Evaluation report on the second United Nations transport and communications decade in Africa (UNTACDA II) 1991-2000 : executive summary/diagrams

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UNITED NATIONS

ECONOMIC COMMISSION FOR AFRICA

Distr.: LIMITED ECArrPTCOM.12/02 (2) March 2002

Original: ENGLISH

EVALUAnON REPORT ON THE SECOND

UNITED NATIONS TRANSPORT AND COMMUNICATIONS DECADE IN AFRICA (UNTACDA II), 1991-2000

EXECUTIVE SUMMARY/DIAGRAMS

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UNITED NATIONS

ECONOMIC COMMISSION FOR AFRICA

Distr. : LIMITED ECNTPTCOM.12J02 (2) March 2002

Original: ENGLISH

EVALUATION REPORT ON THE SECOND

UNITED NATIONS TRANSPORT AND COMMUNICATIONS DECADE IN AFRICA (UNTACDA II), 1991-2000

EXECUTIVE SUMMARYIDIAGRAMsJ

EXECUTIVE SUMMARY A. Introduction

1. The importance of developing an integrated transport and communications system as a basis for the physical integration of the African continent and the regular development of national and international traffic, has always been underscored by African States. Thus, it was at the behest of African countries, that the United Nations proclaimed two transport and communications Decades in Africa, the first from 1978 to 1988 and the second from 1991 to 2000. The final evaluation of the second Decade programme is the subject of this report.

2. The global and sectoral objectives of the Decade Programme were adopted in November 1989 at the seventh regular session of the Conference of African Ministers of Transport, Communications and Planning held in Tangier, Morocco. The national, subreqional and regional programmes of action, the subsectoral aims and objectives, the technical and financial resource mobilization mechanisms for programme implementation and the strategies pursued for its execution and evaluation were approved by the eighth regular session of the Conference in Abuja, Nigeria, in February 1991. The programme, made up of 669 projects, was adopted in May 1991 at the ninth regular session of the Conference of African Ministers of Transport, Communications and Planning held in Addis Ababa, Ethiopia. The programme was officially launched in November 1991 at a symposium on transport and communications held in Brussels, Belgium. The number of programme projects was increased to 708, following the approval of 39 new projects by the Resource Mobilization Committee (RMC) in November 1998.

3. The 708 projects covering the 11 subsectors are broken down as follows: transport sector (508) including roads and road transport (214), railways (89), air transport (77), maritime transport (40), maritime ports (37), multimodal transport (27), inland water transport (17), and the urban transport (17) communications sector (200) including telecommunications (145), radio broadcasting (29) and postal services (26).

4. Both the preparation and implementation of the programme were based on the "bottom-up approach" involving several bodies, from the State-level National Coordinating Committees (NCGs) to the Conference of African Ministers responsible for Transport and Communications. Between the above two levels, were the subregional working groups in charge of coordination at SUbregional level, the sectoral working groups ensuring the sectoral coherence of the programme, the RMC which assisted in the search for project funding, and the lead agency responsible for the global coordination of activities as well as the monitoring and follow-up of the programme's implementation and reporting on all that to the Conference of Ministers through the Inter-Agency Coordinating Committee (IACC).

B. Objectives and methodologyofthe evaluation

5. Two mid-term evaluations of the programme were carried out in 1994 and 1997 in accordance with the implementation and follow-up strategy. The purpose of the first mid-term evaluation was to inquire into the coherence of the entire programme, the efficiency of the institutional organs of the implementation mechanism, the progress made and the difficulties encountered. The second mid- term evaluation which was carried out in 1997, dealt with the progress made, the impact of the programme on transport and communications development and the formulation, through a plan of action, of recommendations for speeding up the implementation of the programme over the subsequent three years.

6. The implementation of recommendations from the two mid-term evaluations was apparently not effectively carried out because:

(i) The lead agency could not find the resources to fund the activities of the various working groups; and

(ii) NCCs had yet to be established or were lacking national resource allocations to finance their activities.

7. Taking place at the end of the Decade, the purpose of the third evaluation was not only to take stock of the global implementation of the programme at all levels: national, subregional and regional, but also, to review the implementation of both the sectoral and global objectives in order to determine the impact of the programme's implementation on transport and communications development.

8. The above evaluation was carried out entirely on the basis of: (i) data collection by the lead agency, the United Nations Economic Commission for Africa (ECA) during previous evaluations;

and (Ii) end-of-programme implementation reports prepared by countries, subregions, African organizations and United Nations agencies that were involved in the execution of some Decade Programme projects. The evaluation was carried out, under the supervision of a leading consultant, by four sectoral consultants, four ECA staff members and a data analyst.

