Senegal - Transport Sector Memorandum

Document of The World Bank FOEJR OrICIAL USE OJNLY CONFIDENTIAL Rennrt Ni 199-S SENEGAL TRANSPORT SECTOR MEMORANDUM September 1979 West Africa Projects Department This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may uot otherwise be disclosed without World Bank authorization. FOR OFFICIAL USE ONLY CONFIDENTIAL SENEGAL TRANSPORT SECTOR MEMORANDUM Table of Contents Page No. T INTODUCTION AND 'r CTOM %... . Q%oV0VK1,lJk .tk . . . . .J. . . . . . . . . oo. ..j ...o.o TI. C fNMJ%I 'D 1ST RTATG Y 1MAT'7Y ............ III. TRNPR SYSTEM ....................... 2 IV. TaRNSORTa LANNIG ................................' VQ. SECTOR ISSUES o . . . . . . . . . . . . . . . . . . .. . . . . . . . .6 A. The Efficiency and Role of Railways .............6 B. The Execution of the Road Maintenance Program . 7 C. Institutional Development and Training .......... 8 D. The Proposed Keur Farah Pahlavi Project and Port Sedar. 9 E. Transport Requirements for Developing the Sen egal Riv er Valley . .-.. .... ..... ..0...... 10 F. Trans-Gambia Transport Requirements ......... . ... 11 G. Urban Transport Services ........................ 12 H. The Efficiency of the Road Transport Industry . . 13 I. The Need for a Comprehensive Transport Study tudy.... 13 VI. CONCLUSIONS .......... ........... ................ ...... 14 TABLES 1. Estimated Traffic by Rail and Road in 1971 2. Actual and Planned Capital Investments in Transport, 1965-77 3. Development of the Highway Network, 1964-1974 4. Annual Vehicle Registrations, 1963-73 5. Annual Road Vehicle Fuel Consumption 6. The Privately Owned Trucking Industry in Senegal, 1975 7. Representative Road Transport Rates in 1974 8. Road User Taxes at 1972 9. Annual Highway Expenditures, 1970/71 - 1975/76 10. Estimated Economic Vehicle Operating Costs on Paved Roads 11. Normal Ship Traffic and Traffic Derouted from Suez Bunker and Water Supply Traffic This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization. Table of Contents (Cont'd) 12. Number and NRT of Ships Calling at Dakar 13. Port of Dakar Imports ('000 Tons) 14. Port of Dakar Exports ('000 Tons) 15. Existing Quays, Length, Depth of Water and Type of Traffic 16. Utilization and Tonnages per Quay 17. Traffic - A. Fish Landing in Dakar Port (Dakar-based fleets only) 18. Fleet of Motive Power (as of February 1977) 19. Fleet of Rolling Stock (as of February 1977) 20. Summary of Operating Statistics 21. Target and Conservative Freight Traffic Forecasts, 1977/78 - 1981/82 22. Motive Power Performance and Availability 23. Transport Costs for Mali Export-Import Traffic Comparison between Dakar and Abidjan Routes for Origin/Destination in Bamako 24. Air Traffic Development at Dakar International Airport ANNEXES Annex 1: Tables 1-24 Annex 2: The Transport System Annex 3: Partial Bibliography of Transport Sector Studies, 1971-76 Map: IBRD 11900 IBRD 12251R SENEGAL TRANSPORT SECTOR MEMORANDII I. INTRODUCTION AND ECONOMY 1.The dominant feature of Senegal's e oUUmLULy L LL L.LL.LLU dtura resources and small size (5.1 million population in an area of 197,000 km and US$.1 billion GN'a 17. umer of conitions favor Senegal's growth, including (i) at independence in 1960 a high level of skills and development in the coastal area; (ii) a smooth transfer to independence and political stability; and (iii) an active foreign assistance program. However the limitation of size and resources, coupled with sometimes inconsistent economic policy, have resulted in slow growth of the economy (GNP growth I neL n 7e C-i ~ N 1M-"'rse t r n estimated at 2.4% p.a. 1960-). TVIransport (.LLcluding the Lnfrl sector and communications) comprised an estimated 7.2% of GNP in 1975 compared with 5.3% in 19591, growing about 3.5%1. p.a. in real terms during this period. Senegal's transport system is relatively well developed, and there is little evidence that a lack of transport facilities now hampers the development of the economy, although rail operations are not yet efficient and roads are inadequately maintained. . The Bank Group has been a major contri 4butor to the development of all transport modes. A total of nine loans/credits have been made during the at. tweve yeas_ aontn&o S83milo or about one-third of the Bank's lending program. Port and airport projects were successfully imple- mented, but rail and road projects only partly so, wVith particular regard to (i) achieving effective use of the available infrastructure; (ii) institution bu4lAing (train4 ng, organizational improvements -A plan n-ng) and (iii) improving highway maintenance. The Government has recently taken some diffi- cult steps to improve the implementation of rail and hiayM1 projct-s, whirh are expected to improve the performance of these subsectors. IT. ECONOMIC DEVELOPMENT STRATEGY 3. The choice of a development strategy for the transport sector dpnendq on the devjelonment strategv selected