RAIL TRANSPORT

-.,

E/CN.14/TrtAl~S/11 Pat;5e 20

In"view of these discrep~nci~c, studies have been undertaken

t6

-determine the cost per capacity T/km in clearly defined cunditions. In Dahomey the-cost arrived at was 2.2>cents on a tar~ed road with a

vehicle capable of transportin5 22 T (fully loaded going and coming). ' This seems to be a minimum, requirin6 special conditions which are· far from:beinJ met wh~n transport is'not organized.

If it is poasi ble to speak of "current condi tiona of opez-ati.orr'",

~ • I 4

the average cost to the carrier may beestimated as varying between 3

Ir .:.~ ^• 1 4 . • • • ' . j I • •j i ,(1

ce'nte and

4

cents. To' obtain the cost' of road transport

'to the ,.

oommunity, it would be necessary to' add the average cost of upkaep per T/km (function of traffic) and subtract earnings from entry duties and petrol taxes.

Constant co-operation between neighbouring countries~in the

establi~hmentof building and maintenance..progr-ammee is essential if' the Bub-regional roa~networkis to be improved.

RAIL TRANSPORT

West African railways are penetration lines built from ports to serve the hinterland or evacuate minerals. Divided into 1) independent networks

and

bUilt with four differ~~t gauges, they do not allow for~

transversal links,' thus impeding extensive trade be~7een:neighbouring countries should those countries agree to co-ordinate their in~uBtrial

development policies. Railway connexions between the sub-region and the rest of Africa are non-existent.

Many

networks, tracks to mines expected, are in a difficult financial position due to lack of traffi~:

this explains why the many plans for extension or inter-connexion have not yet been carried out.

I. PRES:ENT NETnORK ^I INFRASTRUCTURE

The

13

countries (C~ad, Nigeria, Dahomey, Togo, Ghana, Ivory Coast, Li beria, Sierra Leone, Guinea', Senegal, Mal i, Upper Vol ta and Mali) between them have at present 11,222 km of railway trac~ divided into

" :

13

lines or networks with four gauges:

• .'.

\;

. ^{.. .}

E/CN.}4/T~~p/~1 Page '21 ,.

•

One 2'6" or 0.76m network

··Five:lrif lines or networks. ',"

. Four )'6rr6~ .~ ~061 Li.neu or ne tvonks

Total

, .. ' .,·500 km _~'.

5.,075-

km.- -.,..-.-5,268 kIn

. 319

'KrJ·-·' 11,222 km

-.

, I

"~ ..~." - -:-."~- . iI

.:- ~:

These lines do no~

all

have ~he same legal status. Whereas some

\:

..

of them are used for public service others have been conceded to mining

.companies

which

must

give t~eir consent before the

railways.can:be used

for general deYeloplli8~J.'~ J.10u\lr::;. Moreover, the right.s and ?b~igation.s

of the concession~ry compan~es and the conceding authorities vary depending on the concession'

co~·tracts.

^{The lines}

c~~ceded a;e/: 'th~' '

Miferma railway in Mauritania, the Fria branch in GUinea, the Marampa.

mine '.line in Sierra Leone, the C0milog br-anch in Congo (Bra~zaville),. . . . . "

the LAMeD, DELIMCD, LMC and NIOC lines in Liberia, and...p:L,ans _~e"

be,ing .

made to concede the Somifer ·1 ina in Gabon and Boke line in Guinea. A ~,. comparative study of the legal status of these different conceded lines

would

be of great interest to the variouB countries.

The distri~ution, in kilometres, o~ railways between the various countries is as follows:

Dis'~I'ibution of railways in 1G::

r. Gauge

-,CHAD and NIGER

No _~ailway

O.76m 2¹6¹¹ . ^\ .

1m

I~ ^•: -• • • • • •~, - : " : - '.~.:-^{. . . .}

i

.061m

)16" 1.44m

:'

NIOER"rA _ - .

Nigerian Railways DAHOMEY

OCDN network

- ,".-..._-- ..-. .~_&I--:-~~

.•-635

3,792

E/CN•.

14/TRANS/1'7

Page

22

-

. . .

Distribution

of

rai1w?-ys in kID (eont'd)

,

•

Gauge 0.76m

^{, I} 1m

1.067m

1.44m

-2'6" )' 6" .