9. Of all the countries and 21 African and international organizations invited to take stock of the Decade, reports were received from 31 countries and 10 organizations including eight involved in the programmed projects.

10. ThUS, out of the approximately 73 reports expected, there were only 41, i.e. roughly 56 per cent. In addition, about one third of the reports did not follow the format proposed for their preparation. Also, among the countries and organizations that submitted no report, 14 countries and eight organizations were respectively involved in 139 and 61 projects whose development had been unknown since 1997. it was therefore against such a background that this evaluation was conducted.

C. Sectoral evaluation

11. The transport and communications sectors achieved substantial growth during the decade both with regard to networks and services, despite the widespread socia-political unrest in many countries and practically in all the five subregions, and the natural calamities that occurred in at least two subregions.

D. Road

12. The length of the road network, (excluding South Africa) increased from 1,404,000 km in 1991 to 1,530,482 km in 1999 i.e. an increase of nine per cent. Under the same conditions, the length of the asphalt network increased from 242,000 km in 1999 to 547,743 km, i.e. an increase of approximately 128%, representing an average annual increase of more than 10 per cent. During that period, road distribution reached 2.71 km per 10,000 inhabitants (including South Africa), while it was only about 2.3 km per 10,000 inhabitants (including South Africa) in 1990, i.e. an increase of 18 per cent. Today, road density, including South Africa, is 6.84 km per 100 km^2whichstill remains insufficient, compared with other continents. The quality remains good for approximately 40 per cent of the network reviewed, as against approximately 39 per cent at the beginning of the Decade, pointing to a major maintenance effort that made it possible to maintain an acceptable quality despite the extensions that were carried out.

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13. Major reforms took place in road maintenance, which is increasingly using private sector participation not only for project execution but also for project management through the establishment of autonomous road agencies and resources from the autonomous road funds.

E. Railways

14. Railway management monopolies declined in several countries where, under the pressure of structural adjustment, member States phased in private sector participation, most often through concessionaire management arrangements. Even then, railway traffic did decline due to the condition of the rolling stock (irregular availability), the infrastructure (very constraining geometric characteristics in matters of speed) and the decay and unreliability of signalling and telecommunications equipment which greatly limited transport capacity.

15. Thus, hopes for the revival of railway traffic lie in national awareness of the need for State withdrawal from railway management in favour of private sector participation and the involvement of subregional organizations (as in the case of SADC with its protocol on transport, communications and meteorology) in finding ways to manage railways efficiently. Considering the number of their employees and the size of their fixed assets, railways must continue to play an economic role in transport development.

F. Air Transport

16. The Decade witnessed significant changes in the regulatory and operational framework coming from the Chicago Convention, which exerted much pressure on African countries to liberalize and deregulate the air transport industry, and in particular, to abandon the concept of national airlines as "flag carriers". The Yamoussoukro Decision taken in 1999, after the inadequacies noted in the implementation of the 1988 Yamoussoukro Declaration, is no doubt the main event that characterized African air transport. That decision, by accelerating the liberalization of access to the air transport market also brought about management reforms both of airports and air spaces, in fusing greater transparency into the competition that results from free access to the air transport market.

17. In terms of traffic, the share of African airlines in world traffic remained in the neighbourhood of one per cent despite the growth of international and intra-African traffic during the Decade. The passenger seat occupancy rate has exceeded that of Latin America and the Caribbean and is around 12 per cent below the world average. In contrast, the freight loading rate at 20 per cent below the average trailed far behind that of other regions. The upshot of this is that business returns are covering a mere three per cent of operating costs while the industry ratio is 4.1 per cent particularly for available passenger seat kilometer unit cost 1Bper cent above the world average.

18. For improved performance, some regional alliances have been formed even though they have yet to reach the level of South America. These are cooperation agreements among African airlines (78 cases) or between African airlines and non-African airlines, (27 cases). They range from business associations to procurement pools which have not yet reached the level of cooperation or integration envisaged by the Yamoussoukro Declaration. At the subregional level, it should be noted that subregional arrangements like the Banjul agreement among six West African countries, the agreement among CEMAC countries, the decision of the COMESA countries, the Memorandum of Understanding between the West African subregion and the Central African subregion, and the agreement of the Arab Civil Aviation Council, all tend to create an enabling environment for air transport agreements just like the "open sky" agreement between the United States and several African States.

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G. Maritime Transport

19. Maritime transport accounts for 92 to 97 per cent of international trade in Africa. During the Decade, the tonnage of the African merchant fleet decreased from 7.3 million OWT in 1990 to 6.1 million OWT in 1999, while at the same time the tonnage of the world merchant fleet increased from 184.6 million DWT in 1990 to 799.0 million OWT in 1999. Thus, in 1999, the African merchant fleet accounted for only 0.8 per cent of the world merchant fleet as against 1.1 per cent in 1990.

