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ECCAS's infrastructure : a regional perspective (English)

Sound infrastructure is fundamental for growth across the Economic Community of Central African States (ECCAS). During 1995-2005, improvements in infrastructure boosted growth in Central Africa by 1 percentage point per capita annually, primarily due to the introduction and expansion of mobile telephony. Improved roads also made a small contribution. Conversely, inadequate power deterred growth to a greater degree than elsewhere in Africa. ECCAS must address a complex set of challenges. Economic activity takes place in isolated pockets separated by vast distances. Two countries are landlocked and dependent on regional corridors; seven countries have populations of under 10 million; and eight have economies that are smaller than $10 billion/year. This difficult economic geography demands a regional approach to developing infrastructure. Yet Central Africa's infrastructure has the poorest performance record in all of Africa on most aggregate indicators. Transportation is slow and the most expensive in Sub-Saharan Africa, with poor road conditions, border delays, port delays, time-consuming administrative processes, no integrated railway network, and inefficient air transport. The ICT backbone is still in its early stages; access rates are low and the prices of critical services are the highest in Africa. ECCAS has the least-developed power sector on the continent despite significant hydropower resources. If Central Africa's infrastructure could be improved to the level of Mauritius, regional growth performance would be boosted by some 5 percentage points, with power making the strongest contribution. The cost of such an improvement is estimated at $1.8 billion/year for a decade and will require external assistance.


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    Foster,Vivien, Ranganathan,Rupa

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    Policy Research Working Paper

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    Central Africa,

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  • Doc Name

    ECCAS's infrastructure : a regional perspective

  • Keywords

    information and communication technology;regional road network;water supply and sanitation;average annual daily traffic;access to ict;implementation of road maintenance;data collection and analysis;per capita growth rate;average rate of return;poor road condition;International Trade;global best practice;kilometers per hour;public transportation mode;alternative transport mode;goods by road;area of infrastructure;regional power trade;vehicles per day;cost of import;air transport sector;lack of connectivity;volume of traffic;days of inventory;loss of competitiveness;rail traffic density;rail road;international freight forwarder;road transport costs;freight transport price;electricity generation capacity;regional public goods;data collection effort;water supply sector;purchasing power parity;Water Resource Management;air transport market;air transport liberalization;reduction of cost;power generation technology;mode of transport;economies of scale;transportation of good;cost of road;trade facilitation issues;air traffic flow;regional power network;power generation mix;carbon dioxide emission;primarily due;number of seats;costs of power;lack of competition;poor road infrastructure;regional infrastructure;landlocked country;import good;regional spending;regional network;road corridor;economic geography;administrative processes;railway network;freight charge;paved road;submarine cable;coastal countries;dwell time;regional railway;capacity constraint;global benchmark;border delays;mobile telephony;rail concession;energy cost;data limitation;regional presence;freight tariff;border crossing;Boosting Growth;road quality;high road;rainy season;railway system;administrative cost;Air Safety;global standard;aggregate indicator;rail network;general cargo;rail lines;storage charge;vehicle mileage;freight movement;spatial distribution;external assistance;transit corridor;container traffic;relative performance;regional growth;minimum level;inland waterway;Communications Network;road freight;rail infrastructure;limited competition;corridor performance;transport prices;electricity coverage;bus service;phone call;freight volume;power supply;truck fleet;cost information;truck industry;regional route;bilateral contract;transmission network;regional interconnection;freight traffic;truck operator;safety standard;trade corridors;transit traffic;larger vessels;regional carbon;cleaner energy;profit margin;regional connectivity;national power;operational efficiency;transport good;business cost;crossing border;national railway;concession arrangement;port efficiency;empty container;sliding scale;intraregional trade;administrative barrier;rolling stock;regulatory process;commercial speed;inefficient operation;traffic pattern;cost difference;administrative delays;cargo traffic;unpaved road;corruption level;feeder line;alternate transport;capacity ratio;freight transportation;Trade Logistics;high transport;destination country;moving goods;regulatory system;trade route;bridge linking;physical link;transport quality;regulatory environment;improved sanitation;restrictive regulation;productivity performance;civil conflict;rail haulage;international standard;rail carriage;congestion problem;track rehabilitation;international traffic;competitive edge;intercountry trade;freight market;infrastructure asset;global economy;undersea cable;excess supply;physical infrastructure;economic integration;scale economy;small country;traffic threshold;satellite communication;infrastructure backbone;safety oversight;age distribution;distribution loss;investment need;fiscal cost;freight railway;operational performance;power cost;annual saving;national economy;international operator;broadband service;power pool;basic infrastructure;carbon emission;small area;spatial analysis;open access;development policy;airline fleet;telecommunications infrastructure;adequate power;regional airport;sector specialist;island state;aggregate result;short-term fluctuation;financial datum



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Foster,Vivien Ranganathan,Rupa

ECCAS's infrastructure : a regional perspective (English). Policy Research working paper ; no. WPS 5857 Washington, D.C. : World Bank Group.