^.

-TOGO

Togo network 491

GHANA

Gh:a.tl:aan

.Ra~1wa!s. 1,227

.'

IVORY COAST

-:UPPER

VOLTA

Abidjan-Niger network 1,314

LIBERIA

Lameo: Mont Limba 264

Be1.i:mbo: Bong Range 98

Nic;>c and L-MC 152

SIERRA LEONE

Sierra Leone Railways 500

Mar'alnJ;>a Mines

97

-GUINEA ^-.

Guinean network _..--- 805

Conakry Mines 17

-~...--.^{~-.".. ..}-' . ' " . - . .... ~.4' ., . . ~_••_ .~. •_ • • .. _.......-.

SENEG1\L

-

^{MALI ..'.} _r·

"\

-'. Dakar :;;':" Wigel:'·· '- ..,..

'-

^{1,830 . 4 • • •}

\

5,268 ^".~

Total in..km 500 ..

5,075

379

•

.

^~,

"ElcN .14/TRANs/17

Page 23 '~: ~:,"" :

Other La.ne a:.whi.ch are also of sub-regional importance 8.1though not

i~,.:,~h~"}3 courrtr-ies ..are the Miferma line Ln Mauritania and' approach -, lines to

Chad

from Cameroun and Congo (Brazzaville).

MAURITANIA Mif erma 1ine CAMEROUN

Cameroonian network CONOO (Brazzaville)

Congo-Ocean and Corilog branch

Total

, O.·76m,

\ 2'

6"

Lm

511

'. 517

0.6701

3' 6" '.

'795

: 1.44m

675

675

In addition 'to these already-existing lines, work on two other lines will begin as soon as" possible:

North-West extension in Cameroun: M'Banga-Kumbas:

North-East extension

in

Cam~roun: Yaounde-Goyoum:

30.lao ,300 km ,

in

the case of the latter extension, the investors have recommended ,

~ l.I _. _ i t . ' . ' •

use of a procedure which will allow the gauge to be changed, easily arid- chaaply , from 1m to -(

3

¹

6

¹¹ or) 1.067m"

Finally, provision has been mad~ fo~ two

new

1.44m g~uge mine lines whioh'~e expected.~o be _~ld soon: .

"

.

one in Guinea: Bake bauxitea for BarveyAluminium L'td , one ,~~ Gab~: Mekambo mines\for Somifer :

150

kIn

100 km.

Only two of these lines provide international' links. They ares

I "

the Abidjan-Niger: from Abidjan (Ivory Coast) to Ouagadougou (UP:fJer Vblta)_I

the "Dakar-NigerI from Dakar (Senegal) to Bamako

(Maii).

_~/CN ~14/~~/11 Page 24 . ".:",

Transport. betveen the otp.er countries must be eit.her. by sea or by roa~ al,though somet t aes , as on the Benin coast, distances between

the

rail networks are short.

Gauge differences are an obstacle to international links and 'network' int~r-connexions,reduce the advantage of such links and

hamper the d~velopment of inter-African trade. This situati~n, w~~~~

'will' be'aggravated by the two new 1.44m gauge lines contempl~~ed,.is general in Africa. At continental level there are:

13,420 km at 1.44m

51,361 ^,kIn at 1.061m or )' 6"

1,342 km at 1.050m 11,142 km at 1m

5,121

kID

at less than 1m

(95, 76, 75, ^{61', 60)}

•

or a total of

88,398

km with

9

different gauges.

Nevertheless, the ,1.067m gaug~, which is us~d on more than one-half of Af,ri.can ra~~ways a.lthough ~

't

.Le not. found nor-th ^iof the ,Sahara,' definitely predominates. South of the S~ara, therefo!e, ~t would

. ^' .\ . ' , . . ^' . '

Beem logical, when defining a standard African network - the network of the year 2000 which will allow ~oods'to circulate between existing

element~yhetworks - to 'agree' .on tihe 1.067m gauge.