This declining situation of the African share was observed for all the different categories of vessels except containers, for which, since 1985, there has been a slight increase of the African share of 15 per cent between 1995 and 1997 and a price stagnation. The decline in the African fleet was also accompanied by its obsolescence. Indeed it appears that in 2000, the average age of the African fleet was 19 years as against 14 for the world average, including other developing countries. Unless purposeful action is taken to renew the fleet, the decline will go deeper as the old vessels go out of service. Only the African container fleet is (of the average age of 11 years) comparable to the world average (10 years) However, the African fleet is too small to make a significant impact on global trans-Atlantic trade.

20. Freight (factor) cost accounts for 11.36 per cent of the value of imports into Africa, as against the world average of 4.07 per cent for the developed countries. The increase in African import bills is even greater for the continent's landlocked countries Which a freight factor cost of 18 per cent.

To emerge from this situation African importers need a better knowledge of maritime practices, increased negotiating capabilities, commercial readjustment of some import and export routes, reduced port handling costs and a reduction of the exorbitant business-risk insurance rates charged because of political instability on the continent.

H. Ports

21. Africa has about 80 major ports, the majority of which provide a number of facilities including conventional container and terminals, petroleum depots, and bulk cargo handling wharves.

Maritime ports not only form part of the transport modes but also constitute a major hub, hence their impact on the totality of development factors in the economy both domestic and international.

22. In 1999, world trade, growing successively year after year, reached 5.23 billion tonnes. Of this, Africa accounted for only 9.8 per cent of the loading and four per cent of the unloading. World traffic at container ports has developed since 1997 at a rate of 6.7 per cent and the share of developing countries at 1.6 per cent. In Africa, nine countries recorded double-digit growth and some African ports, experienced a mix of improved and unmitigated low productivity while others had a performance ranging from eight to 15 shifts per team/hour in 1999/2000.

I. Multimoda/ transport

23. Multimodal transport in Africa was carried out within the framework of the convention on multimodal transport. This Convention signed in 1978 is not yet in force. So far, it has been ratified by only ten countries including five African countries, whereas it needs to be ratified by at least 30 countries for it to come into force. In addition, the landlocked African countries that are parties to the Convention, have not yet included its provisions in their national laws owing to the fact that the transit countries surrounding them have not yet acceded to the Convention. Dry ports have developed quickly in Africa, particularly in Southern Africa where inland terminals have been built in coastal or landlocked countries, to cope with the growth of container traffic and, also, to facilitate operations for landlocked countries, by abolishing intermediary customs inspection at maritime ports where handling has been reduced to the minimum necessary for the transfer of cargo between modes.

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24. Forwarding services in Africa are still characterized by a great disparity in the size and organization of forwarding companies; both of which affected the level and quality of services provided to users by way of operating capacity, conclusion of international contracts, the level of exposure to business risks economic conditions as well as professional training and human resources management.

J. Urban transport

25. Ifl spite of the major role it plays in the economic development of African cities and towns, urban transport still appears to be without a proper institutional framework to meet the challenges posed to environmental degradation, road safety and particularly poverty reduction by way of access to employment, health and education for disadvantaged persons.

26. Despite this situation, it was noted that: (i) the urban population in Africa grew by at least 6 per cent a year representing a doubling every 12 years; (ii) over 10 per cent of gross domestic product came from the urban sector; (iii) African cities and towns devoted 15 to 20 per cent of their expenditure to their transport system; (iv) urban households allocated an average of 18 per cent of their income to transport; and (v) the purchase of vehicles for personal use increased in urban areas by 15 to 20 per cent a year.

K. Telecommunications

27. Africa was not spared the effects of the rapid growth the world experienced in the field of telecommunications and broadcasting during the period 1991-2000, particularly with regard to the market boom and the transformation of the entire communications subsector. Thus, a number of African Governments carried out sectoral policy reforms, granting more or less complete autonomy and liberalization to this sector formerly a State monopoly.

28. In the field of telecommunications in Africa, more than 26 regulatory bodies were established out of the 101 existing globally With 17 African countries totally or partially privatizing their national telecommunications companies, out of 100 countries worldwide. New services such as mobile telephony, internet service delivery and data transmission are open to competition (total or partial) in a large number of African countries. These services and networks, on account of the new legislative and regulatory framework, have seen remarkable development. There were in 2000, a telephone density of 2.49 per cent, 1.48 mobile telephone subscribers per 100 people, 2.75 internet subscribers per 10,000 persons, 52.56 internet users per 10,000 people with respective growth rates, since 1999, of 2.3 per cent, 48 per cent and 50.6 per cent as against only 7.6 per cent, 44.6 per cent and 47.7 per cent for the world.

