Senegal - Ship Repair Engineering Project

nGTUICJ TO DOCUMENT OF INTERNATIONAL BANK FOR RECONSTRUCTION A D% N 7 I na Not For Public Use Report No. NP-1290-SE REPORT AND RECOMMENDATION OF THE PRESIDENT TO THE EXECUTIVE DIRECTORS ON A PROPOSED LOAN TO SOCIETE POUR LE DEVELOPPEMENT DE L' INFRASTRUCTURE DES CHANTIERS MARITIMES DU PORT DE DAKAR (DAKARMARINE) WITH THE GUARANTEE OF THE REPUBLIC OF SENEGAL FOR A SHIP REPAIR ENGINEERING PROJECT August 29, 1973 1This report was prepared for official use only by the Bank Group. It may not be published, quoted or cited without Bank Group authorization. The Bank Group does not accept responsibility for the accuracy or completeness of the report.  RATE OF EXCHANGE Currency Unit CFA Francs (CFAF) US$1 C CFAF 230.02 CFAF 1 = us$o.oo43 CFAF 1,000 = US$4.3 CFAF 1,000,000 = -US$4, 341 Fiscal Year July 1 - June 30  INTERNATIONAL BANK FOR RECONSTRUCTION & DEVELOPMENT REPORT & RECOMMENDATION OF TIE PRESIDENT TO THE EXECUTIVE DIRECTORS ON A PROPOSED LOAN TO SOCIETE POUR LE DEVELOPPEMENT DE L'INFRASTRUCTURE DES CHANTIERS MARITIMES DU PORT DE DAKAR (DAKARMARINE) WITH THE GUARANTEE OF THE REPUBLIC OF SENEGAL FOR A SHIP REPAIR ENGINEERING PROJECT 1. I submit the following report and recommendation on a proposed loan to Societe Pour le Developpement de l'Infrastructure des Chantiers Maritimes du Port de Dakar (Dakarmarine) with the guarantee of the Republic of Senegal for the equivalent of US$0.6 million to help finance studies and engineering for a tanker repair project. The loan would have a term of 10 years, in- cluding 4 years of grace, with interest at 7-1/4 percent per annum. The European Investment Bank (EIB) and the Fonds d'Aide et de Cooperation (FAC) would participate in financing the studies and engineering to the extent of US$2.2 million equivalent. The proposed Bank loan would also be covered by a reimbursement agreement from Beliard Murdoch, a private Belgian company, on the terms described in para. 31 below. PART I: THE ECONOMY 2. A report entitled "The Current Economic Situation and Prospects of Senegal" (R 70-113) was distributed to the Executive Directors on June 10, 1970. A Bank economic mission visited Senegal in March 1972, to assess the current economic situation and prospects. A summary of its findings was contained in Part I of my report to the Executive Directors concerning the Second Agriculture Credit (IDA-R73-65) dated June 7, 1973. This material is contained in Annex I of this Report, which also contains country data on Senegal. PART II: BANK GROUP OPERATIONS 3. The Bank Group has had 14 operations in Senegal to date. Total lending amounts to US$ 75 million (net of cancellations), including ten IDA credits, three Bank loans and one blend of Bank and IDA funds. The Bank Group is now Senegal's third largest aid donor (after France and the European Economic Community) providing about 13 percent of Senegal's ex- ternal capital assistance. IFC has invested US$ 3.25 million in two proj- ects in Senegal. Annex II contains a summary statement of Bank loans, IDA credits and IFC investments as of July 31, 1973 and notes on the execution of on-going projects. 4. Bank Group lending in Senegal began in 1966 and for the first five years was limited to the transport and groundnut sectors. The implementation of a railway project financed in 1966 (Credit 96-SE) was delayed, and there were shortfalls in the railway's financial performance. However, the project  -2- eventually succeeded in strengthening the railway authority. A loan for the Dakar Port (Loan 493-SE) had more immediate success and helped improve the finances and administration of the Port Authority. The Bank Group's first operation in the rural sector was an agricultural credit project (Loan 584-SE and Credit 140-SE) principally to assist groundnut cultiva- tion. Initially disbursement was slow, and the Loan had to be cancelled. However, the Government took strong action to rehabilitate the sector, and the Credit is now almost fully disbursed. The rural sector has also ben- efited from a 1970 project (Credit 198-SE) for construction and maintenance of feeder roads in the groundnut basin, which has now been satisfactorily implemented. 