers and promotion of professionalism Advocacy to remove barriers Involvement of Regional Economic Communities to regularize and harmonize transit rules Instituting regular inter-state stakeholders consultations to fight graft 62 Program Governance T he governance structure of SSATP in- Endorsing the 2006 report SSATP Board cludes the Constituent Assembly, the The 2006 report of the SSATP Board was deliv- SSATP Board and the Program Man- ered to the AGM by the Board and received agement Team (PMT). Overall strategic issues great appreciation. The AGM recognized the are addressed at the annual general meeting remarkable contribution of the Board in devel- (AGM). oping the new long term plan (DP2) fully owned by country and regional stakeholders The Annual General Meeting (AGM) and sensitizing donors to support the plan. The 2007 AGM was held on 7 November 2007, The SSATP annual meeting format after the Ouagadougou SSATP Annual Meet- ing. The AGM launched SSATP's Second De- Based on the experience of the 2007 annual velopment Plan (DP2), and adopted priority meeting which lasted three days, the AGM par- actions for 2008. It endorsed the 2006 report of ticipants discussed on the future format for the SSATP Board and discussed on the format annual meetings and concluded that the pro- of future annual meetings. The outcomes are gram has to continue with the organization of highlighted as follows. concise and focused meetings. The participants also called for increased staging of work done Launching DP2 and adoption of priority ac- by member countries and RECs. They also em- tions for 2008 phasized on the need to reflect on the interest of thematic stakeholders by dedicating time for The principal objective of the 2007 SSATP An- thematic group work. nual Meeting was to launch DP2. The partici- pants thoroughly discussed the content of the The Constituent Assembly (CA) plan and committed themselves to its imple- mentation. The AGM reviewed the priorities The current active financiers of the Program for the 2008 annual work program conceived that form the Constituent Assembly are: Euro- within the framework of DP2, and adopted the pean Commission, Sweden, Denmark, Nor- core actions for the year. way, France, Ireland, United Kingdom, African Development Bank, Islamic Development Bank, UNECA and the World Bank. 63 SSATP ANNUAL REPORT 2007 The SSATP Board Box 19: SSATP Board Members The year 2007 was a challenging and great one Hachim Koumaré, Director, UNECA, for the Board. Delivering a successor plan Sub-Regional Office, Yaoundé (Camer- which meets the expectation of the stake- oun), representing African member states holders, providing strategic guidance for a and partners, SSATP Board Chairman smooth transition (from LTDP to DP2), and Bruce Thompson, Head of Transport Sec- ensuring continued support to the Program tor, Directorate General Development, were daunting but successfully accomplished European Commission, Brussels (Bel- tasks, though the latter is still work in progress. gium), representing bilateral donors SSATP partners are grateful to the SSATP Sanjivi Rajasingham, Sector Manager, Af- rica Transport Unit (AFTTR), The World Board for working tirelessly on the develop- Bank, Washington D.C (USA), represent- ment of the DP2. The Board worked hand in ing multilateral donors hand with the SSATP Program Management Hamallah Kaba Diakité, Chairman, En- Team (PMT) from conceptualization to deliv- terprise Network, Abidjan (Côte d'Ivoire), ery of the DP2 framework. The Board made representing the private sector every effort to ensure that the plan is owned by Hélène Guissou, Director, Land and Mari- the stakeholders and that it is realistic and re- time Transport Division, UEMOA (Burk- sult oriented. The Board did remarkable work ina Faso), representing the regional eco- throughout the year to reach the traditional nomic communities and potential donors using all opportunities. The Board promoted DP2 during the CA In 2007, the CA was engaged intensively in the meetings in Brussels and Vienna, the World development of DP2. It reviewed the concep- Bank Transport Forum in March 2007, and the tual framework in January 2007 in Brussels and Ouagadougou SSATP Annual Meeting. The provided strategic guidance on key aspects of Board constantly kept abreast active SSATP the plan's overall goal and priority focus areas. donors through written communications and In Vienna in June 2007, the CA reviewed the personal contacts. framework proposed by SSATP country and The SSATP Board engagement was not limited regional stakeholders and provided suggestions to the development and promotion of DP2. on areas that needed improvement. The Board also: The attendance of CA members to the 2007 facilitated the engagement of Islamic De- SSATP annual meeting was record high. Repre- velopment Bank (IsDB) and the African sentatives from the EC, Sweden, Denmark, Development Bank (AfDB). As an initial France, UK, AfDB, IsDB, UNECA and the support, IsDB committed $270,000 for World Bank attended the meeting. The CA PRTSR analyses in five countries while members actively participated in the meetings AfDB availed $100,000 to fund studies on and held a wrap-up meeting during which they institutional aspects of Corridor Manage- reflected on the outcome of the annual meet- ment Committees in West Africa. ing, the content of the DP2, and the planned strengthened the relationship with the Af- actions to ensure effective implementation of rican Union (AU). The AU has fully come the plan. on board and efforts are underway to build 64 Program Governance synergy between SSATP activities and the regional transport corridors. continental activities of the AU. This year there was limited procurement re- guided the production of the 2006 SSATP lated activities and the handling of the ones in Annual Report and released for dissemina- progress was smooth. Payments to contractual tion earlier in 2007. services were moving at a good pace. There was The Program Management (PM) in general better communication among the countries, the Regional Coordinators and the The PMT coordinated thematic activities con- Washington based procurement and Finance tained in the 2007 work program. The formu- staff. lation of DP2 was one of the major tasks of the The Second Development Plan (DP2) PMT this reporting year. The PMT, through the Regional Coordinators, intensified its en- The formulation process of DP2 gagement in country and REC transport policy dialogue. The DP2 was developed in a participatory manner engaging all program partners. Its The program management activities were car- framework benefited from the extensive ex- ried out by a small, full-time team located in change of views and debates on its content and Washington and in Africa (Nairobi and implementation arrangement. Beside the in- Yaoundé), with the support of World Bank ternal consultations between the SSATP team staff who dedicated part of their time. In 2007 and the Board, the formulation has passed the PMT had the structure showed in Box 20. through series of milestones, as presented in 2007 witnessed increased decentralization with table 12. the Regional Coordinators taking full control Objectives and priorities of DP2 of following up the implementation of work The DP2 is developed with an overall objective program activities in member countries and on of fostering transport policies and strategies Box 20: Program Management Team Members ­ 2007 Full time team members (Trust Fund financed) Part time team members (Trust Fund financed) Zaza Ramandimbiarison Program Manager Arnaud Desmarchelier Indicator Fanny Barrett Procurement, Urban Transport & Road Safety Tesfamichael Nahusenay Deputy Program Manager Part time team members (Bank financed) Yao Adzigbey Regional Coordination Tekie Sium Finance (West & Central ) Charles Kunaka Regional Coordination Zeina Samara Finance (East & Southern ) Mustapha Benmaamar RMF Kingson Apara RMF-thematic leader Olav Ellevset RMF Ajay Kumar Urban Transport Jonas Hermanson Road Safety George Banjo Rural Transport Monique Desthuis-Francis Publications Tawia Addo-Ashong Road Safety Mark Njore Administration Jean-Francois Marteau RIT 65 SSATP ANNUAL REPORT 2007 contributing to regional integration, poverty and dissemination of knowledge and good reduction, and economic growth in Africa, practices. The Program has also won the confi- through: dence of high-level policy makers and trans- developing transport strategies facilitating port and non-transport professionals for hav- economic growth, poverty reduction and ing the best convening power for transport Table 12: Key Events/Milestones of the DP2 Formulation Process Events/milestones When & where Actions & outcomes OPR and SSATP annual November 2006, Maseru Identification of key issues and priorities meeting SSATP team strategic January 2007, Washington Analysis of issues and outline of core activities planning meeting Concept Note prepara- January 2007 Synthesis of issues identified by stakeholders and defi- tion by PMT nition of options CA meeting January 2007, Brussels Review of the concept note and identification of focus areas Working document March 2007 Outline of program content and implementation preparation by PMT Donor Consultation March 2007, Washington DC Discussion on strategic directions and creation of bet- ter understanding of program objectives Stakeholders workshop April 2007, Nairobi Synthesis of priority policy development action in member countries and RECs; determining expecta- tions of stakeholders and defining the framework CA meeting June 2007, Vienna Agreement on overall program content and imple- mentation strategy Consultation September 2007, Brussels Refining the framework for DP2 SSATP Annual Meeting November 2007, Ouagadougou Review of the framework and lancing of DP2 achieving the millennium goals (MDGs) policy dialogue in Africa. Above all, SSATP of- promoting sound transport services and fers the best network of practitioners, research- infrastructure management strategies im- ers, operators, civil society, and private sector, proving the access of the rural and urban to exchange good practices and knowledge on poor to economic opportunities and social key issues related to transport. services DP2 values emerge form the program's experi- promoting the adoption of trade facilita- ence and its partners' interests. SSATP partners tion measures in transit transport corridors will live up of SSATP's values indicated in Box serving Africa's landlocked countries 23 by delivering on the priority actions con- promoting knowledge and good practices ceived within the framework of DP2 that will in Road Safety, Data Management, Climate certainly enable SSATP member countries to Change and Governance achieve their economic growth, poverty reduc- In order to attain these objectives, the DP2 will tion and Africa's integration objectives. undertake the core actions indicated in Box 21, which are organized under three themes. DP2, for whom? DP2 is a framework that allows SSATP part- DP2, its value ners to deliver transport strategies responding Over the last 20 years, SSATP has developed to the demands of priority economic and social unparalleled competence in policy formulation sectors of national growth and poverty reduc 66 Program Governance tion strategies, designed to increase productiv- porting NEPAD/AU Africa's integration and ity and production, to facilitate trade, and im- trade competitiveness initiatives unleashing the prove access to economic and social opportu- transport constraints of landlocked countries nities, targeting the rural and urban poor. and fostering economies along transit corri- At the national level, transport as a sector tar- dors, while helping countries function as a re- gets the priority economic and social sectors gion. The DP2 will also continue promoting and employment, while SSATP, through the transport strategies supporting the achieve- DP2, serves policy makers, managers, planners, ment of the MDGs, which are well anchored in transport sector practitioners, regional associa- the national and regional level initiatives. tions and private and civil society actors to de- Thus, the DP2 will be serving its member liver sound transport policies and strategies fa- countries and RECs in areas where it has ex- cilitating growth and poverty reduction. ceptional experience and comparative advan- At the regional