road-transport funding agencies.
(b) Improvement of planning and budget allocation systems and resource mobilization and
management
This action stems from the above-mentioned reforms. Indeed, with administrative and financial autonomy, or even total independence, new road autorities, Road Funds and road agency now resort to commercial type procedures; local resources are no longer collected Dy Public Treasuries and they are managed outside State budgets.
(c) Improvement in the implementation of maintenance and investment works to increase road density and network quality with private sector participation
The policy reform measures described have led to the abolition of government control of road maintenance projects; henceforth, they are carried out in most countries by private firms.
Moreover the setting up of road building agencies has led to the separation of infrastructure design and management functions from those of management, inspection and supervision of road works, especially those of road maintenance, with the latter being entrusted to road construction firms.
However it is noteworthy that such experiences are just in their initial stages and that in many countries' the private sector has yet, neither in quantity nor in quality, the necessary human resources for the new tasks arising from these reforms, hence the great need for appropriate
training.
(d) Drawing up institutional and policy frameworks to design road safety programmes The report on road safety (Chapter V section II) indicates the status of implementation of this thematic programme. Furthermore, it will be noted that with ECA assistance, SADC and COMESA have started a road safety development programme using African Development Bank
(ADB) funding.
Moreover, UEMOA has drawn up a community-wide road safety strategy with a view to (i) harmonising provisions that wilt help in the organization of a transport and traffic system, (n) promoting relevant and effective road safety action in Member States and (iii) pooling existing or new resources to help define, after diagnosis, values for national road safety policies including the
training of drivers and conditions under which drivers may operate.
(e) Drawing up guidelines on market regulatory policies and framework for road transport jne reports received do no provide much information on this issue. However, such guidelines do exist in Member States and fine-tuning them into formal policies and regulatory frameworks suited to a time of road transport deregulation will, certainly made for greater efficiency. At present, the best guidelines on market policies and regulatory framework for road transport activities seems to be that of the SADC Protocol on transport, communications and meteorology which, although ratified in 1997, did not enter into force until 1998.
(f) Training of traffic agents to facilitate movement along the transit corridors
As with the previous action, there is very little information on the present one. However, mention may be made of Bandari College in Mombasa, Kenya which provides such training.
(g) Development of road construction technology
This aspect has not been implemented.
1.2 Railways
295. Fourteen priority actions were envisaged in this subsector:
(a) Maintenance of performance indicators defined in paragraph 171 of the second mid
term evaluation report
This has been done for the rest of the Decade. Some of these performance indicators have been achieved, but on the whole, their implementation is not satisfactory.
(b) Support to the Union of African Railways to convene in 1998 a meeting of rail transport experts to evaluate performances achieved since 1991
This action was not implemented.
(c) Monitory and enhancing the restructuring of rail transport authorities and corporations.
Rail transport restructuring has been carried out satisfactorily so far; Burkina Faso, Cote d'lvoire, Cameroon, Gabon, Malawi, Mozambique, Zambia, Zimbabwe, Democratic Republic of Congo, Kenya, Tanzania, the Sudan, Namibia, and to a certain extent, Mali and Senegal, etc...
have restructured their rail transport sectors.
(d) Implementation of specific evaluation studies for all the subregions in collaboration with subregional groupings (1998-2000)
This was not implemented
(e) Report on, and evaluation of experiences in regard to concessions Action not implemented
(f) Evaluation of the implementation of performanace contracts and compliance with
contracting party obligations (1999) Action not implemented.
(g) Convening in 1998 a Conference of Ministers responsible for railways to conduct an overall evaluation of the subsector and issue guidelines for monitoring and enhancing the restructuring process
The meeting was not convened.
(h) Promotion of a railway equipment manufacturing plant (community manufacturing of railway coaches), subregional maintenance, coordination, centralization units and procurement pooling supply (1998-2000)
ECA and the United Nations Industrial Development Organisation (UNIDO) initiated preliminary studies and certain iocations were identified for the plants, but there has been no follow-up.
(i) Studies on the implementation of the (JAR master plan and subregioanl interconnection
plans (1998-2000)
There has been no implementation although the draft interconnection layout based on existing subregional plans were distributed to all the delegates at the Cairo Conference in 1997 for their observations and proposals. To date, ECA has had no feedback. In view of this, it is worth taking into account the State's new role in railways management and the private sector's critical
attitude in railway infrastructure investments.
