EVALUATION
SE
UNITE
AND T10NS
untacda n t im
TABLE OF CONTENTS
Page
Table of Contents '"" ^
Abbreviations and symbols ^
Executive Summary
CHAPTER I: INTRODUCTION... ■
I. Background 9g
II. objectives of the Second Decade
III. Preparation Strategies and institutional Framework for
The Implementation of the Decade Programme
IV Main Conclusions and Recommendations of the First Mid-term Evaluat.on 12
V." Main Conclusions and Recommendations of the Second Mid-term Evaluat.on 13
CHAPTER II: OBJECTIVES AND METHODOLOGY OF THE THIRDAND FINAL EVALUATION • 15
I. Objectives 15 II. Methodology
III. Difficulties and Problems Encountered
CHAPTER 111: CURRENT SITUATION OF TRANSPORT AND COMMUNICATIONS 18
I. Transport Sector 1 ft
II. Communications Sector ■
CHAPTER IV: STATUS OF IMPLEMENTATION OF UNTACDA II
PROGRAMME PROJECTS ■ 39
I. Background ■ 39
|[ status of Implementation of Transport Sector Projects 41 III. Evaluation of the Physical and Financial Implementation of Projects in the
Communications Sector ■■
IV. Overall Evaluation of Project Implementation in the Decade Programme
V Problems and Difficulties Encountered 91
VI. Observation 92
Page
CHAPTER V: PROGRESS REPORT ON PROGRAMME IMPLEMENTATION 94
I- Human Resources and Institutional Development and Transport Data Bank . 94
II. Road Safety g4
III. Sub-Saharan Africa Transport Policy Programme (SSATP) 96
IV. Trans-African Highways Programme 97
V. Facilitation International Traffic 98
VI. The Yamoussoukro Declaration 1Oo
CHAPTER VI: STATUS OF IMPLEMENTATION OF THE FRAMEWORK FOR ACTION ON ACCELERATING THE IMPLEMENTATION OF
THE DECADE PROGRAMME 104
I. Transport Sector 104
II. Communications Sector 113
CHAPTER VII: QUALITATIVE AND QUANTITATIVE REVIEW OF THE DEGREE
TO WHICH UNTACDA II WERE ACHIEVED 115
I. Review of Benchmarks by Sub-sector 115
II. Consideration of the Achievement of Sub-sectoral Objective 129 III. Review of the Global Objectives of the Decade Programme
CHAPTER VIII: ASSESSMENT OF THE OVERALL IMPACT OF THE DECADE PROGRAMME ON THE DEVELOPMENT OF THE
TRANSPORT AND COMMUNICATIONS ,
CHAPTER IX:THE WAY FORWARD 143
I. General Introduction -j4g
II. Proposed Structure of the Special Report on the Way Forward 146
CHAPTER X: CONCLUSIONS AND RECOMMENDATIONS 150
Annexes :
1.
2.
3.
4.
5.
Distribution of countries by subregion Road infrastructure in Africa
Railway infrastructure in Africa Trans African Highways (map)
Physical and financial execution of UNTACDA II programme projects
ABBREVATIONS AND SYMBOLS
ACIS:
AFRAA AIT:
SA:
ASECNA:
AVSEC:
ADB:
BOO:
BOT:
BRS:
ICC:
IACC:
ACPP CA:
ECA:
CEAO:
ECOWAS:
CEMAC:
RMC:
NCC:
UNCTAD:
COMESA:
EAC:
EA:
ESACG:
ESAMI:
HRID:
TDB:
IMO:
ISP:
ISO:
IWT:
MMT:
MST:
NR:
ICAO:
OMVS:
Advanced Cargo Information System Africa Airlines Association
Air Transport Subsector Southern Africa Subregion
Agence pour la securite de la navigation aerienne
Aviation security
African Development Bank Build, own and operate Build, operate and transfer Broadcasting services
International Chamber of Commerce Inter-Agency Coordinating Committee
Advisory Committee on Promotion of UNTACDA II Programme
Central Africa subregion
Economic Commission for Africa
Communaute Economique Ouest Africaine Economic Community of West African States
Communaute economique et monetaire de I'Afrique Centrale
Resource Mobilization Committee National Coordinating Committee
United Nations Conference on Trade and Development Common Market of Eastern and Southern Africa East African Community
East Africa Subregion
Ecole superieure africaine des chemins de fer et de gestion Eastern and Southern African Management Institute
Human Resources and Institutional Development Transport Data Bank
International Maritime Organization Internet Service Provider
International Standardization Organization
Inland Waterways Multimodal Transport Maritime Transport North Africa Subregion
International Civil Aviation Organization
Organization de mise en oeuvre du fleuve Senegal
(iii)
UNO:
MTO:
PMAESA:
POS:
RCID:
DRC:
RRT:
RWT:
SADC:
SATCC:
TEL:
UAR/UAC:
UDEAC:
UEMOA:
UNTACDA URT:
WA:
NP:
SP:
RP:
UAP:
TPLP:
FM:
CP:
AP:
PCP:
UUP:
United Nations Organization Multimodal Transport Operator
Port Management Association of East and Southern Africa
Postal
Regional Cooperation and Integration Division Democratic Republic of Congo
Roads and Road Transport Railways
Southern Africa Development Community
Southern Africa Transport Coordination Conference Telecommunications
Union of African Railways
Union douaniere des etats de I'Afrique centrale Union economique et monetaire ouest africaine
Second United Nations Transport and Communications Decade Urban Transport
West Africa subregion National project Subregional project Regional project Unabandoned project
Totally or partially completed project Funds mobilized
Completed project Abandoned project
Partially completed project
Unimplemented and Unabandoned Project
%:
$US or $:
Km:
M$:
TEU:
DWT:
SYMBOLS percentage
US dollar Kilometer
Millions of dollars
Twenty feet equivalent unit Dead weight tonnage
(iv)
EXECUTIVE SUMMARY
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 andinternational 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 thesecond 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, subregional 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 subregionai 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).