29. Broadcasting followed the same pattern through the liberalization of audio-visual activities and the establishment of regulatory bodies. Thus, the gradual liberalization of the audio-visual media and the fall in the price of broadcasting programme and programme production equipment accelerated the change in the broadcasting landscape in several countries through an increase in private FM radio stations (commercial, religious, educational etc.) both in urban areas (particularly capitals) and in rural areas where national language radio stations are very much appreciated by the illiterate population.

30. Local private television stations have started to flourish and to compete with State television channels alongside the operators of recast foreign TV subscription channels and direct satellite transmission channels. In 1999, there were seven TV receivers per 100 persons, and 25.9 for the rest of the world.

M. Postal services

31. At the level of postal services, the separation of telecommunications became widespread during the period of the Decade to such an extent that there were only ten countries in Africa (out of 16 in the world) where postal services and telecommunications continued to operate under the same State management umbrella. However, the separation of the postal services, did not yield those improvements expected either in terms of development and service quality or their financial efficiency.

N. Implementation of the Programme (a) Execution of projects

32. The implementation of the programme, in terms of project execution gave the following results:

Number of completed projects: 354 Number of partly completed projects: 112 Number of unimplemented projects: 202 Number of abandoned projects: 40

Total 708

33. ThUS, the results show 466 projects totally or partly executed, including 331 for the transport sector and 135 for the communications sector, giving an execution rate of approximately 66 per cent for the entire programme but only 65 per cent for transport and 68 per cent for communications. The situation, by subsector, is as follows: roads and road transport (150 and 70 per cent) railways (55 and 62 per cent) air transport (54 and 70 per cent), maritime transport (25 and 62 per cent), maritime ports (21 and 16 per cent), multimodal transport (21 and 37 per cent), inland waterways (11 and 64 per cent), urban transport (5 and 62 per cent), telecommunications (107 and 70 per cent) radio broadcasting (15 and 52 per cent) and postal services (13 and 50 per cent).

34. With the exception of the "multimodal transport" subsector, the execution rate was everywhere around 50 per cent. With 66 per cent for the entire programme, it can be considered that the physical execution of the programme was rather good and more so because the rate would have been 71 per cent with the exclusion of the 40 abandoned projects. In terms of geographical distribution, the situation was as follows: national projects (401 and 69 per cent), subregional projects (33 and 45 per cent), regional projects (32 and 58 per cent). In the case of the subregions, we have: Central Africa (48 and 65 per cent), East Africa (87 and 55 per cent), North Africa (37 and 71 per cent) Southern Africa (116 and 73 per cent), West Africa (115 and 72 per cent), and the region (53 and 56 per cent). The execution rate is still higher than 50 per cent, not counting subregional projects.

(a) Financial execution of projects

35. The total cost of the 708 projects was m$17,260.97 in 2000 as against an estimate of m$12,745.56 at the time of their approval in 1991 and 1993, Le, an increase of about 35.4 per cent.

Thus, project costs increased apace with changes made in both the size and objectives of some projects: some studies were transformed into projects. At the level of financing, about M$

9,005.51 was mobilized for the projects at a total cost of m$16,852.08 for the unabandoned projects, i.e. a mobilization rate of approximately 54 per cent. The distribution of the financing is broken down as follows: transport sector (m$7,290.59 i.e. a mobilization rate of approximately 51 per cent) including roads and road transport (m$3,265.32 and 41 per cent), railways (m$2,242.03

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and 66 per cent), air transport m$389.57 and 73 per cent), multimodal transport (m$51.41 and 55 per cent), inland waterways (m$393.82 and 81 per cent), urban transport (m$75.05 and 48 per cent) maritime transport (m$69.69 and 84 per cent), maritime ports (m$383.57 and 77 per cent), communications sector: (m$1,714.92 and 54 per cent), including telecommunications (m$1,671.25 and 84 per cent), radio broadcasting (m$ 26.28 and 20 per cent), postal services (m$17.39 and 32 per cent); National projects (m$8,506 and 53 per cent), SUbregional projects (m$427.24 and 89 per cent), regional projects (m$64.63 and 63 per cent); Central Africa (m$288.13 and 41 per cent), East Africa (m$1,809.10 and 65 per cent), North Africa (m$1,868.34 and 29 per cent), Southern Africa (m$2,701.38 and 74 per cent), West Africa (m$2,213.27 and 75 per cent), the region (m$

125.29 and 72 per cent).