(j) Pursuit of programmes to improve railway management by reducing costs and
enhancing equipment and personnel productivity
This plan may be considered as not implemented in as much as the programmes envisaged were not clearly defined. However, it seems obvious that following the restructuring of railways, measures such as staff retrenchment, introduction of information management systems, involvement of the private sector, equipment and infrastructure rehabilitation have been implemented with a view to improving productivity.
(k) Optimisation of traffic with particular emphasis on international traffic (1998-2000) This action applies to interconnected railway networks. In this regard, the only information available is that on the SADC Protocol on Transport, Communications and Meteorology which calls on "member States to facilitate the development of environment friendly, reliable affordable,
regular, efficient and unified railway services..."
(I) Improvement of maintenance techniques
Certain railway companies, like in Kenya, have signed contracts with private firms for the maintenance of rolling stock to improve the availability and reliability of equipment.
(m) Ongoing human resources development and coordination of training institute programmes - Addressing the problem of WARDAN and KABWE centres (1998-2000) This action was implemented concurrently in as much as, in addition to the Ecole superieure africaine de Chemin de fer (ESAC) /Higher African Railways Institute] , other national training institutes, such as in Egypt and Kenya, accept to take in for training personnel from other
railway companies.
(n) Study on how the UAR data bank could be harmonised with other ongoing projects to take account of levels attained by organizations like ECA, and the World Bank.
The study was not conducted.
1.3 Urban Transport
296. Two actions were envisaged for this subsector:
fa; Building of African capacities in urban transport planning, operation, research and financing (through institutions, municipalities and research departments)
Apparently no activity has been undertaken to satisfy this request. However within the context of SSATP and under the "Urban Mobility" component, a training module was designed for
African municipal personnel.
(b) Study on the needs of the poor in certain Member States, based on the commitment of policy-makers to implement an appropriate urban transport policy
Again within the context of SSATP, the "Urban Mobility" component lays emphasis on a wide range of concerns which highlight "non-motorised transport" and "traffic safety,'1 helping to
address the needs of the urban poor.
1.4 Air Transport
297. The air transport subsector focuses on seven activities;
(a) Implementation of the Yamoussoukro Declaration with particular reference to the liberalisation of air transport in Africa in accordance with the Mauritius decisions on
traffic rights.
The Decision on the liberalization of air transport in Africa was adopted by the African Ministers responsible for civil aviation in 1999 and endorsed by the OAU Heads of State and Government Summit. It entered into force on 12 August 2000 and is being implemented.
(b) Study on the development of air transport services in Africa, long-term challenges and programme of action for air transport in Africa
Study - carried out
(c) Improvement of air security and safety in Africa
The activities carried out within the framework of the AFI (Afrique Indian Ocean) air navigation plan and the AVSEC mechanism of ICAO may be considered as a satisfactory implementation of measures to improve air security and safety, although a great deal remains to be
done.
(d) Continuation of implementaion of AFI air navigation plan It was carried out satisfactorily ; see sub-paragraph (c) above.
(e) Encouraging States to use ICAO's A VSEC mechanism It has been done; see sub-paragraph (c) above.
(f) Improvement in the quality of air services
Two studies have been conducted on performance indicators to assess the quality of air transport services. One has been completed by COMESA with ECA funding, and the other is underway by ECOWAS and CEMAC with ADB financing.
(g) Institutional reform to promote the commercialization of air transport companies and service providers, and the interests of air transport service users
The implementation of the Yamoussoukro Decision on air transport liberalization in Africa seems to be accompanied by State divestiture from air transport management and service delivery which seems to be in response to the relevant provisions under the said Decsion.
1.5 Maritime Transport
298. The maritime transport subsector deals with three activities of the Framework for Action : (a) Report on the situation in Africa of the major maritime Conventions relevant to
African countries for their dissemination through national and subregionai seminars.
The decision has been adopted to prepare the report which expected to be completed by the late 2001.
(b) Pursuit of institutional reforms in the maritime sector with particular attention to recommendations of specialized organs such as CEMDAC
This can only be done after completion of the report mentioned in sub-paragraph (a) above.