It might seem prema'tuz-e t'o raise this matter, but there are already

~eve~al arguments in favour of its early examination:

1. The

88",000

^km of raiiway already existing in Africa were bui1t in less than a century. It is reasonable to suppose, therefore, , th~t with accelerated·.development the main links missing

between networks (leas than 10,000

km,

or approximately'l/8th of the _pre8en~ African network) will have to be provided before the end of the,century to facilitate the growth of trade and Ai'rican Unity;

t ~ ..

E/CN.•

14/TRANs/17

Page 25

•

2. The markets of most Afrioan "countries are 'inadequate ,for the size of modern industries • . If, th~refore, theae:countries

.. ' .,~. ^{. . . I - " ."}

wish to industrialize - and this is a must on the road to development - they will have t'O' s:pecializ~ ^{and 'increase'}

their ~,rade with neighbouring" oountries • This 'will ne ceaadtate' the establishment of a common market and improved transport

faciiiti'es which "can 'only be~pro:cured'by ne tvor-k inter:"connexion;

...

...

.

.~ ..

3.

Rai1:way investments are long-term:

50

ye,ars for the

trade, . .','

_ • • 4 . & ., L ' .. ' . .. , . I '.J ~ •

30 year-s: for tbe rolli~g st ock and, 15 .to. ,20 ,y~ars, for the-·, "

-& ' . • • • • ... - "

-Lccomo t i ves , Thus, if it is foreseen that, "certain i;nter-, ;'

• • . . . . l •· f ~ _ \ ' • ~• \ '" , .

oonnexions will be essential, .before the, end .of :the centu;rJ:'" ,

- . ~, 4 _, • . . ' • • , • • I . ' . • • • •

provision will have to be made immediately, for .bhe ,technical -,

~...' ... :.- .. - . . ^- : : . . . .~ . ~

_.'.

...^...: - ~ ~ -.

measures which will make change of gauge at the appr.,o~j.}~~e'J· ., time easier and less costly.

..

.

^"~

.

^:'.."

The reasons for the choice of the_{.. _ ~ 1.} ,l.061m.ga~e, for~Africa_{_ , - . • , " '} south

. J '~- •. ,la·•* - - . ' - &'"

of the Sahara only, are given in &:l annex • .'.Th~, consequences of this. ":'.

"& . . -". ' J I ~..^{- • •}

'chOi~e,.:,.;o;~l~f~~can countr-Les _.,~d the _stu~~s,~o be ,~.ad~ .an~ ~,~~otiati9n,s to be entered into are ~so discuss~d.

I v ~:. ^..._I

I " \ I~ ~ ,-~.

),

-

^.

"'The:8i tuati'on

of

the 'landiocked

co~tri~s·,

^'lillich

'~~ '~l~eady 'the

least industrialized, is aggravated

by·ta.riffs'whi~h ar~"ge~eI:allY

high because of lack of traffic. There is 'however a

~~ked'te~dency

^"

~, ~ ^{• _ I •} "'~ ~^{_ .} ...J ,'! ~. , " ..

to extend existing hetwo~ks, for some countries regard this as a

solu-" t

tion'to'certain difficulties

and

'as'a means' of removing one of' the .'

barri'ers to development; 'but 'the networks^I

'firi~cial

^{re'sul is} and"':'!'^':"J traf'fic prospects cause "investors 'to ·ba··wa~y.- :'" -" ,., .,

.",'. .

Reeul'ts of the networks

.-

...

The resul ts of the Abidjan-Niger, Ghanaan, Togo" Dahomey

and

Nigerian railv~a~s are ~iven,in tables I~I, IV"V and,VI •. ,~.'

" , " . • _ ')~ , t ' . • " .^:..

'

..

E/qN.14/~RANS/17 Page 26

Table III Table

IV

Traffic on ~jest' -African 'networks Nature ^bf the traff1c

Table

v

Financial results

Table VI ; Traffic on other sub-regional networks. .~

It has not, been p08B~ble to use t~e figuDe~ of the. tormer

Dakar-- . . . ^.