36. There appears to be a resource mobilization rate lower than 50 per cent for the roads and road transport, urban transport, radio broadcasting and postal services subsectors, as well as for the Central Africa and North Africa subregions. In the case of the "roads and road transport" subsector and the North Africa subregion, the low mobilization rate was a result of the situation described in paragraph 35 above. Given the fact that approximately m$2,096.45 had been secured at the time of launching the programme, the amount of resources mobilized during the period of the Decade stood at m$6,909.90 representing about 65 per cent of the "remainder to be secured", i.e.

m$10,240.22, at the beginning of the Decade, the cost of the abandoned projects (m$408.89) being excluded. Thus, resource mobilization can be described as good, in view of the difficulties with programme implementation.

O.

37. The key problems and difficulties mentioned in the reports received and which more or less hampered the implementation of the programme had to do with lack of financial resources, coordination and follow through, not to mention such natural disasters as floods and cyclones.

Upon analysis, what could be added are poor project preparation and quality as well as country- specific regulatory and management environments. Indeed, it appears that many projects approved in the Decade Programme were neither on the priority list nor relevant in terms of their costs and benefits, cost effectiveness or degree of preparation. Regulatory rigidity and resistance to change were mainly at the root of the low execution of projects in the multimodal transport subsector.

P. Execution ofthematic projects and the framework ofaction adopted in 1997

38. Of the seven thematic programmes, only three had activities throughout the Decade. They are the SSATP programme implemented jointly with the World Bank, the Yamoussoukro Declaration and international transport facilitation. The other four (Human Resource and Institutional Development (HRID), Transport Data Bank, Road Safety and the Trans-African Highway Programme) had their activities stopped towards the middle of the Decade period because of lack of financing. The results of all those programmes remain ambivalent, for lack of proper evaluation since the reports prepared could not reflect the actual impact that only field missions could have helped to assess.

39. Going by the second mid-term evaluation, the framework of action adopted by the Conference of African Ministers of Transport and Communications in November 1997 was to speed up the implementation of the programme from 1998 to 2000 and beyond. The implementation of this framework of action was fairly satisfactory, mainly because responsibilities for carrying out the prescribed activities were not properly defined. Apparently, the Framework assigned no responsibilities for the various activities envisaged, nor any distribution of tasks among the monitoring bodies.

40. However, within the context of telecommunications, the policy reforms envisaged in the framework have had a beneficial impact on the growth of the telephone density which increased dramaticallyoverthe last three years of the programme. But this might well be the outcome of the structural adjustment pressures which several African countries had endure during the Decade.

Moreover, without direct linkages being established, project execution in general and that of transport and communications projects in particular, was better from 1998 to 2000 than before, both in physical and financial terms (more than one third of the execution took place after 1997).

Q. Achievements in implementation oftargets for the Decade

41. The review of the degree to which target objectives were attained shows that out of 85 of such set objectives, only 37 were attained, i.e. a little less than 44 per cent. While this performance was poor on the whole, the situation varied from one subsector to the other: "roads and road transport",

"air transport" and telecommunications scored more than 70 per cent; radio broadcasting only 50 per cent; "railways" and "maritime ports", 40 per cent; postal services, about 17 per cent;

"multimodal transport", about 13 per cent while "maritime transport and "inland waterways" had nothing to show. The proposed urban transport benchmarks for 1991 to be reviewed every two years were not institued.

42. The set subsectoral objectives were more or less satisfactorily attained because there did not always exist a correlation between the subsectoral objectives and the benchmarks or parameters for those subsectors whose objectives and parameters were barely attained. This seeming paradox is quite understandable in as far as the benchmarks and parameters do not appear to derive either from the sectoral objectives or the Decade programme projects. Indeed, it would seem that the benchmarks were not determined on the basis of the Decade programme activities or from the findings of a relevant general survey of the transport and communications sectors in Africa and their growth pattern.

43. In terms of global objectives: (i) four were attained in a way that can be considered fully satisfactory; they are objectives 1, 2, 7 and 8; (ii) four were partly attained, namely objectives 3, 4, 9 and 10; (iii) and two fell through, namely objectives 5 and 6. Thus, on the whole, the attainment of the global objectives can be considered more satisfactory than acceptable. With regard to the long-term objectives, this satisfaction should be interpreted in terms of the relevance of the activities being pursued, to enable their attainment over time.

R. Impactofthe programme

44. Considering programme implementation, it appears difficult to identify any impact on transport and communications development. Indeed, the programmed activities and the projects in particular, did not have the coherence needed to make a significant and iasting impact on transport and communications.

45. However, the awareness created by the programme implementation process inserving as a forum for dialogue, consultation, exchange of experiences and coordination .among the various transport and communications partners, led to the emergence of a dynamic which could be considered as the main impact of the Decade programme. It is this dynamic underlying the preparation and implementation of policy reforms, particularly, market liberalization, deregulation in several subsectors and State withdrawal from the management of several transport and communications services which must be sustained in future around focal themes or activities that can help to consolidate the development of transport and communications with a view to the total attainment of the long-term objective of the Decade programme.