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:
(jj xhe 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.
LrInflf k* ,the 6rd °f thS DeCade'the purpose of the third valuation was not only to take
fniL hnLf * '"P*™3^ 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
Ltopment. ""*** * ^ pr°9ramme'S ^mentation on transport and ^ZS^
LI™ fn V*^?" *? °arried °Ut entirely on the basis of; <j> 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 inthe 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.
11.The transport and communications sectors achieved substantial growth during the decade both with regard to networks and services, despite the widespread socio-political unrest in many countries and practically in all the five subregions, and the natural calamities that occurred in at
least two subregions.
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, ie an increase of approximately 128%, representing an average annual increase of more than 10 per cent Durinq that period, road distribution reached 2.71 km per 10,000 inhabitants (including South Africa) while it was only about 2.3 km/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 km2 which still 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.
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.14. Railway management monopolies declined in several countries where, under the pressure of structural adjustment, member States phased in private sector participation, most often throuqh
concessionaire management arrangements. Even then, railway traffic did decline due to the
telecommunications equipment, which greatly limited transport
economic role in transport development.
market.
of traffic, the share of African airlines in world trafficremainedI in, the neighbourhood of
In terms
mmmmmm pSarly for arable passenger seat kilometer unit cost 18 per cent above the world average.
18 For improved performance, some regional alliances have been formed even ItajShtata.
vet to each the level of South America. These are cooperation agreements among(African airlines
111 cases) or bSween African airlines and non-African airlines, (27 cases). They range from business LocSto procurement pools which have not yet reached the levelocoopera*on or
integration envisaged by the Yamoussoukro Declaration. At the subregional evel, it should be
nSSi that subregional arrangements like the Banjul agreement among six West African, c^ntre^
the aareement among CEMAC countries, the decision of the COMESA countnes tne
Memorandum of Undemanding between the West African subregion and the Central African
sXegTon and he agreement of the Arab Civil Aviation Council, all tend to create an enabling emZm.nt for air transport agreements just like the "open sky" agreement between the United
States and several African States.
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 DWTin 990 to 6.1
mHlion DWT in 1999, while at the same time the tonnage of the world merchant fleet increased from 184 6 million DVvT in 1990 to 799.0 million DWT in 1999. Thus, in 1999 the African merchantfleet 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 categones 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 deeper as the old
vessels go out of service. Only the African container fleet is (of the average age of 11 vears>
^" 9feafter fTJhS .C°"tinent'S landl0Cked C0Untries which a frei9ht factor cost of 18 per cert emerge from this situation African importers need a better knowledge of maritime wctae
9TaT capflities' commercial readjustment of some import and Sport robes' rhS h fn9,-^ and a redU0ti0n of the exorbitant business-risk insurance rates
charged because of political instability on the continent.
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 Tharves Man&me ports not only form part of the transport modes but also constitute a major hub h^nce
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 ofdeveloping 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 1999/2000.23. 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 east 30 countries for it to come into force. In addition, the landlocked African countries 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 carao
between modes. a
24. Forwarding services in Africa are still characterized by a great disparity in the size and organization of forwarding companies, both of which affect 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.
25. In 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.
and liberalization to this sector formerly a State monopoly.
per cent and 47.7 per cent for the world.
followed the same pattern through the liberalization of audio-visual activities and
?rrtT£ulatory bodies. Thus, the gradual liberalization of the aud,ov,sual media
and the fall in the price of broadcasting programme and programme production equipment
accelerated the change in the broadcasting landscape in several countnes through an mcreasinoriva e FM radto stations (commercial, religious, educational etc.) both in urban areas (Partoterly capfal) and in rural areas where national language radio stations are very much apprecated by
the illiterate population.
30 Local private television stations have started to flourish and to compete withJfj^
channel alongside the operators of recast foreign TV subscription channels anc direct
transmission channels. In 1999, there were seven TV receivers per 100 persons, and 25.9 for the
rest of the world.