(c) Human resource development after appropriate assessment of maritime traning needs
Activity not carried out.
299. The implemenation of the activities indicated in the framework of action for the subsector only actually started towards the end of the Decade. Consequently, the task accomplished so far in the area of maritime transport hardly exceeds 10 per cent
1.6 Maritime Ports
300. About 12 activities were envisaged for the maritime ports subsector:
(a) Organizing and holding of port commercialization activities in collaboration with subregionai port management associations
This activity was carried out successfully. Workshops were organized in Maputo, Dar-es-Salaam and Mombasa. The results of these workshops have had a direct impact on the current level of commercialization in the region.
(b) Adoption of policies and measures to combat pollution in African ports
Three actions were approved at the subregioanl level. Priorities were defined and projects submitted to the International Maritime Organization (IMO) through the Integrated Technical Cooperation Programme (ITCP): the projects on maritime security and pollution prevention were carried out at a cost of m$ 3.89 for the Africa region. Three African subregionai bureaux were accordingly established to coordinate IMO activities in Africa.
(c) Non-regular publication on challenges to be faced by African ports in the 21st
century
The publication was prepared and used extensively in workshops and seminars both in the region and abroad. Several ports used it as reference material in their preparation for the
challenges of the new millennium.
(d) Subregional seminars on port safety and efficiency
Activities are underway in collaboration with IMO and the United Nations Conference on
Trade and Development (UNCTAD).
(e) Subregional seminars on human resources development fot port management No activity was carried out.
(f) Improvement of infrastructure in ports and warehouses serving landlocked countries
in Africa
Several seminars on transit transport corridors were organized on this theme at the subregional level. Other activities concerning this area are underway with the collaboration of port associations and transit corridor secretariats.
(g) Drawing up of subregional policies on dredging
Port associations throughout the region have carried out many activities to achieve this objective. So far, no common policy has emerged in spite of studies conducted on this issue and information exchanged between ports on dredging.
(h) Collaboration with port management associations on the establishment of port data
banks
All the subregions have initiated a process of establishing data bases. The Port Management Association of East and Southern Africa has provided assistance in the collection, presentation and harmonization of port productivity indicators.
(i) Assistance to transit and landlocked countries in the establishment and operation of
dry ports
This activity is carried out through seminars on transit transport organized by ECA and subregionaf organisations in the region;.
Q) Holding of workshops and seminars for TRAINMAR including the development of TRAINMAR centres, teaching material and training of instructors for the various
subregions
TRAINMAR workshops and seminars were organized in certain countries. Teaching material was being prepared towards the end of the Decade.
(k) Financial contributions and collaboration of landlocked countries in the design and
building of infrastructure
Such an idea has not yet materialized. However, there is an emerging idea of making port users from the landlocked countries take part in the activities of port management authorities, among them boards of directors and general assemblies.
(1) Reducing port charges to the minimum
Efforts in this direction were made through port associations. Steps to harmonize tarrifs and review processes were underway towards the end of the Decade.
301. In the maritime ports subsector, it may be considerered that approximately 60 per cent of the activities of the Framework for Action were implemented.
1.7 Multimodal Transport
302. Seven activities were envisaged in the multimoda! transport subsector.
(a) Subregional workshops on transit problems affecting transit transport corridors in the region
A subregional workshop was organized in Yaounde, Cameroon in December 1998 for countries of the Central Africa subregion. Another subregional seminar was held on transit transport for East and Southern Africa. The results of these two activities form the subject of Chapter V, Section V of this report.
(b) Assistance to transit transport authorities through the creation of a favourable environment on transit policies for the landlocked and transit countries
ECA representatives participated in various meetings organized by the authorities in charge of transit transport in East Africa (Ethiopia-Djibouti and North corridors); in Southern Africa (Beira and Walvis Bay corridors) and in the Maghreb. Technical documents were prepared at the request of transit transport organizations .
(c) Implementation of activities on the use of modern communication technologies such as those provided by SIAM and ASYCUNDA including total private sector involvement in all areas of communictions to help create the best environment for achieving greater efficiency in commercial operations along transit corridors
Action not implemented.