level, the DP2 through the Re- tage targeting the following: gional Economic Communities promotes i) Africa's economy in general and the rural transport and trade facilitation measures sup- and urban poor in particular; Box 21: DP2 Core Actions Output 1 (Theme 1): Comprehensive pro-poor and pro-growth transport sector policies and strategies adopted at REC and country level Documenting application and impact of the PRTSR and disseminating good practices Supporting SSATP coordinators to pursue PRTSR reviews regularly before national PRS updates Review of the transport sector strategy to be responsive to PRSP and be pro-poor pro-growth and developing methodology for pro-poor pro-growth transport strategy Developing effective Road Safety policies, strategies and action plans , and disseminating RS good practices Establishing knowledge base on the impact of transport on climate change in the African context and increasing awareness on transport policies responding to climate change and disseminating the results Promoting sound TSDMS and establishing data repository for MDG related transport indicators Output 2 (Theme 2): Effective institutional and financial arrangements adopted for safe, reliable, affordable and ac- cessible road transport services and infrastructure Assisting regional transport associations to promote road sector reforms and rural and urban transport strategies Documenting and disseminating knowledge and good practices in RMF and rural and urban transport Promoting good practices in institutional setting and financing of road safety Developing and promoting the application of anti-corruption and good governance processes in the transport sector Output 3 (Theme 3): Trade facilitation measures adopted and implemented in major regional transit corridors Support RECs in the process of establishing/strengthening corridor management groups and observatories Support RECs and corridor groups to roll-out monitoring/observatory good practices and development of corri- dor action plans Identify institutional capacity building needs to implement policies and strategies by RECs and corridor institu- tions; agree on measures for improvement and supporting RECs to leverage resources for implementation Document and disseminate good practice examples reducing the prevalence of HIV/AIDS along regional corri- dors by engaging private transport operators and NGOs Promote road safety along selected corridors in association with the REC-TCC Provide knowledge and engage with RECs, Transport Operators, the private sector, Freight Forwarders and port operators to develop policies and strategies reducing costs on selected corridors and disseminate options on transport logistics cost reduction including utilizing performance logistics indices 67 SSATP ANNUAL REPORT 2007 ii) Priority economic and social sectors of the growth and poverty reduction strategies; Box 22: DP2 Values iii) Country transport and poverty reduction Identifying knowledge gap in transport policy institutions, the private sector, civil society, and creating better understanding of key is- regional associations, RECs, AU, etc. sues and policy options Meeting the interest of all beneficiaries at dif- The first two target groups will benefit from ferent level, through delivering transport pol- the direct products of the transport sector, icy knowledge supporting the provision of af- fordable, safe and reliable transport while the latter being the drivers of the Pro- gram and the users of the transport policies Creating synergy of the various transport ini- tiatives and strategies created through the implementa- Making the voice of transport and non- tion of DP2. As a core target group, DP2 seeks transport actors heard in policy development to maximize the role of country stakeholders, regional associations, and the AU, each operat- been identified for the priority thematic pilot- ing at different scales and with slightly different ing works. However, due to the diversity of priorities and niches. policy issues or demands from member coun- The DP2 priority policy development initia- tries, the DP2 will support targeted interven- tives will be piloted or tested in selected coun- tions in non-selected countries and corridors. tries and regional transport corridors. To have The selection criteria and the candidate coun- a better coverage of the broad spectrum of the tries and corridors are presented in Box 23. membership different set of countries have Box 23: Candidate Countries where Priority DP2 Activities will be Piloted Candidate target/selected countries for theme 1 PRTSR Good practice: Countries that have mainstreamed the recommendation of the PRTS review recommendations in PRSs and national transport strategies PGPTS: Swaziland, Mozambique DR Congo and Burkina Faso -. Countries with good potential to be involved in PGPTS development: Lesotho and Zambia Road Safety: Burkina Faso, DR Congo, Swaziland, Cameroon, Mali, Mozambique, Uganda. And Nigeria Data Management: Burkina Faso, DR Congo, Mozambique and Swaziland Climate Change and Transport: Burkina Faso, DR Congo and Mozambique, Ghana, Mali and Senegal, and CICOS and Bamako-Ouagadougou-Tema corridor Candidate target/selected countries for theme 2 RMF - Consolidating experience and drawing lessons: Ghana, Ethiopia & Tanzania, Mali and Niger Rural Transport - Consolidating knowledge and good practice in institutional, financing, regulatory framework for rural transport services and rural access: Ethiopia, Guinea, Malawi ,Nigeria, Tanzania, Zambia, Cameroun and Burkina Faso Urban Transport - Promoting urban transport strategies: Dakar, Douala, Kampala and Nairobi. Documenting emerging lessons in BRT : Accra, Dar Es Salaam and Lagos Candidate target/selected corridors theme 3 The target corridors selected during the REC-TCC meeting, July 2007 are: Central Corridor (Tanzania to Great Lakes countries), CICOS (Matadi-Pointe Noire/Brazzaville Kinshasa/Kisangani Bangui), Lomé- Ouaga- Niamey corridors as pilot corridors 68 Financial Report Financing of the Long Term Development Plan (2004-2007) T he contributions to the LTDP were December 2007 this account received $16.2 conducted in a form of cash contribu- million, not including the income earned tion to SSATP administered trust on the undisbursed funds in this account funds, direct contributions to targeted activi- of $325 K, which raised the total receipts of ties and cost elements, and in kind contribu- the MDTF to about $16.3 million. tion. The cash contributions were made based 2. The program benefited from the cash con- on a trust fund agreement signed between the tribution of two donors who had opted to World Bank and SSATP donors while the di- earmark their contribution to specific ac- rect and in-kind contributions were through tivities within the Program. Receipts from staff assignment, logistics support and direct these two donors were maintained in sepa- financing of SSATP work program activities rate accounts referred to as "single" donor and selected cost elements. accounts. These are the Ministry of Foreign During the LTDP period, SSATP received and European Affair in France who has about $16.3 million in cash and $2.1 million in earmarked around $345K towards the Ur- ­kind and direct support (with out the in-kind ban Mobility component of the Program, contribution of member countries and RECs). and the Islamic Development Bank (IsDB) The details are shown below: who made a net contribution of $268K to- 1. Cash contributions to a multi-donor trust wards the PRTSR in five specific countries. fund account (MDTF) established by an 3. Direct financing: agreement between the donor partners and a. The World Bank contribution from its the World Bank in its capacity as the ad- own operational budget, through di- ministrator of SSATP. This MDTF account rect financing of part-time technical comprises contributions from six donors and fiduciary staff as well as paying for (EU, Sweden, Denmark, Ireland, UK and consultant services, workshops and Norway), who have agreed to finance all other overheads as needed to assist the activities in the Program. Their contribu- program with its deliverables. The tions were pooled in one account. By 31 69 SSATP ANNUAL REPORT 2007 Bank contribution over the last four Leone, Cameroon and Niger) to serve years amounted to around $2 million. in the design of appropriate TSDMS in b. The African Development Bank con- those countries ; and tributed directly to UEMOA $100K b. The Norwegian Staff Program trust towards the financing of a study to es- Fund, which funded around three-year tablish corridor management commit- salaries of a full time expert in the field tee for West African Transit Corridors of Road Management and Financing. which is being implemented by 6. UNECA contributed through the provision UEMOA. of workshop venues for events organized 4. Secondment of experts: Sweden provided by the SSATP, free of charge. The institu- technical assistance to the PMT in the form tion also assigns its transport professionals of a full-time specialist in Road Safety who to provide technical advice when need be worked on the Program for two years. and the SSATP chairman is a high level 5. Other Trust Fund facilities and partnership member of its staff. in the Bank: 7. Contributions of stakeholders and member a. The Trust Fund for Statistical Capacity countries participating and mobilizing Building (TFSCB) has contributed their time and efforts, free of charge, in the $100K. The funds were used to con- preparation and the implementation of duct surveys on the TSDMS in five LTDP activities. countries (Uganda, Ethiopia, Sierra Table 13: Summary of Contributions to LTDP LTDP Income/Receipts as of Dec. 31, 2007 in USD Item Source Receipt 2004 Receipt 2005 Receipt 2006 Receipt 2007 Total LTDP Receipt No. 1 MDTF 5,764,845.00 2,129,164.00 4,360,888.00 4,000,126.81 16,255,023.81 1.1 EU 4,760,000.00 2,978,640.00 2,112,800.00 9,851,440.00 1.2 Sweden 804,845.00 435,951.00 386,947.00 496,776.81 2,124,519.81 1.3 Denmark - 835,938.00 435,301.00 - 1,271,239.00 1.4 Ireland - 457,275.00 - 649,500.00 1,106,775.00 1.5 UK(DFID) - - - 501,050.00 501,050.00 1.6 NTF (Norway) 200,000.00 400,000.00 560,000.00 240,000.00 1,400,000.00 2 FTF (French)***** 324,275.00 - - - 324,275.00 3 IsDB - - - 268,000.00 268,000.00 4 Norweg ian S taff Prog ram - - 171,000.00 177,238.92 348,238.92 5 TFS CB - - 100,000.00 - 100,000.00 6 Investment Income***** - 127,041.00 62,825.38 134,173.00 324,039.38 7 Single Donor Admin Fee*** 16,213.75 - 13,400.00 29,613.75 8 MDTF Admin Fee*** 345,022.47 209,722.38 188,006.34 742,751.19 Sub Total TF 6,072,906.25 1,911,182.53 4,213,991.00 4,200,893.47 16,398,973.25 9 WB* 299,848.56 543,612.18 636,901.17 557,787.18 2,038,149.09 10AfDB** 100,000.00 100,000.00 Grand Total 6,372,754.81 2,454,794.71 4,850,892.17 4,858,680.65 18,537,122.34 *WB contribution reserved for Staff Time **AfDB direct contribution to SSATP work program activity ***Admin Fees are the basic administration charges made by the World bank and set in the Trust Fund agreement **** The French started in April 2003 with a contribution of $429,800 and $324,275 in 2004 *****Investment income for 2004 and 2005 is aggregated in the 2005 column 70 Financial Report LTDP Disbursement The total disbursement during the LTDP pe- management costs above what it should have riod was about $15.2 million. The disburse- actually been. In 2007, however, these were al- ment of funds for LTDP activities reflected the located to the activities on which staff time work load attached to the various thematic ac- were spent thus reflecting the appropriate ac- tions. Disbursement on RTS activities (PRTSR, tivity costs. In 2007, the dichotomy of the pro- Road Safety, Gender and Data Management) gram management cost shows that the expen- were about 15 percent of the total LTDP dis- diture on administrative functions and over- bursement, while the share of RIT, RMF and head costs accounts for about 16 percent of the ATS was respectively 9, 7 and 6 percent. Since annual expenditure, while the remaining sum SSATP activities were mostly carried out and is attributed to SSATP staff cost delivering pol- managed by in-house staff the program man- icy products, annual meeting, dissemination agement cost appears to be high as in the pre- and program level works such as mid term re- vious years (2004-2006) the operational staff views and long-term