31 At the level of postal services, the separation of telecommunications became widespread during he period of the Decade to such an extent that there were only ten countries ,n.Africa (out of 16 In the world) where postal services and telecommunicationscontinued to operateundehe same State management umbrella. However, the separation of the postal services d^ not: y»ld those improvements expected either in terms of development and serv.ce quality or their financial
efficiency.
32. The implementation of the programme, in terms of project execution gave the following results:
Number of completed projects:
Number of partly completed projects:
Number of unimplemented projects:
Number of abandoned projects:
Total
354 112 202 _40 ZQ8
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 70per cent) railways (55 and 62 per cent) air transport (54 and 70 per cent), mant.me transport (25
and 62 per cent), maritime ports (21 and 16 per cent), multimodal transport (21 and 37 oer cent)
IS"ZloZTcZ TJ 'h 'V^' T,ban tranSP°rt (5 and 62 per ~nt> telecomm'ni at^s
cent) broadcasting (15 and 52 per cent) and postal services (13 and 50 per
lt^ne except!on * !n<;l"multimodal transport" subsector, the execution rate was everywhere
ZTJLZZ*^ GG P6r C6nt f°r the entire P^mme, « can be considered mat tnl
phys.ca execution of the programme was rather good and more so because the rate would have
SIW"? the eXCfuSion of the 40 ^andoned projects. In terms of geographical
^^^If*0" T aS f0"0WS' n3ti°nal pr°jeCtS (401 and 69 Per cent), subregiona
projects (33 and 45 per cent), regional projects (32 and 58 per cent). In the case of the subregions
71 n™nnf' £fnCaif an'65 Per Cent)' EaSt Africa <87 and 55 Per cent). N^h Africa 37 and
71 per cent) Southern Africa (116 and 73 per cent), West Africa (115 and 72 per cent) and the
Xr"6' ^ ^ eXeCUti°n ** iS * hW th 5° per Cent' not countin9
?2f ?f the,L°8 Pr°jeCtS WaS M$ 17-260-97 in 2000 as against an estimate of
at the time of their approval in 1991 and 1993, i.e. 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 millions $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 (millions $ 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 and 66 per cent), air transport M$ 389.57 and 73 per cent), multimodai
ransport (M$51.41 and 55 per cent), inland waterways (M$ 393.82 and 81 per cent) urban
m£S^ iv $75*« and 48 Per Cent) maritime transport <M$ 69-69 and 84 Per cent), maritime ports
(MS 383.57 and 77 per cent), communications sector: (M$ 1,714.92 and 54 per cent) inciudinq 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 centV
S?r?«?S ( I ^ and 41 Pef Cent)' East Africa (M$1 ■809-10 and 65 Per cent)- North Africa m^9 o?foT !T« 9 Per ^enu}l S°Uthern Africa (M$2.70^38 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 a resource mobilization rate lower than 50 per cent for the roads and road taansport, urban transport, radio broadcasting and postal services subsectors, as well as for the
,?!!? ^lriH aHd North Africa subre9'ons- ln 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
fi£?!La^f 6'90990 representing about 65 per cent of the "remainder to be secured" ie
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 difficultieswith programme implementation.
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 theirsubsector.
38 Of the seven thematic programmes, only three had activities throughout the Decade^ They are
fhe SSATP prog amme implemented jointly with the World Bank, the Yamoussoukro Decoration
and international transport facilitation. The other four (Human Resource and InsWutonal
Develoomenr^HRID) Transport Data Bank, Road Safety and the Trans-African Highway
p'og amme) had the r'activities stopped towards the middle of the Decade period because of lack
of financ^g The results of all those programmes remain ambivalent, or lack of proper evasion
since the reports prepared could not reflect the actual impact that only field missions could have
helped to assess.
39 Goinq 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 off this
framework of action was fairly satisfactory, mainly because responsibilities for carrying out the prescribed activities were not properly defined. Apparently, the Framework ass.gned no responsibilities for the various activities envisaged, nor any distribute of tasks among themonitoring 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 dramatically over the 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 genera! 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).
41 The review of the degree to which target objectives were attained shows that out of 85 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 overtime.
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 lasting impact on transportand communications. * *- k
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.
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.
CHAPTER I INTRODUCTION 1. Background
1. The importance of the transport and communications sector for the economic development and social well-being of people in general, the development of industry, promotion of trade and the concrete attainment of the continent's socio-economic integration in particular, led African countries to enjoin the international community, through the United Nations, to give particular attention to the developmental needs of the transport and communications sectors. This is why the period 1978- 1988 was proclaimed the United Nations Transport and Communications Decade in Africa
(UNTACDA I).