Niger railway which is now divided into two networks an~ who~e 1962 rasul ts

are

'dJ.storted:

by\

the rupture of Senegal~Mali relations and . modification of'Senegal's budgetary year,' o~ ^of the Guinean network, whose resUlts have not been communicated, or of the Sierra'Leone Rail-ways, whose 2':6^it track cannot" be oompared with the others'. Finally,

the'

special'nature

of

mine railways has-led to their exclusion from

this

stUdy.·

Th~ figures in the tables are as accurate as possible but should not be. too strictly interpreted" for several reasons: the small amount

' . , ,"

of baggage and

postal-traffic has

been ignored; i t has not .alwa!s _ been

POSB~ble~~-

^{because of}

d.iffe~enceB

ⁱⁿ the accounting sy'stems

~f

^the

various oOUntries, lack of time

ana

insufficiently detailed annual accounts, to make exaot oompari~ons; it-

has

not beeh _'possi~le to' examine in detail receipts and ou~goinga attributable to exceptional

•~^: ~~... ^'. ~ ^{j •}

and temporary transport, for bal.LaetLng. th~ port of Cot onou , for:. ,,:,,'

. " . ' • . , • < .

example, although such traffic is nearly 'double ordinary traffio.

,. ' . . . <II. ~ ^{... t I'}

Finally, not

all

the

networks are e~u~ly modern neither ,do they

,all

pay the same salaries or._so~ial insurance. rates, so s.pecial conditi·ons

, ' I '

peculiar,to each must be taken in~o,account. An analysis o~ traffic' development

and

resul

ts

over

a per-Led of time

would

al

so

,'oe

essential before more definite oonclusions could be reached. Fo~,th~~~ reasons, therefore, we shall limit ourselves to a'rapid compar-ison'6i-traffio-~"

and operatio~ res~ts.

In so far

as' traffio

is

concerned, the networks situations are very different:

• f ..

E/

C~I ~~4/~~!.~^7:.\\ ,-Page 27.::,', "':'.f . .

"

.

.no, product· acoounts ,for a preponderant .pz-opor-t•I ~ •• I "_ ... _ '... , _ . . . ~ ... - - . " , i ~on

-0.+

• - ^{:th,e .}

traff~,o, exc~pt in Ghana where wood (910" OOQ T), _.min~ralB ' . ,

i7;~~;~00' T)' ~d: .cq~fe~ an~ coc~a (240,0~0 ~T)·.-ao.c~unt.J

^{OR' .}

~. ~,_' •• • ... ':. 1t.- , I~ ..•... .. I . _ ' . , . . . _ ~ ^{. . . . . . . .}

' ..th~ir .own f.o,r 1,880,000, T 0::- 90 p~r, cent of'. total: tra:ff'i,c.

~",' ... r. , ,-, ., ^{>,. ., "}

c ,

\",...

:J~) p~a,~~~_r'traffi,c d~!lsi_ty.vari es ,simply Ln. th.e,:pr9P'~rtiq~ of

t:'\.),'i • ,.,.1 ..-to ~.4;_.125,,00q!'.~n ~ah...omey~s~ .cpmp~.e,~_-~,i.t~. 300,qOP. i~~ .qp..f.lAaJ ::( b) goods traffic ,density· varies '·ih a"

much

^'grea:ter -proportion';:"; ~~:~:;~

'\ .' 'i<

r

.to^l

31;'

18,000', in Togo

as"

compar-ed' wi,th' 682,000 in Nig·eI/ia.~§ ,:-",;:

~-'( {~ ^•••• ~ ^• ~", ^{• •}~'''l ^{. . . . .t . - : 1 . · .. ; ...J , . f .., ..• ...}v·l:"J

Co)

~if':it is admitted'that'1·T.K. :,..

3

PK, total tratfic density., '

.~ ~ ~ ^{. , .- : ! :l , . . . . :_ . ..}• , " ' • 1 " . , •'. • \. _ \ .. ...!:', r - , . . . : . :,: ••.,;;.

varies no mor~ than from 1 to 11; 72,000 ~n Togo as .

. .~. -. " . r . ; , , . ' ,;' )-. ' ,-, " . ' !·;''',:)t.'

comparea with '768,000 in Nigeria;

~ '4'. ...v, i ' . ." -.. ~... ^{..I .:... __ : ,.}j . , ..' :....1^{1 .:.'} f"'; .,.I ...

'. ~-~"t

•

. ,

'w..:. \,

' ( ,

.,,,, ",.

r.