plan development. Table costs used to appear under the program man- 14 below, shows the level of expenditure for agement item leading to inflating the program LTDP activities. Table 14: LTDP Expenditure by Cost Element Work Program Budget RTS RMF ATS RIT PM Total &Expenditure (US$) 2007 Expenditure 926,278 298,783 89,511 525,077 2,097,425* 3,937,074 2006 Expenditure 613,692 202,955 317,150 482,955 3,254,976 4,871,728 2005 Expenditure 496,917 426,552 150,946 212,030 1,980,602 3,267,047 2004 Expenditure 298,337 235,893 347,905 194,361 2,093,625 3,170,121 2004-07 Expenditure 2,335,224 1,164,183 905,512 1,414,423 9,426,628 15,245,070 * PM cost include i) $610K of annual meeting, ii) $203K of publication and dissemination, iii) $637K of DP2 prepara- tion and iv) $648K of administration related and overhead costs 2007 Receipts and Disbursements In 2007, SSATP accounting and reporting sys- tivities were undertaken and preparations and tems were improved to allow the Program to consultations on 10 additional activities initi- better respond to the reporting requirements ated. These numbers do not include those as- of donors. A strong framework for the financial sociated with program management tasks and management of SSATP was put in place and the annual meeting. transition to the new framework was com- In 2007, the LTDP exhibited a strong participa- pleted in July. The financial management sys- tion among its stakeholders demonstrated in tem attributes costs to activities encapsulated the increased number of the contributors to in the work program. In 2007, a total of 26 ac- 71 SSATP ANNUAL REPORT 2007 the Program. In 2007, DfID, and IsDB joined was charged on these receipts. However, dur- the Program. Also, AfDB funded, through ing 2007, the MDTF earned an income of UEMOA, one of the SSATP activities. UNECA amount of $135K on its undisbursed balance provided venues and workshops supports and leading to a net receipt in the MDTF account the Government of Burkina Faso shared part of of $3.9 million. This amount does not include the costs of the annual meetings with SSATP. the contribution from DANIDA which was Country Coordination teams and RECs had booked in January 2008, although the transfer consecrated lots of their time and efforts to was made in December 2007. The total receipts prepare and implement SSATP activities. This as of December 31, 2007 from single donors increase in the number of partners and partici- amounted to $431K. The World Bank contri- pants anchors the unique and effective role of bution reached its level high of $557K. The net SSATP, which became the main platform for cash receipts, which include the MDTF ac- transport sector strategists and policy makers count and the two single donors' accounts, in Sub-Sahara Africa to share knowledge, ex- amounted to $4.3 million, not including the change experience and build capacity. World Bank's contribution referred to above. Receipts Table 15 shows the summary of receipts in 2007. Total receipts in the MDTF in 2007 amounted to $4 million. An administration fee of $188K Table 15: Receipts in 2007 Source Receipts US$ Multi-Donor Trust Fund 3,947,141.09 Denmark* ­ DfID (UK) 501,050.00 European Commission 2,112,800.00 Ireland 649,500.00 Norway 240,000.00 Sweden 496,776.81 Investment Income 135,020.62 Administration fee (188,006.34) Single Donor Trust Fund 431,838.92 France ­ Islamic Development Bank 268,000.00 Norwegian Staff Program 177,238.92 UNECA WB TFSCB Administration fee (13,400.00) Total Receipts 4,378,980.01 * Danida's contribution of $489,144 was booked in January 2008 72 Program Governance Disbursements heads) representing around 16 percent of the In 2007, the total LTDP disbursement total program disbursement in 2007. amounted to $4.7 million, comprising of $3.9 In 2007 the AfDB has provided support, million from MDTF and single donors, and equivalent to $100K to a trade facilitation pro- $767K of World Bank's contribution and dis- ject conceived under the SSATP WP. This bursement from other trust fund facilities amount was not calculated as a receipt since it within the World Bank (NSP-TF & TFSCB). was directly paid to the beneficiary and did not 2007 saw the preparation of the Second Devel- go through the regular accounting system of opment Plan with a total cost of $644K. Pro- SSATP. However it was recorded as a direct gram Management costs amounted to about contribution to the program. Table 16 shows $769K ($570K of overall coordination and ad- the total disbursement for 2007 of $4.7 million ministration related costs and $199K of over- detailed by activity and source of financing. 73 SSATP ANNUAL REPORT 2007 Table 16: Disbursements by Activity ($US) Other Disbursements Program Activities during reporting period MDTF World Bank Partnerships Jan to Dec 07 ATS-National & rural transports services study - - - - ATS-Advocacy: Large cities study/UM Discussion group - 37,494.17 - 37,494.17 ATS-Establishment of Urban Transport Database - - - - ATS-Support to Urban Transport Policy Development - - - - ATS-Dakar Bus financing - 30,440.00 - 30,440.00 ATS-Impact of motorcycle growth in Africa - - - - ATS-Support to ARTA 89,511.05 46,063.16 - 135,574.21 ATS-Technical note on good practices/data analysis - - - - RIT-Chirundu and Beit bridge Observatory 70,168.00 - - 70,168.00 RIT-Guidelines on Axle Load Control - - - - RIT-North South Corridor Legal Arrangement 30,033.60 3,407.04 - 33,400.00 RIT-Northern Corridor Observatory 70,765.73 - - 70,765.73 RIT-Support to REC-TCC 156,713.36 12,857.04 - 169,570.40 RIT-UEMOA Corridor Observatories 78,411.42 - - 78,411.42 RIT-UEMOA Establishment of Corridor Mgmt Committee - - - - RIT-Update of Northern Corridor Treaty 41,984.82 - - 41,984.82 RMF-Development of RONET 28,847.06 23,011.20 - 51,858.26 RMF-Framework for improved empirical data - - - - RMF-Review of Road Funds in Africa 56,109.87 7,569.65 60,316.60 123,996.12 RMF-Training needs assessment - - - - RMF-Road Management Tools Guide 40,353.87 - 40,211.07 80,564.94 RMF-Support Country formulation/Implementation - - - - RMF-Support to ARMFA 80,412.07 3,990.50 40,211.07 124,613.64 RMF-Support to ASANRA 16,704.00 - 20,105.54 36,809.54 RMF-Update of Legislation CD-Rom - - - - RS-Road Safety Policy Development 155,715.37 156,454.91 - 312,170.28 RS-SSATP/SIDA (Africa Road Safety Congress) 117,578.99 1,485.12 - 119,064.11 RS-Support African Road Safety Practitioners Network - - - - RTS-PRTSR-Implementation of Action Plans - - - - RTS-PRTSR Burkina Faso 45,809.06 - - 45,809.06 RTS-PRTSR Burundi 68,222.56 - - 68,222.56 RTS-PRTSR Central African Republic 92,425.86 - - 92,425.86 RTS-PRTSR Ethiopia 74,924.73 - - 74,924.73 RTS-Indicators Transport Performance 41,550.26 9,565.18 49,548.87 100,664.31 RTS-PRTSR Zambia 17,690.32 - - 17,690.32 RTS-PRTSR Gambia 14,685.60 - - 14,685.60 RTS-PRTSR Kenya 23,773.79 - - 23,773.79 RTS-PRTSR Niger 56,144.46 - - 56,144.46 74 Financial Report Other Disbursements Program Activities during reporting period MDTF World Bank Partnerships Jan to Dec 07 RTS-PRTSR Swaziland 32,962.64 - - 34,167.12 RTS-PRTSR Benin - - - - RTS-PRTSR Mozambique - - - - RTS-PRTSR Chad - - - - RTS-Support to SSATP Coordination Function 107,794.61 - - 107,794.61 Preparation of DP2 637,599.64 6,610.00 - 644,209.64 Program Management 448,002.55 122,508.55 - 570,511.10 Field benefits 230,356.28 - - 230,356.28 Indirect or overheads 199,569.10 - - 199,569.10 Annual Meetings (Burkina Faso) 538,690.65 71,814.23 - 610,504.88 Annual Meetings (Lesotho) 71,068.05 - - 71,068.05 Dissemination 202,495.14 24,516.43 - 227,011.57 Total disbursement 3,937,074.51 557,787.18 210,393.15 4,706,459.32 75 The Current Transport Sector Development Environment T he majority of countries across Africa iv) Development of PPP projects especially in are investing large resources in the connection with the extractive industries in transport sector. The investments are Regional Member Countries (RMC) for complemented by several regional, continental the development of transport infrastruc- and international initiatives that are shaping ture; and the transport sector development environment v) Development of multisector projects. across the continent. The majority of the bi- Of direct relevance to the work of SSATP is the and multilateral players are SSATP partners, AfDB investment in various corridors where making their activities of special significance to the Program is involved, including the Tema- the general development of the transport sec- Ouagadougou-Bamako, extending the North- tor. The recent successful replenishments of ern Corridor in East Africa to Ethiopia, under- ADF 11 (African Development Bank), IDA 15 taking a feasibility study on a key bridge on the (World Bank) and EDF 10 (European Union) North-South Corridor in Southern Africa and have important implications on the flow of re- a comprehensive support (together with the sources to transport and other sectors. Some of World Bank) to the East Africa Trade and the significant developments over the report Transport Facilitation Project. It is also sup- period include the following institutions. porting various railway rehabilitation and ex- The African Development Bank tension projects in East and West Africa. The African Development Bank (AfDB) has The AfDB also supports capacity building on recently started implementing a new strategic the continent through the NEPAD Infrastruc- plan over a four-year period (2007-2010), ture Project Preparation Facility (IPPF). The where the transport sector will focus on: facility seeks to provide support in response to i) Financing regional transport corridors; well defined roles, responsibilities, and well ii) Financing of greenfield road projects; prepared infrastructure delivery plans from iii) Increase infrastructure asset base at the na- RECs and other regional players. tional level by financing road rehabilitation The World Bank projects and putting emphasis on mainte- nance and attendant capacity building; Together with the AfDB and the European Un- ion, the World Bank is one of the largest actors in the transport sector in Africa. Its activities 77 SSATP ANNUAL REPORT 2007 encompass investments in national and re- baseline unit cost data against which future gional infrastructure, supporting sector re- improvements in infrastructure services can be forms, and developing knowledge on the measured, to subsequently monitor results transport sector. achieved from current increases in financial The World Bank strategy for Africa is anchored flows. The set of baseline data is also expected in the Africa Action Plan (AAP) which was to enable the provision of a more solid and launched in 2005. Through the AAP, the empirical foundation for prioritizing invest- World Bank works in partnership with other ments and designing policy reforms in the in- development partners to undertake a set of frastructure sectors in Africa. concrete results-oriented actions to assist Afri- The other major work is the Transport Cost can countries to meet as many MDGs as possi- study, which identifies, examines, and quanti- ble. The AAP provides a structure capable of fies the factors behind Africa's high prices of managing the significant increase in resources road transport, with an objective to helping available to Africa in the IDA-14 and 15. Two policy-makers adopt appropriate actions to re- areas of interest to SSATP stakeholders are part duce transport prices to domestic and interna- of the set of eight that the AAP focuses on: tional trade. The study is an eye opener as it strengthening the African private sector as well challenges most previous assumptions on the as expanding and upgrading road networks contributory factors to transport prices in Af- and transit corridors. Implementation of the rica with important implications on interven- AAP, especially during the IDA 15 period, will tions required to improve transport on the therefore have significant impacts on the flow continent. of resources to the transport sector. The European Union IDA was recently replenished with increased resources to enable the World Bank to help the The EU­Africa Partnership on Infrastructure is world's poorest countries adapt to the negative the framework for EU's support to the trans- impacts of climate change, and promote re- port sector. On 24 October 2008, the European gional integration and cooperation, for which Commission and the African Union