2. The sharp economic decline situation and the political instability that characterized Africa at that time, made the proper implementation of the Decade programme difficulty. Thus, at the behest of African countries and having learned from the poor results achieved, the United Nations General Assembly agreed to proclaim a second United nations Transport and Communications Decade in Africa for the period 1991-2000, a Decade whose programme had been the subject of careful preparation from 1989 to 1990. The programme had the long-term objective of establishing an integrated transport and communications system designed to establish the basis for the physical integration of Africa and facilitate domestic and international traffic in order to promote trade and bring about endogenous economic development, in accordance with the objectives of the Lagos Plan of Action and other regional and subregional African economic recovery and development
programmes.
3. The global and sectoral objectives were adopted at the seventh regular session of the Conference of African Ministers of Transport, Communications and Planning held in Tangier, Morocco in November 1989. During the 1989-1990 preparatory phase, these objectives served as a basis for the elaboration of subsectora! and subregional strategies and programmes as well as the formulation of (i) subsectoral benchmarks; (ii) strategies for the implementation, follow-up and evaluation of the programme (iii) a mechanism to mobilize resources for projects execution and (iv) guidlines and procedures for Decade project selection that were approved at the Eighth regular session of the Conference of African Ministers of Transport, Communications and Planning held in Abuja, Nigeria in February 1991.
4. Altogether, 708 projects covering the 11 subsectors were approved in 1991 and 1993. These projects, whose execution would form an essential part of this evaluation, are broken down as follows: roads and road transport (214), railways (89), maritime transport (40), ports (37), inland waterways (17), multimodal transport (27) air transport (77), urban transport (7), telecommunications (145), radio broadcasting (29) and postal services (25).
II. Objectives of the Second Decade
5. In order to attain the long-term objective mentioned in paragraph 2 above, ten (10) global objectives were laid down, as stated in paragraph 3, which helped to identify the objectives relating to each of the subsectors and, to define the areas of immediate subsectoral concentration. The global objectives are given below, while the areas of concentration of the global objectives and the subsectoral objectives and their areas of immediate subsectoral concentrate are touched upon in chapter VII during the review of the attainment of the UNTACDA objectives.
Objective 2:
Objective 3:
Objective 4:
Global objectives of the Decade
Objective 1: "Implementation of phased and balanced programme of development
and management of transport and communications infrastructure takinq
particularly into account: the needs and requirements of island and landlocked countries","Rehabilitation, upgrading and maintenance of the most critical
elements of the existing infrastructure and equipment so as to improve their
efficiency, capacity and utilization, as well as prolong their economic life";"Improvement of human resources planning, development and
utilization in order to enhance the quality and availability of personnel at all
levels for the efficient management and operation of transport andcommunications systems;
"Improvement of operational efficiency, service quality and
availability in transport and communications by implementing appropriate policies and administrative measures that will increase their competitiveness, productivity and profitability, while at the same time ensuring social and economic development";
"Establishment of information systems on transport and
communications as a basis for analysis and better planning and
management of investments";
"Development of manufacturing capabilities in order to cope with the
rapid changes in technology and conditions in the transport and communications market and to reduce cost and requirements for foreign exchange by local manufacture of some spare parts, components and
equipment";
"Improvement of transport safety and security as well as
strengthening transport-related environmental protection measures";
"Improvement of transport and communications in rural areas where
the majority of the people live and the largest percentage of economic
production takes place";
"Improvement of urban transport to meet the needs of the rapidly
growing urban population
"Establishment and strengthening of interregional liaisons in the field of transport and communications";
^ Strategy and Institutional Framework for the Implementation of the
Decade Programme
6^ Designed to be a cooperation programme with the aim of coordinating transport and
S-t"^08??"8 ?eve!°Pment activities in Afrjca at both national and subregional, regional and
international levels in order to optimize the integration process, the preparation strategy adopted
was a continuous process that began during the preparatory phase and was pursued during theObjective 5:
Objective 6:
Objective 7:
Objective 8:
Objective 9:
Objective 10:
implementation.
7. Its basis had taken into consideration the following main preoccupations and mechanisms with
a view to ensuring the success of the programme:
(a) Establishment of a National Coordinating Committee (NCC) acting as focal point at the level of each State with responsibility to coordinate the national development programme both among and within transport and communications sectors;
(b) A reasonable flexibility in the programme's implementation in order to allow for the corrections and/or reorientation that might prove to be necessary during the programme s
implementation;
(c) Promotion of the programme and its actions through various means of communications available but also through inquiries both at the beginning and at the end of programme implementation in order not only to ensure adequate publicity for the Decade but also allow for the continuous updating of transport and Communications development in Africa and provide a basis for evaluating progress achieved during the Decade;
(d) A "bottom-up" approach resulting from the fact that regional transport and communications systems are no more than entities made up essentially of national elements and helping national projects to form the major part of the Decade programme thus facilitating the fulfillment of the demands from other sectors such as agriculture, mines, population,
industry, trade, etc.