for the economv. Before inde- pendence, the transport system was primarily designed to serve import/export traffic htween France and all of French West Africa. Following independence, Senegal emphasized the development of the traditional agricultural sector with credit and intermediate technology, and supported the urban economy by build- ing up import substituting industries. Emphasis was correspondingly placed on the development of domestic transport, primarily the main road network. Import substituting growth continues to be encouraged today by Government's policy for investments, subsidies and tax structure. However, due to the limited size of the domestic market, Senegal's comparative advantage appears to lie primarily in producing for export to protected African and European - 2 - common market countries, and production incentives should be set accordingly. A free trade zone at Dakar may be complemented by other activities in the industrial sector in which Senegal has a comparative advantage; for example, phosphate processing, fishing, fresh vegetables, knitwear and clothes. 4. The agriculture sector's prospects for rapid growth, outside of fishing, are small. In particular groundnut production is forecast to grow 2-3% p.a. to 1990, due to increasing competit±i from cheaper subsLitutes, and value added from the entire sector at 3.5% p.a. during the same period. In the long run, after most of the opportunities for expanding raired agri- culture have been exploited, the agricultural base of the country can only be widened by irrigation, for which ample opportunity exists provided Large scale capital investments are made. Initially, however, returns from irrigation are expected to be Low Udue to the farmiing standards in irrigable areas, an" the lack of purchasing power for high value agricultural produce in the West Arin market. 5. S Lenega ha noV pat L a.LrUJ. CI UiLLnLg6 U LrIeI LsorILcaLL p h Joid Ltes which contribute about 5% of GDP, and the limited future possibility of extracting iron ore from Faleme in eastern Senegal. eneanl has pstpne-A the development of a second phosphate mine at Tobene, since the country is a high cost producer, and the world phosphate market is likely to remain dep- ressed in the immediate future. This, in turn, implies that Senegal should cncntrat -m n redUCn4n nrAirnnn cnA .n..n..as0- I,-hn-1, 4- #---nA 4 ' concntrte n rducng production costs and -- prcsIngpopaeremdae locally. 6. Some of Senegal's past growth has been achieved through providing Aminista4 tr4ie nnA co nrial serVircs in Dakr, the former ca 1-ni o-M f Frenc-h West Africa. This role has, to a large extent, been superseded by the growth of Abidjan and other national capitals. Nonetheless Dakar possesses substan- tial infrastructure, and still serves as a transit point for some traffic to/from Mli, Mauritania, and Gambia, and asa stopover for international shipping and airline traffic. A primary objective should be to make maximum uic nf avistin infrstriicture innidAina trnnsrort in nrAr to rotnin nA encourage regional economies of scale. TTI TRANSPORT SYSTFM 7. The domestic transport system (described in Annex 2) consists of a 11-7n km road network carrying about three-nuarters of commercial inrr-irhin freight and passenger traffic, excluding phosphates; and a 1,030 km railway carrying nrimarily nhonhates and internationnAl traffic rn Mali. The port of Dakar is the major protected deep-water port in the Sahel, also serving as a bunkering point for north-south trade routes. Three secondary seaports handle a small additional volume of traffic. Dakar airport also serves as a stra- tegic stop-over on routes from Europe to South America, and from New York to East and West Africa. Domestic air and river transport, and coastal shinping. are not significant. Anart from the location of Gambia (see man). - 3 - there are no mainr nhyRial barriers to the development of transport within Senegal. Population and economic activity are concentrated in the Cap Vert peninsula and the adjacent groundnut basin, resulting in short travel dis- tances for most domestic traffic, and a substantial flow of commodities between Can Vert and adjoining rural areas. 8. The railway (Regie des Chemins de Fer du Senegal, CFS) comprises about 660 km of main line between Dakar and Mali, and about 370 km of branch lines. Althouah the railway has been the dominant freight carrier for some time it has been losing this position through inability to provide the neces- sary capacity (see issue). In 1976/77 the railway only carried an estimated 1.6 million tons of freight an average distance of 205 km, because of chronic operational shortcomings. The bulk of this traffic is concentrated on the main export commodities--phosphates and groundnuts, and on transit traffic for Mali. Phosphates accounted for 74% of the tonnage but only 40% of the ton-km, and this partly over a line carrying little other traffic. Goods traffic to Mali accounted for 16% of this tonnage and 51% of the ton-km. Groundnuts only accounted for 7% of both tonnage and ton-kms. Passenger traffic has declined substantially with the expansion of the road network and of the vehicle fleet, particularly for shorter hauls. 