Commis- there is a growing demand, especially in Sub- sion (AUC) launched the EU-Africa Partner- Saharan Africa. ship on Infrastructure. Several development programs, agencies and countries, including In addition to the direct investment in infra- the RECs, the AfDB, the World Bank, UNECA structure and institutional development in and the SSATP took part at the launching which the World Bank is engaged, it also un- which was held at the AU headquarters in Ad- dertakes the development of knowledge which dis Ababa, Ethiopia. is of great importance to progress. Among sev- eral such recent products, the World Bank has The Partnership will: concluded two significant pieces of work of focus on continental, trans-boundary, re- high importance to the transport sector in Af- gional missing links and national infra- rica, the Africa Infrastructure Country Diag- structure in transport, water and sanita- nostic (AICD) study and the Transport Cost tion, energy, and ICT sectors that secure study. The AICD covers fiscal costs, investment interconnectivity across the continent and needs and sector performance indicators in 24 its regions. The transport work will mainly countries in Sub-Sahara and provides a set of focus on the trans-African corridors; 78 The Current Transport Sector Development Environment have access to the resources available fore make a direct contribution to the realiza- through the EU-Africa Infrastructure Trust tion of the objectives of the Partnership. Fund. The newly created Trust Fund facili- In addition to the SSATP contribution to this tates the blending of EC grant resources new Partnership, the Program took part in July and those from EU member countries, or in discussions on the NEPAD Medium and loans from the European Investment Bank Long Term Strategic Framework where it was and other development financiers. This recognized to take the lead on trade and trans- Trust Fund, launched in 2007, has started port facilitation activities, using the REC-TCC. receiving considerable financial pledges of The year was therefore significant as the SSATP support from a growing number of EU became the main champion for improving member states giving much needed trac- transit facilitation in SSA. tion to the Partnership; and work with other stakeholders, especially The Infrastructure Consortium for Africa the AfDB. There is therefore a need to The above multilateral actors and other part- harmonize the various continental initia- ners are also involved in other continental ini- tives on infrastructure. tiatives including the Infrastructure Consor- The two Commissions created a Steering tium for Africa (ICA), which facilitates infra- Committee for the Partnership. This Commit- structure investment. The ICA established in tee will physically meet once a year, provides 2005 addresses national and regional con- policy guidance on the Partnership and facili- straints to infrastructure development through tates coherence and consistency of the various the sharing of information, project develop- strategic plans. It will be coordinated by the ment and good practices. It is not a financing Department of Energy and Infrastructure in agency but it acts as a platform to catalyze do- the AUC. nor and private sector financing of infrastruc- The launch of the Partnership was significant ture projects and programs in Africa. Its work to SSATP work in two respects. Firstly, it em- program covers: phasized the importance of sound road man- Capacity & institutional strengthening agement and financing as the basis for sustain- Advocacy able deliverables of road infrastructure, and Analytical work in support of ICA activities secondly, it recognized that trade facilitation Cooperation in project preparation measures were critical to realizing the transport Enhancing donor coordination and integration objectives of the Partnership. The ICA has also decided to increase the num- Both are areas where the SSATP has been in- ber of joint-financing opportunities by playing volved for considerable periods of time and a greater role in bringing China, India, the where it has developed guiding principles and Arab partners and the private sector into re- approaches. The SSATP has been instrumental gional infrastructure projects. This is critical to in road sector reforms that have taken root in the scaling up agenda and information sharing numerous countries, and it has also been ac- is an important first step. tively working to improve the performance of regional transport corridors, including design- The New Partnership for Africa's Develop- ing systems for monitoring such performance. ment (NEPAD) The work of the SSATP under DP2 will there- In 2007, NEPAD started preparing a Medium to Long Term Strategic Framework (MLTSF) 79 SSATP ANNUAL REPORT 2007 in which transport is one of the major sectors of the UN plan to convene a high-level meeting covered. As the African Union has also been on the MDGs in September 2008. In 2005, the proposing developing Master Plans, in October SSATP defined transport sector indicators to 2007 a major decision was made to merge the contribute to the drive towards achieving the NEPAD MLTSF with the latter meaning the MDGs. continent will have unified infrastructure de- velopment strategies. This enhanced initiative The Bilateral Donors is being coordinated by the African Union All the SSATP bilateral donors as well as sev- Commission. Preparation of the new frame- eral other countries support various invest- work will be as inclusive as possible and will be ment and sector reform programs in the trans- informed by the AICD, sub-regional master port sector. However, through improved coor- plans and existing growth diagnostic studies. dination, the support is increasingly specialized such that donors are focusing their energies on The UN MDG Africa Working Group activities where they have comparative advan- As part of the initiative of the UN Secretary tage. For example, some donors now focus on General to refocus attention on the achieve- road safety, axle load management, rural roads, ment of the Millennium Development Goals agriculture, trade facilitation, urban transport, (MDGs), the AfDB, the EC, the World Bank etc. The SSATP continues to engage with these and the ICA Secretariat all support the work of donors either at Program level or on specific the Infrastructure and Trade Facilitation The- activities so as to benefit mutual clients from matic Working Group. The UN Secretary Gen- the potential synergies. eral and the President of the General Assembly 80 Country and Regional Economic Community Pages T his section portrays major policy development activities and notable achievements in the sector of member countries, in particular, those supporting growth and poverty reduction. Table 17: Snapshot of Policy Development Activities and Results in 2007 Thematic activity Activities and Results Transport Strategies Poverty reduction 1. Review completed in 18 countries including 4 new countries in 2007 (Burkina Faso, Central African and transport strategy Republic, Ethiopia, Gambia) review (PRTSR) 2. Lobbying for implementation of recommendations and action plan in 9 countries (Burkina Faso, CAR, Mali, Senegal, Uganda, Lesotho, Malawi, Rwanda, Swaziland, Ethiopia and Zambia) 3. Reviews ongoing in Cape Verde, Burundi and Niger 4. Burundi, Mozambique and Benin are undertaking preparatory steps Indicators 1. Transport indicator Initiative Interim Review for 3 cycle data collection undertaken five countries rd 2. Data collection in progress in Douala, Yaoundé, Malawi, Niger Transport sector pol- 1. Transport sector policy document completed through participatory approach in Mali, Malawi, DRC. icy development Only Lesotho did it last year 2. Niger, Benin, Central Africa, Senegal Uganda, Tanzania, Burkina Faso & Cameroon undertaking preparatory steps to draft policy document 3. Ethiopia started developing transport master plan and Zimbabwe finalized first ever national trans- port policy. Transport master 1. Malawi, DRC & Mali drafting transport investment plan or National Transport Policy implementa- plan tion strategy Road Management & Financing Management 1. New road agencies established in Madagascar, Gambia, Uganda and Zambia 2. Restructuring of road agencies of Senegal, Zambia, Malawi and Sierra Leone 3. New road agencies under preparation in Ghana, Kenya and Swaziland 4. PAM & RED in preparing estimates of road maintenance requirements Financing 1. New road funds established in Senegal, DRC, and Burkina 2. Restructuring of road funds of Gabon, Benin, Madagascar, Niger, RCA, Malawi, Zambia and Sierra Leone Transport Services Urban mobility 1. Follow up large cities institutional, financing and normalization study (Cameroon) 81 SSATP ANNUAL REPORT 2007 2. Planning exercise to address the issues of urban mobility is underway (Swaziland) 3. Providing suitable road infrastructure, foot paths, bridges and crossings and influencing the provi- sion of services by the private sector to routes that cut down walking distances (Tanzania) Rural mobility 1. Preparation of National Rural Transport Strategy (Côte d'Ivoire) 2. Development of rural transport services strategy (Cameroon) 3. Preparation and approval of strategy(Uganda) 4. Improvement of community access roads (Swaziland) 5. Enhancing the capacity of local governments at village, ward, and district levels to effectively coordi- nate rural transport infrastructure and services (Tanzania) 6. Use of IMT (bicycles, ambulances and ox-cart created in Uganda Regional Transport Interstate corridors 1. Kenya-Uganda railways concessioning commenced March 2006 2. Setting up efficient baseline monitoring Tool in selected corridors (UEMOA Observatories estab- lished and Northern Corridor observatory and database developed) Transit corridors 1. NCTTA Agreement reviewed & adopted. Ratification initiated in member countries. 2. Follow up transit corridor activities (Cameroon and Central African Republic) Regional Transport facilitation program launched January 2008 3. Monitoring completed at Chirunu border post, where legislation for a one-stop border post was adopted in the two countries Zambia and Zimbabwe. Cross-cutting issues Gender 1. All countries mainstreaming gender into the road transport & addressing gender issues in transport through the PRTSR Employment genera- 1. Labor-based methods application in Uganda, Ghana, Zambia. Labor & Employment Act in Zambia tion Road safety 1. Road Safety units established in Senegal, Mali, Ghana, Nigeria, Burkina Faso, Benin, Togo, Uganda , Zambia & Malawi 2. An international road safety congress held in Accra in February 2007 attended by participants from 20 SSATP member countries 3. Road safety survey was undertaken in 15 countries in 2006 4. Detailed surveys and studies are ongoing in Cameroon, Uganda and Kenya HIV/AIDS 1. HIV policies developed in 10 countries 2. HIV/AIDS Transport strategy was developed with support from ILO and NERCHA focusing on haulers along transit corridors 3. PRTSR reviews have included actions and recommendations to limit the spread Dissemination 1. Website created in Niger and transport bulletin printed annually in Tanzania 2. SSATP coordination Newsletter (Malawi) 82 Country and Regional Economic Community Pages Central African Republic F or SSATP/CAR coordinators, the year the isolation of the country's hinterland, in 2007 was marked by: (i) the official place of the small boats that exist today. This launch of the transport strategy and would help improve river safety. policy review process in the Central African Republic (Poverty Reduction and Transport Strategy Review, PRTSR); (ii) the promotion of transport policy, and oversight and outreach for various road and river projects and neighborhood sanitation schemes in the capi- tal; (iii) the participation of a Central African delegation in the proceedings of the General Assembly. The workshop sessions on the PRTSR process, in which all stakeholders participated, culmi- A newly rehabilitated gravel road in CAR nated in the following main recommendations: (i) updating of the Transport Sector Program (ii) With respect to roads and bridges, sec- (sector policy paper), for which financing is tions of a number of roads were rehabilitated: sought; (ii) attention to certain forgotten Nola/Bayanga/Berbérati with FED/Stabex cof- points in the Poverty Reduction Strategy Paper fee financing; Sibut/Grimari; Bossem- (PRSP) at the upcoming reviews, particularly bélé/Bossangoa (148 km); Garamboulai/Baoro issues related to transport services in the differ- (220 km); Bambari/Alindao/Kongbo/Mobaye ent modes of transport found in Central Africa (220 km); Sibut/Dékoua (153 km) with financ- (road, river, air); (iii) NGO and civil society ing from the Road Maintenance Fund. participation in development of the Transport Sanitation projects were undertaken by the Sector Program. Government in certain neighborhoods of Ban- Several projects to improve transport condi- gui with support from the EU. The objective tions inside the country were completed during was to rid unhealthy neighborhoods of conse- the last year. In particular: quences of flooding during the rainy season. (i) In the area of river transport, passen- The standardization of vehicle documents ger barges were built and placed in operation, within CEMAC led the Government to move and the number of cargo barges was increased. forward in 2007 with initiatives to change vehi- These new investments help facilitate service to cle registration papers and driver's licenses. the neighboring countries of the DRC and The new plates carry a bar code showing the Congo-Brazzaville. There is also a need to lay vehicle's characteristics, and the new papers are plans for passenger and cargo barges to reduce supposed to be impossible to forge. 