8. Based on this "bottom-up approach", the institutional framework for the implementation of the programme decade appears to be a pyramid whose base is made up, through the national coordinating committees, of States with whom lay the development responsibility and the Summit, the Conference of African Ministers of Transport and Communications acting as a permanent policy organ on the preparation, implementation and follow-up of the programme,
9 Between these two levels, the subregional economic organizations, the driving force behind the preparation and implementation of the integration programmes, the sectoral African intergovernmental organizations and the United Nations specialized agencies, the financial institutions in the United Nations system and the subregional and regional financial institutions, would take part through either subregional or subsectora! working groups, or the inter-agency coordinating committee (IACC) owing to their competence, in the evaluation of existing situations the identification of bottlenecks hampering the attainment of the Decade objectives, recommend strategies and contribute towards the preparation of recommendations to be submitted the Conference of Ministers on issues dealing with the coherence, validity and orientation of the
programme.
10 In addition a resource mobilization committee (RMC) made up of the United Nations Economic Commission for Africa (ECA) and some financial institutions, would select in projects using the criteria retained in the Decade programme and seek and secure the technical and financial resources necessary for projects execution. Finally, ECA, as lead agency, bore the responsibility for the analysing and harmonizing the strategies and programmes to ensure their compatibility with the Decade objectives and providing secretariat services to the Conference of Ministers, the IACC
and the RMC.
11 In terms of institutional machinery, the national projects prepared by NCCs on the basis of strategies and guidelines designed by the subregional and subsectorai working groups were
* ?tat6S inV°'Ved within the framewo* * their respective national n^l^T pry™mmes and the subregional and regional projects by intergovernmental
organizations and the respective regional organizations with the support of the appropriate United
Nations agencies. As far as monitoring implementation was concerned, this involved the NCC at the national level, the members of the subregional working groups or subsectoral working qroups it
Zee^rTrTii W ^T * ™* in coilaboration ** the subregiona. orgaSns'and
keep EGA regularly informed of the progress made in the implementation of projects in the same
way as the members of the working group should act, through their group leader. At the regionallevel EGA maintained direct links with the NCC and the various working groups with a view to
H^Hatin9 ihe. imi)le^ta1ti°^n Of the entire Pr°9ramme and providing information, through
detailed reports, to the RMC, IACC and the Conference of Ministers.
IV. Main conclusions and recommendations of the first mid-term evaluation
12. The first mid-term evaluation UNTACDA II took place from July to September 1994 The purpose was to study: (i) the coherence of the entire UNTACDA II programme, its global and sectoral objectives and its strategies and projects; (ii) the efficiency of the organs of the institutional mechanism for programme implementation; and (iii) the progress achieved as well as the difficulties encountered during the implementation of the entire UNTACDA programme.
13. In its conclusions, the mid-term evaluation, , drew attention to the proper preparation of the Decade Programme, the coherence of the global and sectoral objectives, the clarity of the sub sectoral strategies, as well as guidelines which, if followed, could have yielded a better implementation rate. These guidelines dealt with (i) the preparation of a timetable for the implementation of Decade programme activities, actions and projects; proper assignment of tasks to the various operators and a better determination of their respective responsibilities; (iii) formal determination of resources available and their sources with a view to the implementation of the various programme elements and (iv) the availability of resources necessary for the functioning of the bodies in charge of the Decade, namely: the NCCs and the subsectoral and subreqional
working groups.
14. Finally, the mid-term evaluation put forward some recommendations aimed at ensuring appropriate and efficient implementation of the programme with a view to attaining the long-term objective laid down in paragraph 2. These recommendations were as follows:
(a) Institutions should strive to include the activities linked to the implementation of the second Decade in their normal programme of activities;
(b) "The implementation of the second Decade programme should be clearly based on explicit consideration of resources for the execution of the various components";
(c) The mandate of the RMC should be reviewed and clarified;
15. At its tenth regular session in Addis Ababa, on 20 and 21 March 1995, the Conference of Ministers took into consideration these recommendations in its resolution ECA/UNTACDA/Res.95/92 and changed the mandate of the RMC which was transformed in to an Advisory Committee on Programme Promotion (ACPP). The ACPP was made up, in addition to the members of the RMC, of the chairmen of the working groups.
V. Main conclusions and recommendations of the second mid-term evaluation
16 The second mid-term evaluation conducted from July to September 1997, had the objective of reviewing the progress made in the implementation of the Second Decade programme through the review of the progress achieved in the execution of all the projects at all levels, national, subregional and regional on the basis of reports prepared by member States and intergovernmental organizations and taking into account the conclusions and recommendations of the first mid-term evaluation. It was also to give particular attention to the impact of the second Decade programme on transport and communications development and put forward some recommendations to form the basis of a plan of action for the last three years of the Decade and
beyond.
17. After a review of the UNTACDA II programme implementation mechanisms, the thematic programmes and transport and communications development on the one hand, an analysis of resource mobilization for the execution of the main regional projects and a review of the overall impact of the sectoral and global objectives, the second mid-term evaluation identified some problems and drew some lessons which are briefly set forth below.