5. In the following three years, Bank Group lending expanded and diversified. In addition to follow-up operations for railways (Credit 314-SE and Loan 835-SE), highways (Credit 366-SE) and groundnuts (Credit 404-SE), there were several projects aimed at developing new crops and opening up new agricultural regions - Casamance Rice Project in the South (Credit 252-SE), Terres Neuves Project in the East (Credit 254-SE) and the River Polders Project in the North (Credit 350--SE). Other lending comprised an Airport Project (Loan 867-SE) to facilitate tourism development, a Credit for technical and agricultural education (Credit 253-SE), a Telecommunications Project (Loan 866-SE) and the Bank Group's first Site and Services Project (Credit 336-SE). 6. In general, implementation of the more recent projects is pro- gressing satisfactorily. In both Casamance Rice and Terres Neuves Projects (FY71), development targets were met for the first season, though there have been delays in the infrastructure programs and there remain several institu- tional problems; the second season is currently under way. The Education Project (FY71) is about nine months behind schedule, principally on account of lengthy discussions with the Government and the consulting architects concerning detailed designs. To avoid this problem in a second education project, currently being appraised, the Government is planning to appoint architects and commence work on the designs while appraisal is proceeding, so that construction can begin shortly after approval of the credit. 7. In the Second Railway Project (FY72) bidding was completed earlier this year on schedule, but as only one offer was received, re-tendering is necessary. The Site and Services Project (FY72) is not yet effective, mainly owing to the unexpected need to pass a law, rather than a decree, to reorganize the executing agency. However, technical assistance for the project has been recruited and detailed engineering is proceeding only slightly behind schedule. In the Airport Project (FY73), detailed engi- neering has been completed, bidding documents have been approved and tendering should be completed by December 1973. In the Telecommunications Project (FY73), preparation of the bidding documents is proceeding on schedule. In the River Polders Project (FY73), bidding for the irrigation works and hy- draulic equipment representing over three quarters of expenditures chargeable to the credit is currently taking place and contracts will be awarded shortly.  -3- 8. Execution of these projects, apart from the railway project, is thus moving forward without exceptional delays. The proportion of undis- bursed funds in Senegal is certainly high (73 percent), but this is largely explained by the fact that over half of total lending was committed in the last twelve months. With the most recent projects it is too early yet to review the rate of disbursement. However, projects have generally become more complicated and longer periods of disbursement are programmed in a number of cases. Thus the average period of disbursement, projected at the time of appraisal, for the four projects in FY66-70 was about three years, as compared to an average of six years for the three agriculture and education projects approved in FY71. 9. As to future lending, we are continuing to explore with the Government other avenues for diversification besides agriculture. Perhaps the most promising of these is tourism, for which Senegal's pleasant climate and attractive beaches are important assets. A Bank mission recently re- vised the prospects for Senegalese tourism within the context of the overall development of the sector in West Africa and a tourism infrastructure project is being prepared. Other possibilities for diversification currently being examined by the Bank include fisheries and manufacturing. In connection with the development of the manufacturing sector, a project for a develop- ment finance company is being prepared. PART III: THE INDUSTRIAL SECTOR 10. Modern manufacturing (including groundnut processing, light consumer goods industries, railways and ship repair facilities) was introduced in Senegal well before World War II. Before independence in 1960, it served all of former French West Africa, a market of 20 million people. After indepen- dence, and in spite of the difficulties of adjusting to a smaller market, economic growth in Senegal has been largely attributable to the dynamic role of the industrial sector. In 1972, this sector accounted for about 15 percent of GDP, as compared to 8 percent in 1960, and employed about 20,000 persons, or 14 percent of wage earners. Manufacturing accounts for about three quarters of value added by the industrial sector, while public utilities and mining re- present 16 and 7 percent of the total respectively. Growth in the manufactur- ing sector is largely explained by the textile/leather and mechanical/ electrical subsectors, which accounted for almost 60 percent of the increase in value added in this sector in the past 10 years, while foodstuffs and chemical industries represented another 25 percent of the total increase. Whereas industrial production was mainly oriented to import substitution in the first part of the 1960's, growth of exports largely contributed to the increase in industrial output in the latter part of the 1960's. These new markets were found for the most part within former French West Africa, al- though some firms (textiles) have proved to be competitive in the markets of developed countries.  - 4 - 11. This strong performance is due to the combination of a number of factors which favored industrial growth in Senegal: first, Senegal has a long tradition of industrial production, and labor productivity is comparable to Europe in the case of mechanized or repetitive industrial operations re- quiring relatively little control; secondly, investments in manufacturing in- creased considerably in the 1$960s, reflecting the confidence of foreign entrepreneurs (mostly French) who control 85--90 percent of the modern indus- trial sector; thirdly, the competitive position of Senegal was helped by a rather slow increase in wages of about 3 percent per annum; finally, the 7966 Agreement among the countries of the West Africa Customs Union 1/ benefitted primarily the more industrialized countries of tile Union, i.e. Senegal and the Ivory Coast. 12. Given limited further import substittution possibilities, the future of industrial development in Senegal lies with exports, particularly toward the developed countries. The development of siiip repair facilities would be an important step in this direction. Given its favorable industrial environ.- ment, its experience ir ship repairs and the existence of one of the best sub-Saharan industrial labor forces in Africa, Dakar qualifies for such an undertaking. At the same time, such a project could encourage substantial industrial growth, through the subcontracting possibilities that ship repairs offer and the important labor training component that would be part of this project. Ship repair yards in developed countries subcontract 20 to 40 per- cent of their annual sales. This subcontracting ranges over the whole area of their work, including painting, furniture making, propeller repair, freight handling and transport services. The repair yard also buys items such as power, water, work clothes, fuels and lubricants. In addition to the goods and services handled by the yard, new demands would be created for hiotel services and food supplies. Dakar would be able to satisfy many of these demands. Therefore such an undertaking would not only benefit the 3000 people employed at the yard but the community as a whole. PART IV: THE PROJECT 13. A Loan and Project Stimmary is provided in Annex III. Additional information concerning the studies is given in Annex V. 14. Dakarmarine, a corporation primarily owned by the Government of Senegal, has requested a Bank loan of US$0.6 million equivalent to help cover the cost of certain techrnical, miarket, and economic. studies essential to deter- mining the feasibility of a project for the construction at Dakar of a drydock and ship repair yard capable of handling very large tankers and bulk carriers of up to 500,000 dead weight tons (DITr) (hereafter called "the drydock pro- ject"). The total cost of these studies is estimated at US$3.09 million 1/ Including Dahomey, the Ivory Coast, Mali, Mauritania, Niger, Senegal, Upper Volta.  - 5 - equivalent. In addition to the Bank loan, the financing will include an equity contribution in Dakarmarine by the Government and the private sponsors, a participation by Fonds d'Aide et de Cooperation (FAC) of France, and a participation by the European Investment Bank (EIB). Description of the Proposed Diydock Project 15. The drydock project envisages a ship repair yard built around two drydocks, one capable of handling ships of up to 500,000 DWT and the other, ships of up to 250,000 DWT. Other facilities would include four quays for repairs afloat, a deballasting station, breakwaters and space for a future third dock for one million DWT capacity. The yard would also include a large plate shop, machine shops and facilities for electrical work, enabling the yard to handle all complex work involved in repairing VLCC's. 1/ The site to be studied is at Thiaroye, about 15 km east of Dakar port, near an