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S. The Way Forward

46. These focal themes or issues constituting proposals for "The Way Forward" should include, among others the pursuit of policy reforms in the areas of HRID and creating database system which could be used for transport and communications investment analysis, planning and management, transport safety and security programmes, traffic facilitation. environmental protection and poverty reduction.

47. Such a programme should be flexible both in its preparation and implementation, more attuned to user concerns and take into account both the economically viable and financially acceptable demands for the physical integration of the continent and the interests of the disadvantaged population of the continent. The institutional mechanism for both its preparation and implementation, should be streambed with, at the most, two levels (regional and subregional), and pragmatically engage the sensibility of the various partners involved in transport and communications development.

48. The effective pursuit of new directives would depend essentially on the financal backstopping and policy commitment of all partners, (countries and subregions in particular) to sustaining the dynamic resulting from the implementation of the Decade programme, each playing its right hit role and assuming its specific responsibilities.

49. Such are the results, lessons and recommendations arising out of the final evaluation of the UNTACDA II programme, a programme that may certainly not have met every expectation but which, in an environment that was not always favourable, did essentially create the distinctive awareness needed to move steadfastly towards the main objective of constantly combining policy reforms with physical project execution in proportions that would never be definitive but, which would also not permanently exclude people.

DIAGRAMS

Graphlgue/Oiagram 4.1

Execution physique et financlere des pro;ets du sous secteur .. Rout!er ..

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Physical implementation of all 214 projects

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Execution physique et financiere des projets du sous secteur" Chemins de fer"

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Physical implementation of all 89 projects

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II E/C 37

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Graphigue/Diagram 4.3

Execution physiq ue et financiere des projets du sous secteur "Transport Aerien"' Financial and physical Implementation of" Air Transport .. subsector

A) Execution physique de tous les 77 Projetsl Physical implementation of all 77 projects

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Graohigue/Diagram 4.4

Execution physique et flnanciere des projets du sous secteur" Transport Maritime ..

Financial and physical implementation of" Maritime Shipping" subsector A) Execution physique de tous les 40 Projetsl

Physical implementation of all 40 projects

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GraC'igueJDiagram 4.5

Execution physique et flnanclere des projets du sous secteur .. Ports Maritimes ..

Financial and physical implementation of .. Maritime Ports" subsector A) executiOn physique de tous les 37 Projetsl

Physical implementation of all 37 projects

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,

:OAlA 4

B) Projets totalement ou partlellement executes I Totally or partially Implemented projects

B.1.Execution Physique des21Projefsl Physical implementation of21projects

'OSA

0%

j'---~l

!BCE 3

:.es ¹

: (JNR4

i

B.2. Executioniinenciero (383.57M$) / Financial implementation (383.57M$)

--~-.---~---.-,

1%

O%~ .----1% ^ONR

139.98M$

:,OSA

',BWE

i

i-.CE·4,29M$~

!8es ^".20M$

·'--1

Graphiaue/Olagram4.6

Execution ehysique et financiere des projets du sous secteur " Transport Mullimodal "

Financial and phvsicallmpJementation of " Multimodal Transport" subseclor Al Execution physique de taus les 27Projetsl

Physical implementation of all 27 projects

19%_~-c-.,., 22%

15%

"I

IONE/NI 12:

i ;' 44%

L ,

B) Projets lotalement ou partiellement executesI Totally or partially implemented projects

!

,OSA 1

, !

i.we ⁰¹

!

iSRE 4 i

L ~"';

- -I

'.CE 0 I : .ES 4

!

IONR 1 0%

40:~ ^{.... (}

^.

. .,. _{0% /}

10% 10%

---~

B.1. Execution physiqU8 d8S 10 Projets/

Physical imple"",ntaUon of 10 projects

~---,l

B.2. Executionnnenciere (51,41M$il Financial implementation (51,41M$)

1%

1%

0% 10% rO%

- - - ,

'ONR 0.44M$

:OSA 0.25M$

i

Granhigue/Diagram4.7

Execution physique et financiere des proiets du sous secteur" Transport par voles d'eau Interleurs ..

Financial and physical implementation of" Inland Waterway Transport .. subsector A) EXlIcution physique de tous les 17Projetsl

Physical implementation of all 17 projects

DEle 4

0%

41%

B) Projets totalement ou partiellement executesI Totally or partially implemented projects

B.1.Execution physique des11^Projetsf Physical implementation of11projects

!.PE/PI 7

1 IDNE/NI , 6

DNA 0

27%

L - _

B.2. Execution financier. (393.82M$) I Financial implementation (393.82M$)

18%

0%

- - - . - ---- - - -- - - -l

,liCE 5

i,.ES 0

i

!ONR 2 laSA 1_,

0%

:.CE 10.70M$

I

I.