(a) Almost all of the projects, 94.5 per cent (%) had been approved in 1991, i.e. the very year the Decade programme was launched. Indeed, they were not reviewed in accordance with the guidelines and procedure retained by the selection and admission strategy and more so because the working groups and in particular, the subsectoral groups did not function for iack of resources. This situation led to the approval of many projects in 1991 which obviously did not meet the selection criteria;
(b) The Decade was apparently perceived by many countries and organizations that had initiated projects more as a financing mechanism and not as a framework for dialogue and consultation towards the convergence of policy practices and reforms in the field of transport and communications in order to secure a more efficient contribution of the sector to regional economic integration and the development of African countries, individually and collectively. This flawed interpretation resulted in attracting to the Decade Programme all the projects which on account of their low economic viability, could not obtain financing from traditional donors;
(c) The absence of resources made it impossible for bodies in charge of the implementation of the Decade programme (ECA, RMC, working groups) to implement their work programme both in terms of the process for projects preparation programming and implementation, programme follow-up and promotion or their subregionai and regional coordination.
18. These observations made it possible to draw the following lessons complementing the conclusions and recommendations of the first mid-term evaluation:
(a) The need to ascertain, during programme preparation, the availability of financial and human resources necessary for its implementation.
(b) The need for phased introduction of programme and project activities in order to ensure their proper review and realistic appraisal of the capacities of proposed reviewing bodies as well as of the resources necessary for their implementation.
(c) Since programme and project funding depended more on their quality and adherence to the procedures and criteria applied by each funding agency, it was necessary to ensure quality preparation and inclusion in the priority investment programme agreed between the concerned State and the donor community.
(d) The need for a programme, like the Decade programme, to be preceded by or
include the institutional preparation of member States and their subregional economic cooperation organizations, in order to carry out policy reforms and create an enabling implementation environment needed to achieve a lasting impact.19. The above lessons and observations and the increasingly obvious awareness by African countries and their partners, to establish and ensure the smooth operation of national and regional transport and communications systems in Africa, led the second mid-term evaluation to
recommend the immediate measures below:
(a) "The pursuit and deepening of on-going economic reforms in general and reforms of the transport and communications sector in particular";
(b) "The promotion of an adequate technological base for the development of efficient transport and communications systems in Africa and the efficient operation of the latter";
(c) "The building of critical human, institutional and entrepreneurial capacities in the area of transport and communications";
(d) "Ensuring sustainability in the transport and communications sector and addressing the need for a balanced environment with due regard to security and safety";
20. These recommendations formed the basis of the proposed framework of action for speeding up the implementation of the UNTACDA II programme and establishing effective and efficient, transport and communications systems in Africa for the 21st century. The framework of action was adopted by the Conference of Ministers at its eleventh regular session held in Cairo from 25 to 27 November 1997 (Resolution ECA/UNTACDA/Res.97/97).
CHAPTER II
OBJECTIVES AND METHODOLOGY OF THE THIRD AND FINAL EVALUATION OF THE UNTACDA II PROGRAMME
Objectives
21 The third and final evaluation of the UNTACDA II programme has the objective of making a
final revfew ofthe progress achieved in the implementation of the programme as a whole, m terms o??he aSment of he qualitative objectives and the benchmarks set during the preparatory phase o the programme and at the beginning of its implementation. It highlights the review and exertion of projects at the national, subregional and regional level based on data and ^formation S the partners States, subregional organizations and United Nations specia zed agences nvolved in programme implementation, had sent to ECA on the activities undertaken wrthin the ramewok of the objectives and strategies of UNTACDA II, the status of implementation of approved Decade programme projects as well as other activities earned out during the
implementation period.
22 The evaluation should clearly assess the impact of the Decade programme on transport and communications development and possibly on the economic development of African courtnes based on the degree to which achieved qualitative and quantitative objectives were. It should
recommend arrangements and measures for improving transport and commun.cat.ons efficiencyand performance during the new millennium so that by adopting them Afncan countries would.
(a) Improve future policy remedies to the major ills besetting the transport and
communications subsector;
(b) Strengthen capacities aimed at developing private sector participation in transport
and communications;
(c) Propagate and implement policy reforms and new technologies in the transport and communications subsector at national, subregional and regional levels;
(d) Improve and develop transport and communications infrastructures and networks;
fe) Achieve close coordination and cooperation in the national, subregional and regional development of transport and communications as they pursue the objectives of the
African Union.