oil refinery. The yard woulld be able to repair about 100 of these large vessels per year and allow lesser repairs on another 400-500 ships per year. This would re- quire about 3,000 employees, of which about 12 percent initially would be expatriates. The estimated capital cost of the drydock project is approxi- mately US$100 million. Further details of the drydock project are included as Annex IV. 16. The drydock project is aimed specifically at the repair of vessels with a dead weight tonnage greater than 100,000 tons, principally VLCC's. At present, vessels are afloat as large as 500.000 DWT. The growth of these large vessels has been rapid, the first ones having been put into service only in 1968, with the number in use today in excess of 200 vessels. Market studies indicate that growth of VLCC's should continue rapidly wich an estimated 600 in service by 1975. Background 17. In the fall of 1971 the Government of Senegal approached several financial institutions about possible financial assistance to the drydock project and asked the Bank to take the lead. During the spring and summer of 1972, Bank staff carried out an intensive study, assisted by two marine consulting firms, Shipping Consultants of Oslo, which conducted a market survey; and Shipping Research Services, also of Oslo, which looked into the technical and operational aspects of the drydock project. The Bank's investigation included visits to the major ship repair yards of Europe, the facilities of the technical sponsor, and the proposed site, as well as discussions with marine insurance companies and large ship owners. 18. In September 1972, the Bank advised the Senegalese Government that the drydock project merited further study and appeared to have reasonable prospects of success, although it entailed a relatively high degree of risk. 1/ VLCC - Technically very large crude oil carriers, but used herein to denote all large carriers over 100,000 DWT, whether for crude oil or for dry bulk commodities.  - 6 - The Bank also advised that it was essential that tne drydock project have sound technical and commercial assistance and that the technical and main private sponsor of the project, Beliard Murdoch of Antwerp, was capable of providing such assistance. It was recognized, however, that a substantial increase in capital cost or a significant lowering of revenues could reduce the project return below acceptable limits for Bank financing. The Bank also suggested that Senegal consider enlarging the existing repair facilities by building new facilities to service the smaller boats (up to 1,000-2,000 tons) in order to free the naval dock for ships up to 25,000 tons; this recommendation is still under study by the Government. 19. As to the financial arrangements for the drydock project, it had been proposed in 1971 that a Government-financed company would construct the drydocks, breakwaters and other infrastructure at a cost of about $80 million and lease these facilities to a second company, owned and financed largely by the private partners. Since, under these arrangements, the Government would bear most of the financial risk, whereas the private partners would get most of the profits if the project was successful, the Bank advised the Government that the financial arrangements needed to be reconsidered, and that the Government should explore the possibility of reducing the financial risk to Senegal while ensuring the continuing participation of the private sponsors. In effect, the Bank recommended that the project be set up with a more equitable sharing of risks and benefits, including guarantees on the part of the private sponsors for any Bank loan that might be made for the infrastructure. At the same time, it was recognized that the competitive nature of the business and the resulting limited financial return could limit the Government's ability to improve the arrangements and that Senegal would have to bear some of the risk of financing the project. For this purpose, the Bank recommended that as much as possible of Senegal's financial risk should be on soft terms, insofar as such finance could be obtained with- out excessive diversion of aid from other high priority sectors. The Govern- ment is currently exploring the availability of soft loan funds from other aid donors. As indicated below in paragraph 24, discussions with the private sponsors are continuing on the other financial questions. Sponsors 1. Dakarmarine 20. The studies will be carried out by Dakarmarine, a corporation founded by the Government of Senegal, to carry out the original feasibility report and promote the project. The company is at present owned 90 percent by the Gov- ernment of Senegal with the remaining 10 percent held by Beliard Murdoch and the other private sponsor, Societe Commerciale d'Affretement et de Combustibles (SCAC), a French industrial group with a subsidiary (Ateliers et Chantiers de Dakar) now operating a small ship repair facility in Dakar.  