DNR 10.82M$

aSA 3.78M$

liRE 0

Graphigue/Diagram 4.8

Execution phYSique et f1nanclere des projets du sous secteur "Transport Urbain"

Financial and physical Implementation of " Urban Transport" subsector A) Execution physique de tous les 7 Projetsl

Physical implementation or all 7 projects

0%

29%

IDEle 3

IDPElP, 21

I

i

IDNEINI 21

I

L~J

B) Projets totalement ou partlellement executes I Totally or partlally Implemented projects

_..- - - - B.l. Execution Physique des5Projets!

Physical implementation of5projects

,---._---.

0% 10%

\,

60%

20%

---,

iaCE 0 :~ I' B ES '

! 1

, I IONR 0: : ,OSA 3 : :

I ; i

lewE 1 :!

IDREO I'

---~

B.2. Execution financiere (75.05M$) / Financial implementation (75.05M$)

L... .. _ _ . ... ~ •

----- - - -- - _ . - - -- ---- - - -^"

I

.'-CE;;-l!

BES

I

O.55M$

OSA I;I I 10.90M$!^I

iONR 0

!

,eWE i

! 63.60M$ \

!aRE 0

, ..J:

-15%

0%, ,-1%

i / 0%

O%~ II

8-4%

GraphiguelDiagram 4.9

Execution physique et finanei;"e des proiets du secteur" Transports ..

Financial and physical implementation of" TransportsII sector A) Execution physique de tous les 508 Projetsf

Physical implementation of all 508 projects

iIIE/C 242 'i

I ! !

7%

18%

I.PE/PI 89: I

! 1

ONE/NI !;

! 142 !

i

i ;!

QAtA 35 \!

i i

'--~-,

B) Projets totalement ou partiellement executesI Totally or partially implemented projects

B.1. Execution physique des331Projetsf Physical implementation of331projects

I

---~

I

J

,

i~-~RT -~~I

! I I

iOMST 25 '!_MPT 21 rDMMT 10 ,.IWT 11

[JURT 5J ,.RWl55

~^OAll 54

6% 3% 3% 2% 45%

, '

17%

8%-~Z

---I

,BeE 53,!

13% 16% IQNR 25'

25%

OSA 72 I '.WE 85:

,aRE 42

GraDhiguelOlaaram 4.9 (Suite/continued)

8.2. Execution financiere (7290.59M$) I Financiai implementation (7290.59M$)

1'10.5~1~ 5~ 1%

4% •

-52%

3'%

i_

, I

I_RWT 2242.03M$:

I

IOAIT

iCMST 69.69M$

i.MPT

I

I_MMT 51 41M$

,_IWT 393.82M$

II_~U~~~~~~_~

.

- - - _ . - - - ,.•.-..----_.. ---~---_._---~

,

,----

IIICE 283.08M$

!

I.ES 1560.39M$

iONR 1653.19M$

j OSA 1854.35M$i^!

,.WE 1859.24MS"

! 1

lURE aD.34M$ I

~. -..1 :

---~---~-,..._ - - - _^..•.....'

Graohigue/Diagram 4.10

Execution physique et financiere des projets du sous secteur • Telecommunications·

Financial and physical implementation of· Telecommunications" subsector A) Execution physique de tous les 145 Projetsl

Physical implementation of all 145 projects

3%

B) Projets totalement ou partiellement executes I Totally or partially implemented projects

B.I. Execution physique des 107 Projetsf Physical implementation of 107 projects

.ElC88

, !

:.PE/PI19I

, ,

IDNEINI 33:

!DAtA 5 i

19% B%

"

40%

0%

23%

---1

~ - - :

iacE 0 i,

ONR 111

i !

!OSA 43i

i-WE 20j

:BRE 8

B.2. Execution financiere (1671.25M$) / Financial implementation (1671.25M$)

20%

2%

51%

0% 14%

13%

I_CE~­

i.ES

232.35M$

';ONR 215.01M$· '

'OSA !

846.03Msi ' I.WE

! 336.20MS:

,liRE 39,66M$

Graphigue/Dlagram 4.11

Execution physigue et financiilre des projels du sous secteurnRadiodlffussionn

Financial and physical implementation ofnBroadcastingn subsector A) Execution physique de tous les 29 ProjetsJ

Physical implementation of all 29 projects

0%

cJl~38%

48%...,..,

L

B) Projets totalement au partiellement executes I Totally or partially implemented projects

B.1.Execution physique des15Projetsl Physical implementation of15projects

I-C;;]

, I

i·

tO NR

0 i

:OSA 0

I

I .