II. Methodology
23 The evaluation was conducted in two phases: a first phase consisted in the collection of data at three levels: first, national, through the designation of a national focaI Poin7° Pr?Pa;f^
country paper in accordance with specific guidelines for national .mplementat.on of the Decade programme This was followed by a subregional enquiry asking each subregional organization to prepare a report on the implementation of the Decade programme in its subreg.on in accordance
with a specific guideline and finally, regional, where the ECA, United Nat.ons agencies and sectoral
intergovernmental organizations prepared a report, based on specific Sidelines on the
implementation of the Decade programme in their fields of competence. Through its Regional
Cooperation and Integration Division (RCID), ECA submitted a report dealing with the implementation of the thematic programmes of UNTACDA II such as:- The development of transit transport facilities and transport corridors;
- The trans-African Highways Programme;
- The Yamoussoukro Declaration on the new African air transport policy;
- The SSATP programme - Road safety
and, with the roads and road transport, inland waterways, muitimodal transport and urban transport sub-sectors, as well as the statistical analysis of the implementation of the UNTACDA II projects.
24. The second phase of the evaluation consisted, at ECA headquarters, in the review of the reports collected during the first phase and discussions and meetings with ECA staff in charge of the various transport and communications sub-sectors. These activities were carried out by a team of six independent consultants from outside ECA.
25. The evaluation criteria drawn from volume I of the Decade programme were the global objectives, sub-sectoral objectives, the benchmarks and the development indicators for evaluating the results obtained and assessing the impact of Decade programme implementation on the development of each subsector, taken individually and on the entire transport and communications
sector.
26. The task of the evaluation team was defined in the terms of reference prepared by RCID.
The evaluation was conducted from June to September 2001, with about two months presence for each consultant. The entire team was only present at ECA headquarters from 1 to 15 August 2000. The evaluation team was made up of:
- Mr. Mahama Oumar Maiga, Coordinator, Transport Consultant, Bamako, Mali;
- Mr. Aberra Makonnen, Air Transport Consultant, Addis Ababa, Ethiopia;
- Mr. J. Mwanza, Maritime Transport and Ports Consultant, Mombasa, Kenya;
- Mr. Paul Kossivi Ayikoe, Communications Consultant, Lome, Togo;
- Mr. Channie Tamiru, Railway Consultant, Addis Ababa, Ethiopia;
- Mrs. Tehetena Alemu, Data Analyst, Addis Ababa, Ethiopia.
27. The team of consultants took part in the IACC meeting held from 31 October to 2 November 2001 at the United Nations Conference Centre in Addis Ababa, Ethiopia. The team of consultants took note of the observations and comments made during the meeting in finalizing this evaluation report.
III. Difficulties and problems encountered
28. The evaluation exercise was handicapped by difficulties and problems in terms of the data collection and interpretation and the conformity of the reports received with the format laid down in the terms of reference. In terms of data collection, while all countries i.e. those that had introduced projects into the Decade programme (44 in all) and those that had not done so, had been invited to submit national reports, only 31 reports were received including 30 from the first category of countries, i.e. a little over 68 per cent of countries in that category or a little over 58 per cent/ taking into account all the national reports and all African countries. Among the national reports received, twenty (20) were prepared according to the format laid down in the terms of reference and 11 did
asssr
arganTzationTbut a little over 42 per cent if we consider only those that had submitted projects (19).
29 Thus it is clear that, despite the offer made by ECA for a lumpsum payment for the preparation of the reports, the number of reports received remained relatively low, scarce^> 5.per cent oAhe reports expected. The fact that a sizable number of the reports were not ,n conformity w!th the format also worsened the relevance of the documentation as well as its representativeness
Z*TnSuSthe results of the second Decade programme. Indeed, ,t shouldI be noted
hat among the countries and organizations that did not submit reports there were 14 and eight (8) ha had submitted projects retained within the framework of the Decade programme i.e. 139 and 61 projects respectivel. Thus, apart from the missing or insufficient data re.at.ng to the projects^
the reports received, there were 200 projects, i.e. approximately ?8 percent* the total of the
Decade projects for which no information was available over the period 1997-200U.
30 Particularly with regard to the physical and financial execution of the projects in addition to the lack of information on many of the projects regarding either the status of ™P>«™«»n
since 1997 for those that were under execution or the level of financing for ^^e with partiafinancing or with full financing, there was confusion between "exerna cos s and external financing", on the one hand, and "total cost and resources mobilized on the othe to such an extent that it appeared totally impossible to give reliable information on both the total amount of
financial resources mobilized for projects totally or partly executed and the share of domestic effort
(financing from domestic resources) or the level of external aid (external financing).
31 At the final stage of the evaluation, this information appears to be all the more useful as it
would have shown the level of domestic effort made by African countries towards the development of transport and communications and the mobilization of the donor community to accompanycountries in their determination to improve the sector. This situation shows very dearlyjhat the
preparation of comprehensive and reliable data remains a weakness of the transport and communications sector planning, programming and management policies.32 The statistical information gap could only be slightly reduced through desk research by the
consultants in compiling the general documentation available at the ECA (with the profeesnna staff or in the library) Only proper collection from an adequate number of countries ooSan°zat ons undertaken after considering the reports received could have led to a significant
improvement n the reliability of information required for the final evaluation of the second Decade.