21. Dakarmarine is currently capitalized at CFAF 100 million (US$0.44 million equivalent), practically all of which funds were used for the original feasibility work. To assist in financing the studies, Dakarmarine will in- crease its share capital to CFAF 210 million (US$0.9 million), and the partici- pation of the Senegalese Government is expected to decrease from 90 percent of capital to about 51 percent; with the balance to be taken up by Beliard Murdoch, SCAC, SENEMATEL (a subsidiary of Empain Schneider, a French industrial group) FINCANTIERI (a subsidiary of the Italian group of IRI), A.G. WESER (a subsi- diary of a German industrial group), two Senegalese banks (Union Senegalaise de Banque and Banque Internationale pour le Commerce et l'Industrie au Senegal - USB and BICIS) and the European Investment Bank. The existing shareholders of Dakarmarine and the proposed new shareholders, as well as their holdings, are shown below: Shareholders of Dakarmarine CFAF Million Present Additional Total Government of Senegal 90 16 106 Beliard Murdoch 5 15 20 SCAC 5 15 20 SENEMATEL - 10 10 A. G. WESER - 10 10 FINCANTIERI - 10 10 USB - 2 2 BICIS - 2 2 EIB - 30 30 100 110 210 22. To date, Dakarmarine has conducted no real activities of its own (the original feasibility report was prepared by Beliard Murdoch and consul- tants) and therefore has had no operating staff. Its Chairman and Chief Executive is Mr. Issa Diop, a Senegalese with extensive administrative ex- perience and the head of several Senegalese corporations. The technical director responsible for the execution of the studies is an expatriate engi- neer who has been associated with the project since its inception. The cost of the project includes funds for the employment of one or two engineers, a financial and accounting officer, and the necessary secretarial and accounting staff, as well as offices and communication facilities required for coordi- nation of the studies. 2. Technical Advisers 23. Beliard Murdoch will provide technical assistance for Dakarmarine under a Technical Assistance Agreement. This firm has been in the drydock and ship repair business over 100 years and is qualified to provide the  -8- technical assistance necessary for the studies and the operation of the drydock project. It will also assist Dakarmarine in the selection of the firms to carry out the individual studies. In addition to its work in ship repair, an affiliated company operates a ship building yard in Ostend which specializes in large deep sea trawlers, ocean tugs and dredgers and does industrial work for oil, chemical and electrical industries. 24. Beliard Murdoch has a sound financial position and record; neverthelesb, as the capital cost of the drydock project will be very substantial (approximately US$100 million), the Bank has urged Beliard Murdoch to associate itself with other financial or industrial firms who would be able to help provide the financial resources and guarantees needed for the ultimate reali- zation of the drydock project. Beliard Murdoch is currently holding dis- cussions with several industrial and marine firms about investing in the drydock project. Technical and Feasibility Studies 25. The studies to be carried out are described more fully in Annex V and consist of two main kinds, technical and economic/commercial. The technical studies will include borings necessary to determine the geological and physical characteristics of the soil and the permeability of the geological layers, a study of the water movements in the area and of the effect of sedi- mentation on the drydock itself. As a result of these studies, the site and dimensions of the drydock, repair yard and breakwater will be determined, as will the navigational approaches to the yard. Preliminary civil engineering design of the drydock, including the electro-mechanical equipment, dock gates, haulage system, cranes, and all auxiliary services will also be prepared. Location of the workshops and the equipment to be installed therein will be defined and the cost and best sources of equipment determined. Various types