(d) Consolidation of results of phase I of the data bank programme with pilot countries and subregional organizations through subregional and national workshops
No national or subregional workshops were organized on this activity. However, ECA sent a mission to Sierra Leone in 1999 to review the transport data base on the basis of the results of phase I of the data base programme (see chapter V, section 1), and had with SATCC, within the context of the preparation of the SADC Protocol on Transport, Communications and Meteorology, consulations to determine the level of harmonization of subregional transport data needed to create a subregional data base.
(e) Drawing up of modal performance indicators covering all modes based on the recommendations of the closing seminar ofphase I of the data bank programme
Performance indicators have been drawn up for maritime ports (see section 1.6, sub-paragraph (h) above); they are being prepared for air transport (see section 1.4 sub-sub-paragraph (f)
above).
(f) Updating of ECA reports on new developments in the area of electronic messag, including Internet, for disseminating information to States and organizations interested in establishing transport data banks
This activity was not implemented.
(g) Liaison with all organizations and States working on the establishment and development of transport data banks
Under the terms of a cooperation agreement concluded betweeen ECA on the one hand, and SATCC and COMESA on the other, consultations are underway to harmonize the establishment of pilot subregional databases, Moreover, within the framework of SSATP, MOWCA has completed the pilot phase of establishing a national and regional transport observatory.
1.8 Inland Water Transport
303. This subsector focuses on seven activities of the Framework for Action for the period
1998-2000.
(a) Studies on establishing joint organs for managing navigable inter-State waterways taking into account the interests of landlocked countries
Following the agreement drafted and adopted by the Transport Ministers of CEMAC and the Democratic Republic of Congo (DRC), an International Commission responsible for navigation on the Congo-bangui-Sangha Rivers known as 'CICOS' was established with a view to :
(b) Harmonizing byelaws and regulations on inland waterways, including the improvement of navigation, safety and communications on the lakes and rivers.
For the Congo Basin, a harmonized Code on inland navigation has been prepared and will soon be applied to the inland waterways of CEMAC and DRC.
(c) Drafting of common policies for the dredging of inland waterways, lakes and rivers
and their respective ports
A study conducted by ECA and the East African Community (EAC) on the development of Lake Victoria ports proposed the establishment of a joint authority of the riparian States of the Lake responsible for carrying out maintenance and dredging works of the navigable waterways and access canals to the Lake ports. This proposal has been accepted and its implementation is being examined.
(d) Formulation up of subregional training programmes in river navigation to be implemented at the subregional level with particular reference to technical, operating and management staff
Activity not implemented.
(e) Improvement of navigation aids and equipment for inland waterways
For Lake Victoria, proposals are contained in the report of the ECA/EAC study mentioned in
sub-paragraph (c) above.
(f) Clarifications on inter-State cooperation arrangements for the joint operation of inland
watertransport.
The agreement mentioned in sub-paragraph (a) above is a confirmation of the implementation of this activity.
(g) Development of a shipping industry for navigation and repair equipment
Activity not carried out.
Out of 60 actions/activities envisaged for the transport sector, 45 had more or less positive results during the period 1998-2000. The implementation of the Framework for Action may therefore be estimated at 70% minimum in the transport sector. This seems to confirm the acceleration noted in the implementation of projects (see chapter IV section 1.8 above).
II. COMMUNICATIONS SECTOR
2.1 Telecommunications and Radio Broadcasting
304. Although the activities envisaged in the Telecommunications and Radio Broadcasting subsector are 20 in number, they were not broken down between the two periods 1998-2000 and beyond the year 2000. Moreover, information available does not help to assess the status of implementation of each activity taken separately. On the whole, it appears that these activities:
(a) Accelerated the implementation of the Decade programme, among them: (i) increase in the average telephone density rising from 1.88% in 1998 to 2.43% in 2000, i.e. an increase of 35% in two years whereas it went up by only 8% between 1995 and 1998, that is, rising in three years from 1.67% in 1995 to 1.88% in 1998;
and (ii) in the development of new mobile cellular telephone and Internet service networks.
(b) Beyond the search for funds needed to finance the projects earmarked in the Decade programme, it played a significant role in establishing a regional consultative, coordination and strategic decision-making framework for promoting the sector without which the majority of countries, instead of the progress achieved,
would have experienced a slack in the development of telecommunications and broadcasting networks and services.
would have experienced a slack in the development of telecommunications and broadcasting networks and services.