CHAPTER III
CURRENT SITUATION OF TRANSPORT AND COMMUNICATIONS I. Transport sector
33. Transport is no doubt a critical factor of development. Indeed, being the main means of physical access to employment, health care, education etc., it appears to be an essential element for the well-being of people both in the rural and urban areas, it is obviously these considerations that led the international community, at the behest of African countries, to devote to the development of this sector, two decades concomitantly with the communications sector.
34. During the Decade under review, it appeared that African countries had devoted much effort to improving transport. It was clear from the data available that investments in the sector had annually exceeded 25 per cent of public expenditure and 75 per cent of expenditure on infrastructure, giving rise to fixed gross capital formation (FGCF) with a growth rate higher than eight per cent a year.
35. These investment efforts were generally accompanied by policy reform measures the main ones of which appeared to be: (I) the gradual withdrawal of the State from transport operations by calling for increased participation of the private sector, through concession or even partial or total privatization; (ii) the establishment of transport infrastructure management entities with financial and administrative autonomy and the participation of users in management control; (iii) reduction of public implementation of road maintenance in favour of the private sector.
36. At the macro-economic level, there was a growing contribution to Gross Domestic Product (GDP), from eight to 25 per cent according to country, making transport one of the most contributory sectors, sometimes outstripping even industry and services.
37. Finally, the growth of the road network and the reduction of restrictions on airport taxes during the Decade, will no doubt, improve the physical integration of the continent, necessary for economic and political integration.
1.1 Roads and road transport
38. Roads remain the dominant mode of transport in Africa. Road transport accounts for 80 to more than 90 per cent of inter-urban transport of goods in different African countries. In the case of passenger transport, its contribution is even higher, ranging from 80 to 99 per cent.
39. Road transport also plays a key role in international traffic of imported and exported goods in Africa, both for landlocked countries and for their neighbouring coastal countries, when land
transport of goods is compared with other modes.
40. Africa has 15 landlocked countries whose distance from the sea ranges from 220 km for Swaziland to 1,735 km for Chad. Most of these countries only have roads to ensure the movement of people and goods, hence the increasingly greater share of the traffic towards the road mode, owing to the need to improve performance in terms of rapidity and safety of domestic transit transport. However, various constraints, physical, political as well as operational still remain a challenge to the road transport industry. The physical barriers result from the lack of infrastructure owing to the undeveloped road network in some countries, while the political barriers include road traffic regulation, transit transport costs, conditions relating to road financing, the management of road transit and the coordination of road traffic activities.
41 The development of investments for inter-State road infrastructures follows a growth trend which shows a more obvious awareness of the role that roads play in economic integration.
Nevertheless the demand for financial resources for the development of the road network particularly for the entire inter-State network, remains great and still needs the assistance of
development partners.
42. The length of the road network reached 2,064,613 kms, broken down as follows among the
subreg.ons^ ^^ ^ ^ ^ ^ ^.^ ^
West Africa (WA): 409,377 km Southern Africa (SA) 801,751 km Central Africa (CA): 115,677 km
Excluding South Africa, the road network had a growth of about nine per cent during the Decade.
However, the examination of the road density, 6.84 km per 100 km2, showed the great inadequacy of the African road network in comparison with other regions such as Latin America (12 km/100 km2) and Asia (18 km per 100 km2). The distribution of the road network was, on the average, 2.71 km per 10,000 inhabitants. These ratios remain too low to provide for an acceptable degree of
access by disadvantaged people to the benefits of road transport.
43 The length of the surfaced network accounted for about 29.73 per cent of the total network, i e 610 770 km Excluding South Africa, the length of the network grew during the Decade, by about 128 per cent, from 242,000 km in 1991 to 547,742 km in 2000 i.e. more than double. The development of the surfaced network confirms the attention African governments increasingly attach to the improvement of the road network and the investment efforts they made in favour of the road infrastructure, with the support of their development partners. The table 3.1 below, indicates by subregion the distribution of surface and unsurfaced network .
CE ES NR SA WE Total
Area
(km2)
3,021,180
6,755,902 9,301,385
6,005,240
5,112,060 30,195,767
106/
Population 106
inhabitants
29,654 23,387 16,507
10,877
22,324
76,060
Table 3.1
African Road Network Road
network (km)
115,677 445,018 292,790
801,751 409,377 2,064,613
Surface network (km)
18,531 103,600 161,825
235,154
91,660
610,770
Unsurfaced network (km)
97,146 341,418 130,965 566,597 317,717 1,453,843
Road density (km/100
km2)
3.83 6.59 3,15
13.35 8.01 6.84
Road distribution (km/10000 inhabitants
3.90 1.90 33,48
26.96 1.83 2.71
Source: (a) World Development indicators, the World Bank, 2001 (b) The World Fact Book 2000
(c) Newafrica.com 2000 and FAO Production Yearbook Vol. 13-1999 (d) Country reports