With, respect to financial:: re'sults: '. ,;. ~ ^{t: ',' :.:, ,',):} ~":Jo.~~^'. t~"~··

I ~ ^{. , I " , ..}~ ~:..:f ^'I, , . , . : - . . . . . . . - J .. • • t., \~.. ,. _ .• ' -(.r -r ... ,..:..-, ..:~

The 'Togo networK had 'a.trading deficit of US~ 3~0~OOO i~ +~62;,

<I-: , • -. " • • I . . . " · ,•1'"' - - ,. I It~ ^J .. -. . \" ...~ ^{. " ;.J} ~.^j'-:~

t~'e~'shoul d be increased toUappr'oxim"ately

nss

600,000 to allmi for the abaence: of a, reserv'e for' depre'c'iation.;~,

This'

resul·-t· is 'exp1:'ained

by-the1.fact. that.. there _~B.ver-y'little goods' traffi'o' which is' _sUbj~ct

'to: .: -,.;,

particularly' keen road compe^ti tion; tlie ave'rage transport'-d.i~t·anc~ . , being Short_,-~~only'120 km~ If thi e de'ficit

were

~

can

c~ellad'; the:" average' -_~ price of~ U8$' 0.04' per,'aT/kIn-, which' is regarded-as#remtmerat'ive, could' - -:-be paid' for' z-cad .transport; vha cb amount s-'t6"15';00CY',000 T!kIri'

or' _.. .::

r app:roximately d.eub'l e fhe 8,000,000 T/km of'goods 'traffic~16n>this~rail "

network. Although thi~ defici^t is ^wi.pad out by tto'~

Wharf

prof'it', the absence of any.contr?l o~ r-oad competi ti0!1'. or ,9f;,j.,~c~easedt:r;affio,' 'may be expeoted sooner or l·ater to jeopardize .the existence of ·this~.' " .I • • I . : I. _ , • r'" • : - 4 ' ., . . . . . . . . _ _ .. • ~

network in~ t~e s~e.~,~Y as ~ier~a,Leone R_ail\"T~Y¥'. ar~. n9w. in je<?pa.r~y :,'.\')', f or the, .,^Bame re ason • A Ghana-Togo-:Qahomey-Ni geri a ^J1 Lnk .^·0oul d change " .. _'

• • . ' ) _.. _ .J ~ _ _ • \ oJ'

this situation,by ca~~ng t~e coastal .~ipe to be~e~it_from,trans~t ~ traff~c'an<J., .Tpgo t.o benefi~ from the mark~.ta·,Qf n,eighbour~ 90~tri:e~, .

• • • _ .., • L.. • ... _ I . . . , . . . ~ - '( •

.

~~.~~~e1

...

~.~o recip:r:~.~~, agre.em~pt~. ... "r '.J~

.

_~^,

.'! .

• •

E/CN'~14/~~/ii- ....

P~e 28 :'" ' .'

'::.' -The'

~si

^tuition'

~of

:the "Dahomey ne·two;k !Ts

at

^once be'tter" and

l'~~:~

~defib.i

te, 'for' ·the

exceptional', ba.l Last ·~ra.ns·pCirt for the, port _~f Cotonou

distor~s, ~avourably, the 1962 resul.~s~ In fact, the t~ading a.cc~~~

is fa,i.rly'·well. bal.anced (de~icit of US$ 11,000 or

0..4

per cent of the ~

gross work~ng income) but amortization is ra1iher Low - US?~. 436.,.OOq,,' ':.

or

12" ~per'

^{cent' if:}

~allas't

transport I s taken' into ac;count

~d ¹⁸ ;e~

cent if not.

iri' 1962

^'ballast

tra.n~sport ac~oun~~d f~r 650~'OOO

^tons

(450 per 'cent of

c~rent

^tonnage

tr~sported) :fo~

^-

ⁱ 50~ ~,.'~;'