9. Senegal has over 8,000 km of roads, of which 2,800 km are paved, plus about 5,000 km of tracks. The network appears to be well developed relative to the size and growth of the national economy. For example, Senegal has about 72% more paved roads than Cameroon with a similar GNP, and about 25% more paved roads than either the larger countries of Ivory Coast or Zaire, each having GNP's about double Senegal's. The network is concentrated in the coastal regions and the groundnut areas, peripheral to Dakar, and a number of main roads parallel the railway line. The vehicle fleet is reported to have been over 80,000 units in 1977 according to Government statistics which are believed to be overstated (Table 5), increasing at an average rate of about 4% per year. Based on the Government's figures, Senegal has 10 passenger cars per 1000 population, compared to an average of 4 among West African coun- tries and 7 for all countries in the same income group (US$281-500 GNP, per capita). The road transport industry follows a typical West African pattern with a few large firms hauling the products of modern industry at economical rates, while traditional firms, consisting of small firms or owner drivers, provide primary groundnut transport in small vehicles and compete sharply for the little remaining traffic off season at low rates. The industry is strongly affected by ONCAD, the government monopoly responsible for the transport and marketing of groundnuts and other agricultural products (see issue). The Government is currently undertaking a special study of transport- ing groundnuts, as well as investigating the trucking industry as part of the National Transport Study (NTS) which is in progress. 10. Dakaros seaport and airport form the focus of Senegal's interna- tional transport links. The seaport accounts for some 90% of the imports and exports to and through Senegal, and is the western terminal of Senegal's railway. There are a number of projects which will expand activity at the Port of Dakar, including the Dakarmarine ship repair facility, and the proposed container terminal. In addition, there are possibilities to further expand -4- C.shing operations. The three main seCondary ports nro Zuiunchor on the Casamance River, Kaolack on the Saloum River, and St. Louis on the Senegal River. Although their traffic has generally been reclining ie to increased competition from road transport, the Government is attempting to revive some of the ports by developing AQ A emi-rtisnnl fishing industry. There are also proposals for using the Senegal river as a major transport artery (see issue). TV. TRANSPORT PTANNTNG 11. National Development Plans in Senegal are not true forecasting documents, since thev imply very high rates of economic development, but rather present foreign donors with a choice of projects and give some direc- tion to the development process. The strategy of the Fifth Plan (1977-81) remains the same as that of the Fourth Plan with roughly half the projects carried forward. The plan objectives are worthwhile in themselves, but priorities are not clearly defined and not all projects are well prepared (Annpw 7). 12. Investments in the transport sector (excluding communications and the informal sector) under the Fifth Plan, total CFAF 47.4 billion (Table 2). This amounts to about 12 percent of total investments, compared with 15 percent under the revised Fourth Plan. The figures do not include the once- envisaged Port Sedar, although the transport investment related to the Pahlavi industrial complex accounts for a substantial 10 percent of total investments. Given that Senegal's transport infrastructure is generally well-developed, the proposed level of investment appears reasonable, in order to concentrate investment on the directly productive sectors. 13. The road subsector accounts for 61% of proposed sector investments, a similar proportion to previous plans. The plan does not include the pro- posed Dakar-Thies expressway (CFAF 8 billion), but does include paving the Malem-Tambacounda road (186 km, CFAF 2.4 billion) and Tambacounda-Mali border road (178 km, CFAF 1.0 billion). The former may be justified on local traffic grounds, but the latter carries only around 15 vpd, and even if the railway were to shut down it is not expected that a significant volume of Mali traffic would take this route and its construction may not be economically justified. A southern alignment serving Faleme and Eastern Senegal has been selected, and foreign financing secured. The Plan also includes paving the Zuiguinchor-Cap Skirring road (95 km, CFAF 2.7 billion), carrying around 300 vpd, and which is justified to support tourism development. The Government is also seeking financing for a comprehensive urban transport study for Dakar (see issue). 