83 SSATP ANNUAL REPORT 2007 Nigeria and RTTP N igeria through participation in the ing funded by the Federal Government in col- Rural Travel and Transport Pro- laboration with State Governments and devel- gram (RTTP) of the SSATP initiated opment partners (World Bank and the African the development of the Rural Travel and Development Bank). Transport (RTT) Policy for Nigeria in collabo- RAMP is being implemented as a pilot project ration with the World Bank and national stake- in selected States, while the RTTP, a more holders. The draft final RTT, finalized through comprehensive program of the Federal Gov- a rigorous participatory process and endorsed ernment, is designed to take RAMP to all 36 by the National Council on Transport in 2005 States of the Federation and Federal Capital is now an integral part of the National Trans- Territory, Abuja. port Policy. The RTTP was embraced by the country as one RAMP specific development objectives of the tools for the poverty alleviation program a. Providing improved all-weather access of the Federal Government and has a develop- road networks in selected and prioritized mental objective of contributing to the im- rural development areas, provement in the quality of rural life and re- b. Rehabilitation/ upgrading and repair of se- ducing the level of poverty in ensuring all year lected prioritized river crossings through- round accessibility and mobility in the rural out the State, and areas. c. Supporting the institutional reform in the In order to ensure compliance with the guide- transport sector to streamline and improve lines recommended by the SSATP for partici- the management of the state-wide road pation in the RTTP, the Country religiously network, and to sustain coordination of followed three-stage RTTP evolution process the national rural travel and transport pro- that included a sector diagnostic stage, policy gram. development stage before arriving at the pre- sent Policy Implementation Stage with the Project design emergence of the Rural Access and Mobility Project (RAMP). The main focus is to improvement rural roads especially gravel and earth roads leading to and RAMP emerged as an implementation strategy servicing areas with agricultural and other ru- option for the development of rural transport ral development potentials. The intervention infrastructure under the RTTP and is guided areas are prioritized according to current and by the RTT Policy within the context of the future development potentials. Participating National Integrated Rural Development Policy states are expected to select the road linkages to and its implementation document, the Rural be developed by the project in accordance with Development Sector Strategy. RAMP is a major the agreed Terms of Reference and contribute rural transport intervention project and is be- 84 Country and Regional Economic Community Pages counterpart/parallel funds to be agreed with monitoring and evaluation while implementa- the development partners. tion will be managed exclusively at the State level through the State Project Implementation Project Implementation Units (SPIU) supervised by the State Project In 2006, the Federal Government adopted the Management Committee (SPMC). The identi- National Policy on Rural Travel and Transport, fication of intervention Projects areas and de- which recognizes that transport is central to velopment of design, and bidding documents, the development of a society and that improv- contract award and contract supervision will be ing rural mobility and easing the transport handled by the SPIUs. burden must constitute a significant part of the county's poverty eradication program. The Implementation Arrangements: National and overall objective of the policy is to develop an State requirements adequate, safe, environmentally sound and The FPMU in FMAWR is responsible for the economically efficient rural travel and trans- implementation of the policy through the Ru- port system. The Government, under the Fed- ral Travel and Transport Program (RTTP). eral Ministry of Agriculture and Water Re- Most of the RAMP activities will be imple- sources (FMAWR), has commenced the im- mented at State and Local Government levels plementation of the policy through the Rural through the State Project Implementation Travel and Transport Program (RTTP). The Units (SPIUs) supervised by the State Project program is further supported by the various Management Committee (SPMC) with the rural access and mobility projects to be imple- FPMU focusing on initial project identification mented at the state level. This RAMP is part of (in conjunction with the States) and then pro- the RTTP. Under this arrangement, the role of ject coordination, monitoring and evaluation. the Federal Government is to coordinate, sup- This will ensure national implementation re- port the States and ensure the implementation view and amendment of the overall RTTP to of the policy while the responsibility for im- enable efficient improvement of rural access plementation of the projects rests with the and mobility. Effective coordination is critical States, the ultimate goal is to give the Local as the RAMP-Projects will be guided by and Government Areas (LGAs) the needed capacity will be supporting the implementation of Rural to implement such projects in the future. Key Travel and Transport Policy which represents stakeholders have to be consulted on the choice an overall policy framework for introduction and implementation of interventions. Nigeria's of better, safer, sustainable and comprehensive federal constitution assigns independent re- rural transport throughout the country sponsibilities for roads to all three levels of government ­ the 774 LGAs, the 36 States and Components the Federal Government. Each State is respon- RAMP includes three main components: sible for planning, budgeting, financing and Rehabilitation & Maintenance of Transport executing construction and maintenance of the Infrastructure: This will support the rehabili- roads under its jurisdiction. tation and maintenance of critical links of the The Federal Project Management Unit rural (state, local government and access) road (FPMU) of the Federal Ministry of Agriculture network and other transport infrastructure in and Water Resources (FMAWR) has its main the selected geographical areas in support of focus on the overall RAMP coordination, State development initiatives. The planned in- 85 SSATP ANNUAL REPORT 2007 terventions will be undertaken with longer- ii. Result of annual State Bench Marking Ex- term asset management through performance ercise conducted by the National Planning and output-based road contracts (OPRC) for Commission (NPC), to ascertain level of the identified road networks as well as specific the states' commitment to good govern- works contracts for the rehabilita- ance with respect to the implementation of tion/replacement/provision of culverts and their SEEDS (State Economic Empower- bridges to improve rural access outside the se- ment and Development Strategy) docu- lected road networks. ment. Institutional Strengthening and Capacity iii. States that demonstrate willingness for fi- Building: This focuses on nancial support to the project through Strengthening road management, plan- submission of a Letter of financial Com- ning, programming, procuring and super- mitment to the RAMP, FPMU. vising road contract skills, both on state Accordingly the council is to urge the states to and local government levels, through on embrace the reforms in the rural transport sub the job training, specific training and tech- sector as well demonstrate their commitment nical assistance; to partner with the Federal Government in Promotion of the implementation of RTTP bringing RAMP to all State through their fi- I to empower local governments and com- nancial commitment and participation in the munities to participate in the management annual SEEDS Bench Mark Exercise. and provision of rural transport infrastruc- ture and services; and States currently participating in RAMP Capacity building in the implementation Six States namely Kaduna, Enugu and Osun of multidisciplinary infrastructure projects. sponsored by the World Bank, and Cross River, Adamawa sponsored by the AFRICAN Rural mobility improvements: This focuses on Development Bank, have been selected to par- the identification and support of different op- ticipate in the donor funded pilot project. Ni- tions of intermediate means of transportation ger State has recently been selected as the sixth (IMT) involving both the private sector and State and has been recommended for World community-based organizations. In addition, Bank sponsorship bringing the status to one it will provide advice and support rural enter- State per each of the six geopolitical zone. Each prise to improve livelihood. pilot project has a duration of about four years. Selection of states to participate in RAMP Kaduna State RAMP The process for the selection of states to par- The RAMP preparation in Kaduna has been ticipate in RAMP ensures adherence to geo- appraised and negotiated. The project is to cost political balance sand generally based on the $72 million covering 427 Km of rural roads se- following: lected from 8 Local Government Areas (LGAs), i. Criteria worked out by the government which are among the top prioritized interven- and the development partners (economic tion areas and about 132 river crossings spread criteria with emphasis on rural population, across the entire State within the purview of agricultural potentials). the project. The improvement and mainte- nance of the roads in the intervention areas will be through long term OPRC packages. 