of construction will be reviewed to select the most appropriate and economic choice and define a suitable construction plan. 26. The commercial and economic studies will delineate more clearly the viability of the drydock project so that the sponsors may finalize the financial arrangements shortly after the studies are completed. A particular study will be made of repalL costs for VLCC's in Europe and other locations to determine a realistic price for such services in Dakar. Also planned are a survey of the manpower available in Senegal to determine the appropriate training program and training facilities needed, and an updating of the market study with particular emphasis on coastal traffic which might use the facilities and on the size and distribution of the world's future merchant fleet. Finally, a detailed review would be made of other proposed drydocks which might be competitive with Dakar and have an influence on the market for the drydock project. If several competing drydock projects were to proceed, a serious risk of over-capacity could arise which would greatly lessen the chances for success of the Dakar project (see Annex IV).  - 9 - 27. The essential geological and physical tests are to be conducted first, followed by design of the dock and the other studies. Thus, should physical conditions be discovered early which would render construction of the dock at Dakar impracticable, Dakarmarine can terminate the studies and save uncom- mitted funds. In addition, a negative result on the hydrographic and geo- technical studies is a ground for suspending disbursement under the loan. Dakarmarine has proposed that an engineering firm with experience in marine matters and the design of major drydock installations be responsible for carrying out the technical studies. It has recommended the firm of F.C. de Weger International of Rotterdam who have experience in design of docks of comparable size. Dakarmarine has recommended Sema International, a French consulting firm, for carrying out the other studies which include thie comple- tion of the feasibility study, and coordination of the market and training studies. Dakarmarine will obtain the approval of the Bank and the other lending institutions as to its sflection of the consultants and as to the terms of the contracts and any subcontracts to be entered into. Timing 28. It is expected that the studies can be completed in a period of about 21 months from the beginning of the technical studies. This is based on the maximum number of borings required and the preparation of a full sedi- mentological model. Borings at the proposed site commenced in June 1973, under de Weger's supervision. It is proposed to permit retroactive financing up to $25,000. Costs 29. Beliard Murdoch has contacted a number of firms engaged in marine engineering with experience in the design of very large drydocks. It has also contacted scientific laboratories and other specialized consulting firms. As a result of these discussions, Beliard Murdoch made a preliminary estimate of the cost of the studies at approximately CFAF 615 million (US$2.7 million). While this figure constitutes a reasonable estimate, the lending institutions have agreed that the financial plan should provide for CFAF 710 million (US$3.09 million), since the number of borings necessary may need to be in- creased and to permit some additional work which may be required on particular studies and allow for adequate contingencies. It is expected that about 15 percent of the cost of the studies will be for local expenses, or approximately equal to Dakarmarine's equity contribution (para. 21). Detailed information on the cost of the individual studies is shown in Annex III. Financial Plan 30. The financial plan of CFAF 710 million (US$3.09 million), with the Senegalese Government providing all funds needed over and above this amount, is as follows:  - 10 - Financial Plan Million CFAF US$ Equity: Dakarmarine 110 0.49 Participations: EIB 240 1.04 FAC 240 1.04 Loar _/ IBRD 120 0.52 Total 710 3.09 It is proposed that the lenders finance 100 percent of the studies and that Dakarmarine finance, out of its equity, its operating and coordination expenses. It is a condition of effectiveness that the equity be subscribed before any funds are disbursed. Thereafter, the lending institutions will disburse their funds pari passu in the ratio of EIB 40 percent; FAC 40 percent and the Bank 20 percent. 