9'"7,756,800 T/km (177 per cent

~of- 6~rent

goods' traffic) 'which at

a'

price> of 'US$ 0.'012

:per T!km"'se:cures an e'xceptional earning

of

^{TJ8$1 ,185,000} repres~nting

50

per cent of receipts" from tot'a!' cui-r-ent -traffic. Unfortunately, the proportion of expenses relating to this' e~ceptional tran~port ^is not indicated in the annual accourrts , .Lt. seems~.-howav:er , that the:

network. benef r ted greatly from the. operatio:'l and that .without .tp.ie .,

exoeptional_t

tra.rl~p~.rt

^the trading account, would .ahow .a 1

arge~

^{deficit •.' ,}

a!.:. '. ~ ' . ' ~ ;l~~ ~

F?p--:"a _~~~;f+ic del7-sity of 365,000 T.kJn/lqn, the Abidjan-Niger··lin'e .,....).:

shows:;f;l.s+'i~~t tr~ding def~cit (US$.):26,OOO for·.a gros~' trading'1ncom~',',':

of US$ 1~,5.~3,000,.or ~pproxi!Dat~ly 1 per cent which iedue t o the.'fact··!~

tha~. ,~prti~at~on (US$ 3,624,000 for' a gr-oas income of·US$ 12,513,·000'"

_h7- I " • •

-or

30 pe;r

cent) is. higher than the" usual ,29 per cen b •. If. 1;he usual . . _ rate, 1ihich,gives,;am<:>rtizati9n. of US$ 2,500,000, "rere admitt ed ,the, net trading r eaul,t would show a credit balance of US!

998,000

:lnstead;":

' . ~ ~ ..

of a d.~:ficit of. ~S$, 126,.O,?O.

The'trading'accounts of Ghana anQ Nigeria are also'favourable because 'of the high traffic den8ity~ 487,000 T.kID/km for'

Ghana and

768,OOO··T.km!km for"Nigeria. Ghana.Is posi ti.on ^{: «} a net re~u1

t'

of nearly'US'$.3,000,000 r'or the' f i.nanci at yecri- -"'i~ ^{par ti cular'Ly} 'good.

Nigeria's' p6sition is not 8~ ~ood bec~use ^loan amo~tiz~t{on {~~~-'

burden' on··i ts' budget (Us'S 4;"678,000) and be cauae th'e 'rates charged on' ^{J: " ,} this network are very low, US$

°

^.01

^~

^{per T/km}

"?-s ..

compared wi

t'il' a~prOxi.rilate­

ly US$ 0.03 per T!km on the other networks.

E/CN

.14/TR4NS/17 \

Page 29" - ',~ l~ ^,

: ' : ' ; ' . : " '.;.,~ '::_~";;' ;.~" ^{. , .: ••••}::~..'. ^{I , ' ;. . . :;} ~. ^{. : ( ;}~ ~ ~:.::_^{• • : ..};_~: ^{' .' I ..-' .. ;}

In this rapid

review,

networks have been examined in ascending, erda+. ..9f·~<!~t:l,~ttY'i,~~:\the~,financial results are classified in more

or

• - -~. ' ' t " . . . . . .~ . ' " _ . . ... . . . • .._ _ " ' : , _

leeathe:..same 6rder-~~.,'The aame ._sys~tem is followed for the other African

.

~etw.orks·:l'lith.a 1m or 1,067m ga.uge for wh~ch figures have been obtained

~ Benguel~~ -~, ^Ethiopia, Congo-Oc~an. an~ Katanga railway (see Table VI).

4 I • •

", As

with:

all' undertakings with a high ': proportion of fixed coste,

1-- '- - ,_ - __ • _ ~,_ "_ ." _ . ._: ~,'- " :

the unit cost of production (here the _~/~ transported) declines

, " i ', .. '

l '

,-.sharply as production increases (here traffic

density

in T.km/km). The

, , I ' , , . I \ ~ _~.' .

traffiq densd ty (in ~,000 T.km/km) Jor th~ 10 n'etworks whose resu!ts ./

~ere a~ailabie and;i~

ordinates, the' unit; cost of

operation~correspond-" J J ' " ; . . _, ^{i -} !

ing to leach

of

the~e net~oTkB in US$O.Ol

axe

plotted on the followi~g ^I

'graph.

~

^The

pbints~~e

^reasonably

dl~tri~ted

,on either side of a

, ' ' , • ';~", \'. ' , - t

,hyperbolic cUrve w~ich'may, in the f~rst, ~alysis at least, be taken

_ Ir J r , ^t~ ^{. " .} ~ ~... ^{- "} I ~.