86 Country and Regional Economic Community Pages Under such OPRC arrangement, the contrac- Project status tor will be responsible for providing all roads at World Bank sponsored States: a certain level of service, e.g. minimum travel i) Kaduna ­ Board date in March 2008 speed, maintaining road widths and open ii) Enugu ­ Project Identification drainage channels and structures for the dura- iii) Osun ­ Project Identification tion of the contract period. He would be paid iv) Niger ­ Pre- Identification based on his performance in achieving these service levels and not on inputs including indi- ADB sponsored States: vidual maintenance and rehabilitation activi- i) Cross River ­ Loan Agreement signed and ties completed. State has a budget envelop of about USD 54m for the rehabilitation of about 474 km of rural roads. Effectiveness is in March 2008. ii) Adamawa - Pre-identification 87 SSATP ANNUAL REPORT 2007 Nigeria and the Federal Road Safety Commission T he Federal Road Safety Commission bilize resources for rapid improvement in (FRSC), the Lead Agency in road traf- road safety. fic administration and safety man- agement in Nigeria organized an international Abuja plan of action conference on road safety in Africa as part of a The conference identified certain problems series of activities to celebrate two decades of militating against the maintenance of safety on meritorious service to humanity. The confer- our roads. These include: ence was held at the Abuja Sheraton Hotel and a. Engineering (traffic signs, road markings, Towers from 18th to 19th February 2008 with traffic signals, lane markings, etc.). the theme "Road Safety Management in Africa: b. Infrastructure (poor road maintenance) Vision 2020". The conference provided the Commission with the opportunity to take c. Health (accident trauma, drugged and stock of its past activities and to chart a course drunk driving, lack of paramedic interven- for the future. tion). d. Inadequate government and alternative The main objectives of the conference were funding. clearly stated in the executive summary which is reiterated as follows: e. Capacity building including lack of profes- sionalism and inadequate training a. To highlight the social and economic im- plications of road traffic crashes, in order f. Poor and inadequate use of stakeholders to appreciate and drastically reduce road g. Lack of integrated transport system. traffic injures, as such raise awareness and h. Vulnerability of road users. resources for road safety improvement in i. Inadequate investment in transport infra- Africa. structure. b. To review the current road safety man- j. Road traffic injures is a major public health agement practices in developing countries, problem in African countries, post-crash Africa and Nigeria in particular. The con- care require an approach with a compre- ference will review progress made so far by hensive national trauma care system. This African countries in improving road safety; is to be executed by the lead agency in col- with concurrent knowledge sharing from laboration with all stakeholders. best practices of other participating devel- oped countries. In view of the foregoing the conference re- solved as follows: c. To appraise for implementation the rec- ommendations of the World Report on a. Road safety is a shared responsibility re- road traffic injury prevention and the Afri- quiring inter-agency, inter-governmental can Road Safety Initiative. and international collaboration. d. To advance the development of National b. Governments and related agencies should action plans for Road Safety activities in create a reliable database and employ tech- African countries and identify ways to mo- nology to promote effective road safety management. 88 Country and Regional Economic Community Pages c. African countries should adopt the lead m. Governments should muster the necessary agency model as employed in Nigeria to political will to enforce road safety legisla- manage road safety. tion meeting international best practice. d. Governments should provide a regulatory n. African governments should promote the framework for road transportation. development of integrated and co- e. Governments should involve safety experts coordinated multi-modal transport sys- in the design and construction of transport tems. infrastructure. o. Governments should establish paramedic- f. African governments should invest in edu- training institutions and train-the-trainer cation and integrate road safety into the programs to enhance the capacity of road curriculum of their educational institu- safety officers to assist road accident vic- tions. They should also strengthen their tims. public enlightenment campaigns on road p. Some of the practices in the airline indus- safety practices to foster safety conscious try such as the maintenance of passenger attitudes in road users. manifests, payment of insurance bene- g. Governments should seek to establish road fits/compensation to accident victims safety colleges to enhance the capacity and should be incorporated into the road competence of road safety officials and to transport industry in Africa. ensure national standards. q. Governments should develop the necessary h. African governments should allocate ade- framework for more effective enforcement quate funds in their national budgets to the of traffic rules and regulations. This should development of road safety infrastructure. include legislation establishing permissible i. Governments should adopt appropriate levels of blood alcohol concentration. road safety strategies and promote ex- r. The capacity of the FRSC and similar agen- change of good practice. cies to provide first aid to accident victims j. Road safety should be integrated into the should be enhanced. development strategies of African nations. s. The FRSC and similar agencies should play k. African governments should integrate safe advisory roles to governments in the de- road design concepts into their road trans- velopment of transport infrastructure. port infrastructure projects. t. This action plan should be made available l. The volunteer culture in traffic safety man- to all governments and inter-governmental agement should be promoted across Africa. organizations in Africa. 89 Country And Regional Economic Community Pages Rwanda Transport Sector Key Achievement in 2007 T he mission of the transport sector in Utilization of modern and efficient equipment to Rwanda is to contribute to the eco- facilitate transit transport: nomic development and poverty re- a. procurement process for the acquisition of duction, through development program and cargo scanners at final stage projects, financed by the Government, the de- b. consultations on going with Uganda and velopment partners, and other local initiatives. Kenya for the acquisition of a regional The transport sector activities were focusing electronic cargo tracking system along the following objectives that constitute the key transport corridors, pillars of the sector policy. c. consultations on going with Uganda, Tan- zania and Kenya IT interconnection be- Strengthened institutional framework and tween regional Revenue Authorities (im- increased implementation capacity plementation process underway), d. Strategic studies identified for the devel- Implement public service reforms in the transport opment of alternative transport modes to sector: the process started in 2004, focused on ensure effectiveness and to curb transport creating more efficient transport infrastructure costs: Terms of Reference are under discus- structures and staff. It concerns the central sion with the development partners. administration, the executing agencies and the decentralized administration at districts level. Railway: a. Isaka- Kigali- Bujumbura railway Project: Capacity building through training programs in Feasibility study ongoing to be completed Rwanda, in partnership with international and between June and August 08, immediately national higher learning institutions involving followed by detailed technical studies (10 ministry and districts technical staff. The part- month time). ner institutions were indentified to train staff b. Participation in the design of the EAC from the key transport sector agencies at MSc Railways Masterplan, in the context of the Degree in transport economy, planning... Regional integration. Technical short courses will also be offered. c. Isaka Dry Port feasibility study: procure- ment process at an advanced stage for the Reduced transport costs for domestic prod- recruitment of the consultant. ucts and internationally tradable goods Transport facilitation (simplified border crossing Oil pipeline: consultations on going with procedures) through the One-Stop Border Post Uganda and Kenya for the participation in the (OSBP) Program institutionalization: construc- development of the Eldoret-Kampala-Kigali tion of OSBP at Nemba border post with Bu- pipeline project rundi, consultations on going with Uganda for Air Transport: the development of OSBP at Gatuna border a. Bugesera International Airport: Feasibility post, and with Tanzania at Rusumo border study completed, Technical studies to fol- post. low by mid 2008 (Consulting Engineer un- der procurement). 91 SSATP ANNUAL REPORT 2007 b. Other airports and aerodromes: technical tion workshop held in December 2007; to studies to be launched for the exten- be adopted by the Cabinet. sion/rehabilitation of Kamembe and Gis- b. Develop the Transport Master Plan. A pro- enyi airdromes. curement process is ongoing for the re- Improve the road network condition: cruitment of an international consultant, a. Routine maintenance contracts have been under World Bank financing. implemented over the paved road network. Improve safety for goods and passengers on b. Multiyear's (3 years) maintenance con- the principle modes of transport tracts approach has been introduced on some paved roads, to be extended to the Road network protection: entire classified road network over the next a. Axle load control has already started, to be years. extended to the entire paved network: c. Earth roads Program (22 roads, 870 km, overloaded vehicles to be avoided. over a 3-year period) has been adopted by b. Establishment of a transport database: traf- the Government: currently under imple- fic counts campaign initiated in 2007, to be mentation. extended to the entire classified network. d. The paved road network has been rehabili- c. Introduce regulatory measures of dissua- tated: 112 km of road rehabilitation are sion to enhance transport safety: driving currently on going. regulations are being reviewed; Vehicles e. The paved road network has been ex- Technical Inspection Centre currently op- tended: 60 km of new construction have erational been completed. d. Weighbridges set up at border posts: to be operational by April 2008, software acqui- Assure quality and durability of rural, urban sition in process and international transport network Road safety education and sensitization cam- Strategic planning and quality control paigns accessible to all: Media campaigns on a. A maintenance strategy focused on effi- road safety issues regularly organized on radio, ciency and results oriented multi-annual television and newspapers. programming: final draft available, valida- 92 Country and Regional Economic Community Pages A Study of the Establishment of a Corridor Regulatory and Legis- lative Framework in Member Countries of ECCAS T he Economic Community of Central countries of the sub-region is therefore very African States (ECCAS) is an eco- low. The transport sector accounts for just 5 to nomic space that encompasses An- 10 percent of GDP in the sub-region. On the gola, Burundi, Cameroon, the Central African other hand, direct investment in overall trans- Republic (CAR), Chad, Congo, the Democratic port supply and management consume quite a Republic of Congo (DRC), Equatorial Guinea, significant portion of each government's public Gabon, Rwanda, and Sao Tomé and Principe. investment budget, ranging between 25 and 40 By means of the Brazzaville Treaty of October percent of the budget, depending on the coun- 18, 1983, these 11 countries established a try. All the national budgets treat this as a pri- common economic space, the aim of which is ority. However, overall transport supply re- "to promote and strengthen harmonious coop- mains very inadequate, outdated, and non- eration, and balanced and self-sustained devel- competitive. Within the sub-region, transport opment in all fields of economic and social ac- costs remain very high. For landlocked coun- tivity, particularly in the fields of industry, tries in particular, transport costs may run as transport and communications, energy, agri- high as 40 or even 70 percent of the consumer culture, natural resources, trade, customs, price because of the many physical and non- monetary and financial matters, human re- physical obstacles encountered in the transport sources, tourism, education, further training, of goods in transit. culture, science and technology and the move- These obstacles prevent the sub-region's transit ment of persons, in order to achieve collective corridors from running smoothly, which in self-reliance, raise the standard of living of its turn encumbers real-time movements of goods peoples, increase and maintain economic sta- and logically hinders rapid development of a bility, foster close and peaceful relations be- true industry of reliable transport in the sub- tween Member States and contribute to the region. These institutional, organizational, and progress and development of the African con- structural blockages are in some cases the re- tinent." Unfortunately, these lofty goals have