31. It is proposed that the Bank loan to Dakarmarine be for a period of ten years, with repayment in equal semi-annual installments after a grace period of four years. Ihe loan will bear interest at the standard rate and be guaranteed by the Government of Senegal. Interest and commitment charges would be capitalized during the first two years of the studies. If the drydock project does not go forward, Beliard Murdoch would repay the Bank loan on the above terms, subject to the qualification set forth in para. 35 below. If the drydock project proceeds, it is envisaged that the Bank loan would be refinanced as part-of the construction of the drydock project. 32. EIB will participate by way of an equity contribution of CFAF 30 million (US$130,000) to Dakarmarine and a contribution equivalent to CFAF 240 million (US$1.04 million), the legal nature of which would be fixed by agreement within 2 years between Senegal, Dakarmarine, EIB, and the European Economic Community either as a loan on conditions to be determined, or as an equity contribution or as some other form of participation. FAC will make a contribution equivalent to CFAF 240 million by way of a participation, on terms to be defined within a period of 3 years, either as a grant, or as an equity contribution to Dakarmarine or as a long term loan. Neither EIB nor FAC has requested a reimbursement commitment from the private sponsors. PART V: LEGAL INSTRUMENTS AND AUTHORITY 33. The draft Loan Agreement between the Bank and Societe pour le Developpement de l'Infrastructure des Chantiers Maritimes du Port de Dakar 1/ The Bank loan of US$600,000 would cover, in addition, interest and other charges capitalized during the first two years.  (Dakarmarine), the draft Guarantee Agreement between the Republic of Senegal and the Bank, the draft Reimbursement Agreement between the Bank and Beliard Murdoch, the Report of the Committee provided for in Article III, Section 4(iii) of the Articles of Agreement and the draft Resolution approving the proposed loan are being distributed to the Executive Directors separately. 34. The draft Loan Agreement contains provisions normally used for engineering projects of the Bank. In addition, the draft Loan Agreement provides that the effectiveness of the Bank Loan is conditional upon con- ditions precedent to initial disbursement under the EIB and FAC participa- tions being met. 35. The draft Reimbursement Agreement provides, inter alia, that the obligation of Beliard Murdoch to reimburse to the Bank amounts due under the Loan shall terminate if and from the date that the financing of the drydock project is contracted or if, as a result of an act or omission of the Guarantor, it is physically impossible for Beliard Murdoch to perform its obligations under its Technical Assistance Agreement with Dakarmarine, or for Dakarmarine to carry out the Project, and each impossibility lasts for not less than 120 days. 36. I am satisfied that the proposed loan would comply with the Articles of Agreement of the Bank. PART VI: RECOMMENDATION 37. I recommend that the Executive Directors approve the proposed loan. Robert S. McNamara President Washington August 29, 1973.  ANNEX T Pntge I CwfrRr DATA - S - L DENSITY ARWA POPULATION perSI 2 20 T7,70O b 4o.0 (mid-1972) Per t2 o l Fate of Growth: 2.2 % (rrom 1965-1972) per km2 of arabe Innd 34 PO3PUL.ATION CHARACTERISTICS REALTi Prude Birth Rmte (per 1,000) 44.o (1970) - iStion per physician 17,500 (1970) 0ude Death R.te (per 1,000) 22.0 (1970) Ponpulation per hospital bed 710 (19a) Inant Notality (per 1,000 live births) 156 (1968) -RCIME DISTNIWITSO DIBTEPI'I0N OF LAND OWNERSHIP t of naional income, lowest 75 Percent (rurna population): 27 owtedr by top 10% of owners middle 24 percent (urban population): 60 % owned by sllest 10% of owners highest 1 percent (foreigners) 13 ACCESS TO PIPED WATER ACCESS TO ELETfICIT I of population - urbsn S of population - urEan - rural ,. -rurtal N11TRITION EDUATION 1 Calorie intake as % of reouiremnente 2,300 /day /capita .LiAtIra rate 6 5-10 (1970) Per capita protein intake estimated high copeted to other african countries Primary school enrollent % 4 (1970) G0IP PER CAPITA in 1971 : 11S 250 CROSS DOMESTIC PRODUCT Ir 1969/Ti ANNUAL RATE OF GR04711 (%, constant prices) us 4 MIA % 196o-65 196>-70 lg9 GOP t. Market Prices 863 100 2% - lo.4% Gross Domestic Investment 165 19.1 4% /2 11, 2 2 2 Gross National Saving 96 11.2 -5% Z5 3 42% Cu0rrent Account b0l.nce - 69 8.0 , -8 2/4 Exports of Goods, NFS 202 23.4 9%/7 -18% Tmports of Coodso, 11S 257 29.8 64 78 oQtT,r LABOR FORCE AND PRODUCTIVITY IN 1970 ed (GDP factor costs) L