I.

~s rep~esenting the ~ost of rail transport as a

function

of traffic

. . ' I " , . .

',d~nei^ty; amortization ~r r~newal expense:J;, which are usually estimated

, , ; , ~, ' • I

" at 20 per cent, are not~includsd , 'This curve parmits an empiric

deter-.I ; ~..... I .. :.. rr-~ l

minatidn of traffic on the basis of which: the building of a r~ilway

·inIglif-<b~-·c·ontempla~ed-~---·:"-

^-

-,-,~. ~

^__

J

, ,I

It seems unlikely that the cost of

road

transport

can

in' prevail-ing conditions (aver~e-sizedvehicles,' incomplete leads going and coming) fall permanently below, if

as',

low: as, 'US, cents' 3 per :~/km.

\ (".

This

tariff

makes it possible to bal.anc'e the trading accounttof-a 'railway with a traffic density of more

;~an

^200,000

~.~/~.

^:

T~i~

l.imit of 200,000 T.km/km therefore repi~sents the ~inimum traffic for which the building of

a railwai':may'

-~e ^contempla

t'ed

W_ith_~ut~: f.e.cu:~·

of burdening the government with a working deficit and in th~' hope , th~t the growth of traffic will be sufficient ,to build ,up provisione

, - '- -, -'. -;". ,1 ',. ^'j

for renewal. This figure wouJ:d h~ve to

-1>'e-

reduced if all that were

\

involved,were a moderate extensioii':..of an exi'sting'netW'orkwhi'ch would bring additional

traffio

to the network. This, however, is ~ specifio

I

•••

E/CN.14/TRANS/17

Page 30

Operation expenses in USSO.Ol ,per unit of traffio_.

. ~ .

Cost'per ..Traffic traffic, .,' density unit in in 1,000 US cent ;T.lan!km

• ····0 ;:. X

Benguela 1961 .

. 196~

1'96~/

1962

63

1'962

1962

Operation expenses per traffic' unit· '..:.

as·a function of traffic. density

NETWORKS

Ivory C'oasi^t1962

~

^,',

~'" .Congo-Oc~an

¹⁹⁶²

I

Average traffic density in

1,000 T.km/km

1,000

-...----....---!---,----~--~----:---~---IK': VIC

73

•

•

-

:~

E/CN •.14/T~_~/1.7 .. -. "

Page 31 . '. _~ .,

~',-These ,figures 'and examples .. must. be borne in mind- when.::c.ont~eIJ!pl~~-(·,,_ "~

ing extensions tor .nev.L'i.nks at 'regional or sub-regional Leve.l .... These. "'~ ~ links will certainly be made one day, but to build them,~prematurel;y: ::.- .;:

could lead to a waste of capital and burden gover~mentsl budgets with

. ' I ~ ^{, " . . ' ' . '}

subsidies prejudicial to development if traffic-did n-ot" soon

-'reac'h'

~-the

,'le'~el :~f

^-p'ro:ri

ta~ili ty·.. It' ~;~"':'~':elY'

^solely-'Oli curr-ent 'trade trends to 'jJ~'tify ^these;~h'ew' ii~s' ~co"nomi~alry'~'

',ie'

sh'ail 'certainly have'

"iro

^'-1 '~~;rt"'-;

wai t several years before '6oiitempl~t{ing·ihe~'

.

..JIlf;'

"'o'n

'ihel'other':-li~d~' ^; ',-cc--openatd orr and 'specialization leading. to. a' sort of .commcn maz-ke.t; 'r:' .devel op betvleen "the StateSj',then .new -railwaysl might .be ·jUBt~fied sooner.,'.::':,:

• • ., , " . _ '", f . , '

. III. EXTENSIONS' AND INTER-CONNEXIONS -CONTEMPLATED '

~ \ .. i

. '"

!'" \ ~ ~ . . . .I"l

... ..',.._', ,.

• • w ~^{.... ,}Ii ~:t~ r •~...""~.:':)

Sey-eral projects have~been.prepared: s~noe,railways c~e to Africa.