sult of a diversity of programs, laws, and regu- never been achieved. lations and contradictory and burdensome In fact, due to the inadequacy of transport in- procedures that strongly penalize transport ac- frastructure and the low complementarity be- tivities. Accordingly, ECCAS has initiated a tween the economies of member countries, in- baseline study for the purpose of proposing a tra-Community trade remains very slight and suitable framework for facilitating transport in some cases nonexistent, accounting for less industry investment promotion. than 3 percent of the total volume of imports Furthermore, the public/private partnership and roughly 5 percent of exports. Current de- for transport infrastructure financing also re- mand for transport services to handle Com- mains relatively embryonic, largely unstruc- munity trade over existing routes between tured, and generally ineffective. Joint analysis 93 SSATP ANNUAL REPORT 2007 of overall transport supply and the procedures of reliable projects and this capital needs to be used at this time points to the necessity of pro- tapped to bring the transport sector in Central posals revolving around two major options: a Africa out of its state of lethargy. minimalist option and an evolutionary option. From an organizational perspective, a useful The former focuses on the rehabilitation and model can be found in the practices observed full development of critical routes selected on in the North Corridor and the development of the basis of previously established, consensual an ECCAS High Authority for Corridor Coor- criteria. The second option focuses on a new dination. This entity will be made up of a Per- principle, based on the reconstruction and up- manent Secretariat and National Transit Facili- grading of transport infrastructure to meet the tation Committees for transit operations. The standards and requirements of globalization. National Committees will need to work in To that end, a Community-wide transport pol- close collaboration with freight management icy should first be adopted, and an investment organizations, which should be included at the charter established as well. In time, this will operational level. This means that, depending drive a new dynamic for transport industry in- on how operational, functional, and effective vestment promotion in ECCAS countries in- these freight management entities are, they asmuch as such a policy requires the develop- could take care of the daily management and ment and adoption of a reference document, real-time tracking of cargo. which could be in the form of a "white paper They will thus be responsible, depending on on Community transport policy in the ECCAS their level of structure and management, for zone." This document will not only permit the fully and appropriately playing a watchdog role consolidation and harmonization of proce- in these corridors. Effective and inescapable dures, but will also provide a strategic frame- synergy will develop at this level between the work for transport industry development in various entities set up in this way. In relation to the sub-region. It should also facilitate im- the National Transit Facilitation Committees, proved channeling of investments in this vital these freight management organizations that sector of the economy. Such a partnership will also play a watchdog role will be in a position entail new trigger mechanisms which are essen- to identify and correct all the bad practices en- tial for setting in place a sound, modern infra- countered along the transit corridors. In addi- structure. tion, organizing the transport of goods in tran- In reality, it has been amply noted that not one sit requires facilitation instruments that are of the governments of the sub-region is in a light, easy to use, and understandable to all. position to release necessary and indispensable For that reason, it is no longer useful today to funding, nor is capable of undertaking large adopt the TIPAC, TIR, or TIA carnet models modern infrastructure projects that meet but rather the current transit document model speed, safety, and cost-effectiveness standards. which appears more effective. In fact, the tran- In more than two decades, Central Africa has sit document system that is currently in effect not witnessed any large-scale work projects in Corridor 1 of the CEMAC zone could be aimed at modernizing its transport systems. adopted as a facilitation instrument and as the And, in the face of globalization, there is a need sole valid customs document for the transport to call upon the private sector, which is better of goods in transit. This option requires that able to satisfy existing and potential demand. the system of guarantees be better organized, The world possesses floating capital in search 94 Country and Regional Economic Community Pages which could be done by a socio-professional integration and flow. If nothing is done to ad- organization representing forwarding agents dress this physical obstacle, then all the facilita- and road haulers and, to the greatest extent tion measures and instruments adopted will possible, freight management organizations or, serve no real purpose. The transport infra- alternatively, it could be done by CICOS. This structure must be upgraded to make the trans- will have the advantage of eliminating bank port system more competitive and efficient; guarantees, the financial costs of which dis- otherwise, it will be impossible to meet the re- courage investors in the transport sector. quirements of globalization. The duly guaranteed transit document will There is thus a need for profound change and serve as the sole customs document, to be filled redirection of transport policies regarding in- out on the basis of the International Vehicle vestment in the transport sector. This change Letter (Lettre de Voiture Internationale, LVI) should begin by redefining the route selection required for all cargo transport in the zone. To criteria in order to make the transport system accomplish this, there is a need for substantial (all modes combined) more modern and better restructuring and modeling of the manage- adapted to world requirements of the 21st ment systems and methods of the socio- Century. There is first of all a need to embrace professional organizations expected to play a the strategic option of rebuilding more effec- role of guarantor. This requires capacity- tive routes to connect all the major cities and building and the introduction of a more highly capitals of countries in the subregion. These structured managerial model. The substitution surface transport systems should include qual- and formation of this structure will provide a ity road transport, interconnected high-speed new thrust to the transport of goods in transit rail systems, and large-scale river and lake and could even result in substantial emulation transport using more modern ships and other by economic operators in this sector. At the watercraft. This criterion requires the redefini- same time, these entities will need to acquire tion and reconstruction of new, more opera- real-time cargo control instruments and re- tional and more reliable layouts to guarantee sources (radio, mobile telephone, automated nonstop movement and free flow in the trans- tracking system, trackers, GPS, etc.). Such a port of cargo, goods, persons, and services in structure will be less cumbersome and will per- the sub-region. Success will hinge on the fol- form better if transport infrastructure is mod- lowing conditions: ernized and made more competitive. In any 1. Each member country must accept and in- event, a preliminary study would first be neces- tegrate the principle of encouraging the in- sary to define the problem more clearly and to volvement of private capital in the effort to de- better organize the system. velop community infrastructure. This means Finally, the analysis performed has clearly setting up long-term (25-50 years), renewable, shown that Central Africa, in comparison to build-operate-and-transfer (BOT) contracts the rest of the world, is substantially behind the with very specific terms and conditions. Such times in terms of reliable and competitive contracts give the private sector latitude to transport investment and infrastructure. The build quality infrastructure and manage it. distance/travel time ratios in the sub-region are 2. Social peace must be maintained in all the lowest in the world. The inadequate trans- member countries, and there must be a total port infrastructure in Central Africa constitutes the single greatest physical obstacle to traffic 95 SSATP ANNUAL REPORT 2007 cessation of hostilities and organized crime in modeled on existing road funds. It offers the certain countries of the sub-region. advantages of guaranteeing the sustainability of 3. Investments and private capital need to be rehabilitated investments and addressing the safe and secure. entire range of transport infrastructure (all modes combined) through a financing mecha- In a more moderate context, the ECCAS Gen- nism capable of defining quotas and levels of eral Secretariat will need to examine carefully, intervention. under the minimalist option, the idea of estab- lishing an ECCAS Integrated Community Transport Systems Maintenance Fund to over- come the physical obstacles analyzed above and by Daniel EKWALLAkwalla Bouma BOUMA solve the problem of the poor condition of Transportation Economist, transport infrastructure. This fund could be Director-General of LeCar Company 96 Learning and Knowledge Sharing This year's report presents articles from SSATP transport (IMT). The articles are contributed partners on topics related to transport devel- by the World Bank staff and a professional opment, specifically on transit transport corri- from a SSATP member country. dor management and intermediate means of The Cost of Being Landlocked: The Need for a New Conceptual Framework Despite international awareness of the chal- The Current Paradigm lenges faced by landlocked developing coun- tries (LLDCs)4, and national efforts over the A consensus on the solutions to tackle the cir- last decades supported by donors and interna- cumstances of being landlocked was reached as tional institutions, many LLDCs5 are still nega- far back as 19216. Since then, initiatives have tively hampered by their geographic character- mostly centered on two core sets of measures: istic and in most cases improvements have (i) setting up legal frameworks to establish the been dismal. freedom of transit; and (ii) supporting large investments in transport infrastructure. This article tries to explain why donors' initia- tives have so far brought limited results on the The right to freedom of transit for landlocked ground. It underlines the need for a new con- countries has been enshrined in various bilat- ceptual approach and provides new analytical eral, regional, and multilateral treaties, such as tools to help assess the critical constraints faced Article V of GATT or the 1958 Geneva Con- by LLDCs. vention on High Seas (further developed in the 1982 Montego Bay Convention). In addition, 4 Landlocked countries are defined as countries many international agencies have addressed the without direct territorial access to sea. challenges of LLDCs, including the United Na- 5 As of 2007, there were 32 landlocked developing tions's 2003 Almaty Ministerial Conference. countries of which more than half is classified as Least Developed Countries (LDCs), mainly dis- persed amongst four continents: 15 in Africa, 12 in 6The first seminal document for landlocked coun- Asia, 2 in Latin America and 2 in Central and East- tries was the Convention and Statute on Freedom of ern Europe. Transit signed in 1921 in Barcelona. 