'.WE

71

, ,

, ,

i_RE_"---i

0%

0%

0%

46%

---,~---_._----.---.--..- - - -I

, I

i

I

!

B.2. Execution financiere (26.28M$) f Financial implementation (26.28M$)

.RE 0

I '

~----, ,

!^.CE i_I:

i ^5.01M$ iI : .es

,

I'

5.16M$

!ONR 0 0%

19% OSA 0

- - - ' - - - "

----~---_.._ - - ---~--

________.JI

_--===-J

Graphigue/Diagram 4.12

Execution ohysique et financiere des proiets du sous secteur" Services Postaux "

Financial and physical implementation of" Postal Services" subsector A) Execution physique de tous les 25 Projetsl

Physical implementation of all 25 Projects

tlIE/C 12

B) Projets totalement ou partiellement executesI Totally or partially implemented projects

0%

4%

I I

i_PE/P'1

46% IONE/NI13

---_---!

B.l. Execution physique des 13 Projets/

;,?--?hY§l£a~~m~merion~¹³proje.cts _ _

23%

8.2. Executionttnenotere (17.39M$) / Financialimplementation (17.39M$)

B%

I

:_CE 1 ! ,

'.ES 4:

, I

IONR 1,

!CSA 1!

1

i_WE 3;

I

'liRE 31

0%

liCE o.o4M$

liES 9.20M$

ONR

o^14M$

OSA 1.00M$

IIWE 1.72M$

liRE 5.29M$Ji

Graphlgue/Dlagram 4.13

Execution physique et financlere des prolels du secteur " Communications ..

Financial and phYSlcallmolementation of" Communications" sector A) Execution physique de tous les 200 Projetsl

Physical implementation of all 200 projects

---~

- - -

I·::~:~

l.p~PI ~II

IDNEINI 60 1¹

I 'I

i

II

IDIVA5 1:

c '~

3%

300t:~~~

"~55'10

L

B) Projets totalement ou partlellement executes I Totally or partially implemented projects

8.1. Execution physique des 135 Prejetsf Physical implementation of135projects

."

22%-

--- ---1

i~---·~ ^I

I.CE 5 ^i'

l

' i

25%

i.

IONR 1211 OSA •• I I

: I

.wE301 !

3 2 " _ _ _ _ _ _ _ _

~RE

~

I L ._

11%

10%

"-79%

r-=,l

I.TEl

II

i 107 Ii

. I!

l.eRs ^lsi!

I i

I I

loPOS

'J

GraphlguelDiagram 4.13 (Suite/continued)

B.2. Execution tinenciere (1714.92M$) / Financial implementation (1714.92M$)

I

'----_._-=~'-'"

I --- ---;

IrlCE 505M$

14%

49%

:_ES 248.71M$ :

IONR

iOSA

,:_WE 354.03MSjI

i I

laRE ^44.95M$ !

GraphlguefDiaqram 4.14

Execution physlgue 81financlere des pro jets du programme de la "Decennle"

Financial and physlcallmplementalionof " Decade programme projects"

A)Ex~cutionphysique de tous les 708 Projetsl

Physicallmplemenlatlon of all708projects

=.,.-

l

B)Projets lotalemenl ou partlellemenl exlleutesI Totally or partially Implemented projects

B.1.Execution physique des466Projefsl Physical implementation of466projects

I"---~

laE/c 354

1

I^apE/PI

: 112 I

i

i ²⁰²

I

I

2'%

l. _

---,

!

71%

---_.1

1 - - - -

,,%

r;c~

I --

, I

I-

iONR37 !

I I

IDSA 1161

, I-

iaWE1151 :

, ,

laRE 53 ! :

, ,,

: - - 1¹

_________J

Graphigue/Diagram 4.14 (Suite/continued)

B.2Execution physique des466Projets par modes!

Physical implementation of466projects by modes

: RWT I AfT 1501 55 ! 54

'~-S!~_;;~-,-3-2:-'.-.E-1,.8-0-T"',7':..""5.",-t-s:

~~--""""-~-"

Transports Transports Communications

GraphiguefDiagram 4.14 (Suitefcontinued)

19"'/0

B.3. Execution tinenciere (900S.S1MS) / Financial Implementation (9005.51M$)

rartarecorts 7290.59M$

• Communications 171492M$

81%

1"',

20%

25%

30%

aCE 28813MS

iiiES 1809 'OMS ONR 186!l34MS OSA 27C138MS .WE 221327MS ORE 12S 29MS

Graphique/Diagram 4.14 (Suitelcontinued)

8.4. Execufjon financiere par modes (9005.5IMi) / Finencial Implementation bymodes (9005.5IMi)

, Transports Transports

--- ----1

---~

I

Communications