• • • : • "" I • J I . • " , ' • w.' , ~"'._ .... .: •.: _I ....' ..~, ._~... •

OnI~ ,~~o,se of "!i.op~cal. interes~" w~~l b~. di~_~UBsed.^{J ' : : ' -v- l , .' •. '} ' : ; . " "

1. At regional level

r

A,tr~s-Saharan link between Wes~.Africaand Al'g~ria is:oontemplated.

This is a revival 'of a' former Mediterranean,,:,Niger. proj ec.t, con'sisting,J""-' of join~ng Abadla in Algeria to, .Oao in'~Mali:.wi th aubaequerrt ..br-anch.

1 ines to Niamey .and .Bamako.. ." -'~ ...^{1 1-.'} ~ ^{• I ,.( ' , :}

. A link betwe'e'n Maiduguri' (Nigerfa)'~'d-Nyala!''(sudan)via Fort-LainY''':-:

and Abeche .in Chad was also cont.empl a ted , _~N,o. economic study 'seems to'

have b~en,made. ":.':';,....: ^{I ,}

"

Mention may

ais'o 'be

mad'e' of' Ce'cil"

·Rbod'es"/·

i9tn":6entUry'pro:j~ct' -for'~"""

a line fromt'C,air.o t.o· the Cape .. ,A mqre,.:.r~Qent version Lnvo Lvang

rl

est Africa appear-ed~in·19:63.' Thi's conei stsvof'~a::line which, B'tarting·. at", :-J,~

Tripoli or Benghazi i.n,Libya ..w;oul,Q,:Qross Chad- and t'he_Ce,n:tral -Uri,can- '.' ')',:.

RepublLo and continue to Bonde and Stanleyville Ln Congo(Leqpolqti11e). '.. ':, From there, if the Vici (Congq) gauge were changed t~ l.067m,and the

~, , _..,_ • 4~I:.. .' - l _ I • • '. _'i. ~. I.... .• : '",^{J . . . . .., w_} ~ . : . " . ; . . . . j- of •.•~; •

line extended to, Uganda, a link. up ,..i th East African Ra.iIwaya could , ^v.,

I ...• ••- r ... - _ _ .^{v» - .} ~ ^{• .. . '} ~=- : . " ' . : .)' ^{f • .' -••}~ .~^-,.,~. .~t • -=,j'"

be effected. Two branches in Chad would permit access to Nigeria and ,

I •~..r=~ ~_ ~ _~ 4 . t ~ •i.. ,

Sudan and a branch in the CAR would go to B~. The length of the tracks to be laid would be approximately 5,000 kID. No economic survey seems to- have been made.

An

international bridge over the Congo between

E/CN .14/TRANS/L?'.:..

··.>,

Page 32

-Leopoldvill,e .and .Brasz avd H.e has' often been contemplated. ,.It 'would : provide'·a· link,',between the railway ne'twqrks of the' ·two Congoes .which

have the same gauge.. . ~ ...

2.

. ... . .. ,I'

-At

'su"b-:-reg'ional leve'1

..

•

^..

' . : ' " ~ ^I , ._' .... ,.

-:. /:.:~.e:w Y~a;r.s ;,~o ~, ^0.·60m gaug~railway link between Bangui (CAR) and For~-L~my. (Qh~d) was ;~on~idered•. This~project ~as abandoned,when

- ~ ^{- ' . ' . . . . .• ' ' i_ _ .} ..~~ ^... 4 " S ' . . . .~ ;1

it was.depided to extend :the Cameroonian network.

~ ; .-;'" , . ' .'. . '; . : .

.

^{." .}

Work ,~i'll shortly 'start on 'extension of the 'Cam'er'ooniam netw;ork'^{t , " , ,} from', '-Yabund'e^l:to' ,:Ooyoum. Agreem.ent ae'ems to have been reached :for ^a;' seoond extension from Goyoum to. NI.Gaoundere. ?~veys are, in process..fp-,.. eventual

Work ,~i'll shortly 'start on 'extension of the 'Cam'er'ooniam netw;ork'^{t , " , ,} from', '-Yabund'e^l:to' ,:Ooyoum. Agreem.ent ae'ems to have been reached :for ^a;' seoond extension from Goyoum to. NI.Gaoundere. ?~veys are, in process..fp-,.. eventual

Dans le document Inland transport in the west African sub - region (Page 22-38)