97 SSATP ANNUAL REPORT 2007 The Almaty Agenda was then designed to en- growth by about 1.5 percentage points)11 ; and sure the recognition of freedom of transit in (3) on average landlocked countries had longer international agreements; the development of recourse to IMF-supported programs than transport infrastructure; and the encourage- coastal countries. ment of transnational cooperation. In today's global economy, access to interna- Many additional (often overlapping) multilat- tional markets is critical to building a diversi- eral and bilateral agreements for transit facilita- fied economy and reducing poverty. However, tion have been introduced and endorsed by LLDCs have many hurdles in reaching interna- transit and landlocked countries to define tran- tional markets. Typically, the cost of inland sit transport environment and each party's re- transportation of over 1,000 miles (1,600 km) sponsibility. More than a hundred of such amount to the cost of 6,000 miles of sea trans- agreements exist in Sub-Saharan Africa alone7. port (10,000 km). LLDCs continue to face high transaction cost, Unpredictability is more crucial than inflated trade less, and grow slowly transport prices However, transport infrastructure develop- Recent empirical data highlight that most ment requires not only a large initial invest- problems related to the cost of being land- ment, but also substantial recurrent expendi- locked derive not from higher costs as such but tures to maintain the existing infrastructure in from delays on roads and the impact of delays a reliable condition. Despite numerous initia- and logistics. Unpredictability appears more tives and donors' efforts to provide corrective crucial than inflated transport prices. Conse- measures to mitigate the cost of being land- quently, donors have to change the focus of locked, LLDCs continue to suffer from their their interventions or else the current advo- geography with much higher transaction costs cated measures could lead to the same disap- than coastal developing countries and, there- pointing results. fore, more limited trade flows and typically The global marketplace requires product in- slower economic growth. puts from many locations. Transit inventory Variants of the new economic geography, new costs include container rentals, deposit costs or trade theory, neoclassical and endogenous demurrage charges, terminal and storage facili- growth theories have been applied to highlight ties. Estimates indicate that every day spent in the nexus between geographic location, trade transit adds 0.8 percent to the cost of goods. and economic growth. The literature concludes Fafchamps et al (2000) show that the incidence that: (1) landlocked countries trade less vis-a- of delayed deliveries has a strong positive effect vis coastal countries8 (up to 50 percent less on inventory holdings. Based on a sample of than coastal countries)9; (2) landlocked coun- firms, the authors find that Zimbabwean firms tries experience weaker growth than maritime hedge delivery risk by building input invento- countries10 (being landlocked reduces average ries. In developing countries, safety stocks due to uncertain transport delivery can even reach 7 Grosdidier de Matons, Facilitation of Transport one year of expected sales. and Trade in SSA: A Review of International Legal Instruments, SSATP Working Paper N0 73 (2004). Likewise, uncertainty in delivery schedules 8Irwin and Tervio (2002). negatively affects businesses both on the export 9Limao and Venables (2001). 10Bloom and Williamson (1997). 11MacKellar et al (2002). 98 Learning and Knowledge Sharing side (unreliability for clients) and on the im- lengthy clearance systems and poor market or- port side (need to increase inventories to cater ganization. While initiation of transit at every for uncertainty). In the case of Africa, calcula- corridor should take less time than the final tions have shown that uncertainty in delivery clearance, factual observation points to the schedules can have an even higher impact on contrary. Goods traveling to landlocked coun- businesses than long transit time. tries deal with the time equivalent of three clearance processes (or more), while non- Higher delays in ports hurt more than delays landlocked transit countries face only one. inland This phenomenon, which is partly explained Surprisingly, and as shown in the following ta- by the importance of Customs revenue in a de- ble giving examples of transit time in days in veloping country's budget, amplifies the uncer- Africa, the bulk of these delays occur in ports: tainty on the transit time. The same is also true for the uncertainty factor, which is evenly split along the logistics chain in ...but also widespread rent seeking activities proportion to the time spent. In this context, Transit regime often adds major complica- delays due to port uncertainty can account for tions, and companies are often sanctioned un- as much as 75 percent of the delay/uncertainty der unclear rules that fuel corruption at the associated with shipments. Bad roads and border. Importers and exporters are discour- roadblocks add to the hurdles, but often in a aged from shipping products through a transit limited way. country, which results in governments being Dry port Total Port Transit country A Transit country B Clearance Border time Douala-Ndjaména 24 4 8 3 39 Mombasa Kampala 13 4 1 1 2 21 Dar es Salaam- 17 5 2 1 2 27 Kampala deprived of potential tariff revenues and cus- The economics of transit partly explain the tomers denied access to affordable products. cost of being landlocked... Transit administrative costs and overhead ex- Transit regimes are systems of national and in- penditures (such as illegal facilitation, proce- ternational transit designed to protect each dural fees, and mandatory transit services) play country's customs against tax evasion. Using a major role in the overall political economy of these systems, landlocked countries can trade transit. Furthermore, the inefficiency of transit beyond their immediate neighbors, while pre- regimes tends to perpetuate low service quality venting goods from being diverted without and informal activities, especially in environ- paying duties. ments characterized by poor governance and Although many countries are impacted by high weak business practices. Certain traders and transport cost and port delays, LLDCs are at a service operators then take advantage of these particular disadvantage because of multiple, 99 SSATP ANNUAL REPORT 2007 deficient transit systems to embark on rent- of being landlocked. Rather than supporting seeking behaviors. the signing of new agreements, there is a need Such systems are also unable to adjust to global for increased coherence among donors to en- logistics networks and to efficiently link to the sure the pursuit of common objectives and the international market. The few operators that implementation of coordinated instruments. can work in this environment would usually A major reduction of transaction costs in try to take advantage of the others' inefficien- LLDCs could be achieved by focusing on the cies to charge extremely high overheads. following five priorities: Transport share and freight allocation proce- Developing comprehensive cost analysis dures are also an important consideration. In (direct, overheads, delays, regimes) for many trade corridors, freight allocation is con- each LLDC. This would help identify the trolled by a market organization (cartel or syn- binding constraints on competitiveness of dicate). In this system, the regulator adjusts the LLDCs, including that stemming from the price so that the fixed cost is recovered, irre- transit conditions in coastal countries. spective of the number of kilometers traveled Supporting the adoption of revised transit per month. systems in developing regions in accor- Because of uncertainty and the low quality of dance with the framework in place in service provided, freight forwarders tend to in- global markets. Such revised transit re- crease the rates charged in many LLDCs. The gimes would reduce delays and remove magnitude of transit overhead becomes very many causes of unpredictability at depar- significant at each corridor, therefore impact- ture, en route and at destination. ing logistics costs at four levels (direct cost, Encouraging Customs modernization and overheads, delays and uncertainty). In addi- reform to eliminate red tape and duplica- tion, there are limited incentives for agencies tion in processes. Revised Customs proce- and operators to be transparent. dures are highly beneficial once they are aligned with international conventions, Overall, high transaction costs for companies standards, and practices. in LLDCs derive from delays, logistics unpre- Fostering dialogue and effective coopera- dictability, inefficient transit regimes and ex- tion among countries on cross-border and cessive overheads sub-regional cooperation issues in trade and transport (rather than pushing for new The Need for a New Conceptual Approach agreements). and New Tools Supporting advanced research to better Removing unnecessary transit overhead costs understand the optimal role of air trans- would create large gains for LLDCs. More effi- port (as compared to other modes) and re- cient supply chain management would in turn lated public investments. A strong air lower fixed costs and improve the quality of transport usually provides a predictable, service, thereby reducing uncertainty and de- cost-efficient linkage to global markets. lays. More trade fostered by lower costs could lead to better market shares. Gael Raballand, Jean-François Marteau and Jean-François Arvis Bilateral and multilateral aid organizations The World Bank should explore new directions to tackle the cost 100 Learning and Knowledge Sharing Sion Tri-Moto Fills the Gap for Rural Women and Students in Côte d'Ivoire U nder the decentralization policy pur- As a tangible evidence: sued by the Ivorian government i) The School Canteens Directorate of the since the early 2000s, local councils Ministry of National Education, in collabora- have been instituted and set in place, thus tion with the NGO PROSAF, has supplied mo- boosting efforts to take measures and actions tor tricycles to student cooperatives in the sub- locally to improve the condition of the roads prefectures of Issia and Alépé so students will and thereby reduce the isolation of rural and have an easier time reaching school (in the case peri-urban areas. of students who travel long distances), and so Such actions by local authorities have resulted the water and food needed for meal prepara- in greater mobility for area residents, especially tion can be brought each day; women and students whose needs were not adequately addressed by existing means of transportation (transport of produce from the field, transport of water from well to home, travel to area markets or from depots to vil- lages, school travel to and from home, medical evacuations, etc.). To tackle these specific travel concerns, Société de Moyens Intermédiaires de Transport (SOMIT) has constructed an intermediate, multidimensional means of transportation A pregnant woman trans- ported to the hospital called the SION Tri-moto. The main objective by motor ambulance of this motor tricycle is to ease the transporta- ii) A number of towns in eastern central Côte tion problems of students and lighten the daily d'Ivoire (Bondoukou, Tanda, Daloa, Bouaflé, work of women in rural and periurban areas. and Bocanda) received a grant of CFAF 33 mil- SOMIT has handed the task of promoting this lion to purchase motor ambulances. This grant important means of poverty reduction in Côte was provided by UNFPA in collaboration with d'Ivoire to the NGO PROSAF (Women's Ad- the NGO PROSAF. The vehicles have been vancement and Health) and in Africa to turned over to the various health centers and REFATE (African Women's Network for the are used in particular to transport pregnant Promotion of Transport and Trade). women who are about to give birth. The objec- National and international organizations and tive of this initiative is to reduce maternal mor- residents benefiting from SION MOTO ser- tality and improve access to health services. To vices in various towns around the country round out the grant, PROSAF has initiated unanimously agree that this is a truly useful training for the community manager to pro- means of transportation. mote optimal use of the vehicles as well as vil- lage road maintenance; 101 SSATP ANNUAL REPORT 2007 iii) Under the Transport Sector Adjustment and Investment Project (CI-PAST-World Bank), the Rural Travel and Transport Pro- gram (RTTP) has provided SION Tri-moto tri- cycles to several villages in collaboration with the NGO PROSAF in order to facilitate travel between villages and to supply rural areas with drinking water. In the near future, SOMIT intends to offer speedboat services to enhance the mobility of lagoon area and riverside populations. Germaine TOURÉ Chair of the Board of Directors of SOMIT 102