14. Proposed investments in the rail subsector total CFAF 4.6 billion and represent a declining proportion of sector investments. The Government recently reduced the investment plan to about CFAF 2.0 billion, which the Bank is supporting with a Third Railway Project. This would include track renewal, track maintenance equipment and material, spare parts, limited telecommunications facilities and a substantial training component. -5- 15. The Port Authority of Dakar (PAD) proposes investments of CFAF 5.1 billion. The Plan also includes about CFAF 1.2 billion for improving secondary ports. The proposed investments include dredging the entrance to the Saloum port, which may be justified on maintenance grounds; reconstructing quais at St. Louis, which should only be considered if justified by existing or generated traffic on the unimproved Senegal River; and improving secondary fishing ports. In view of the declining traffic at these ports due to increasing road competition, proposed investments seem to warrant careful study and coordination. 16. The Plan includes CFAF 2.2 billion for airport investment, and CFAF 570 million for six new Fokker F-27 aircraft for Air Senegal., The program is dominated by the proposed construction of new airports at St. Louis and Zuiguinchor, which only carry modest amounts of traffic and require only minor investments. Proposed improvements at Cap Skirring (CFAF 50 million) are of higher priority to support the rapidly developing tourist traffic in that region, in addition to the necessary resurfacing of the runway at the Dakar airport. The proposed replacement of Air Senegal's DC-3 aircraft will reduce aircraft operating costs and improve service; the employment of short take-off and landing aircraft such as the Twin Otter and DHC-7 should be investigated as a way of deferring major investments in secondary airports. The Government is also considering relocating the Dakar airport. However, this does not seem warranted because the present location offers a clear, relatively noise-free approach, good access to the city, and room for expansion. 17. In principle, investment planning is made on the basis of requests from the technical ministries, reviewed by interministerial committees and the Ministry of Plan, within financial envelopes specified by the Ministry of Finance. Selection of the best projects is difficult, however, since all projects are not equally well prepared, in part because basic transport planning data and trained personnel are insufficient. The Government is currently considering several investments which have significant transport implications, but the technical Ministries are only now beginning to become more involved in evaluating their technical and economic feasibility. 18. The United Nations Development Programme (UNDP) provided a team of experts who helped prepare the 1974-77 Plan. The former Ministry of Public Works, Urbanism, and Transport also took the positive step in 1976 of streng- thening its investment .planning through the creation of a Directorate of Studies and Programming (DSP). Under this arrangement DSP is reponile fUL the planning and evaluation of all proposed investments in the transport sector, including coordinating studies undertaken by other organizations, with a view to establishing an integrated transport planning policy. In March 1978, the Ministry of Equipment (ME) replaced the r"i.LtLy U. PUULLc rULN with a decentralized organization; DSP remains responsible for all studies reLated to t U LL.LpoL11 a fL1eea. V. SECTOR ISSUES 19 A umber of specific sectoral mlit he forltion of a sector policy tied to a realistic economic development strategy. These 41..Aincl (a) the efficiency and role of railways; (h) the execution of the road maintenance program; (c) institutional development and training; (d) the Keur Farah Pahlavi Project; (e) the t-ransport reqiiJrements for develoning the Senegal River valley; (f) the trans-Gambia transport requirements; (g) urban transport services; (h) the efficiency of the road transport indus- try; and (i) the need to strengthen transport planning and coordination. A. The Efficiency and Role of Railways 20. The Senegal Railway continues to be characterized by low operational performance and low productivity. The problpm stems largevl from ineffec tive management due in part to the traditional political influence and lack of cooperation of the railway t-rtia union, oor sta-ff morale and lark of discin- line. The weaknesses result in poor locomotive and wagon turnaround and chronic inahilit-y to handle available traffic. notably phosphates, groundnuts and international traffic to and from Mali. Recently the Government made progress in establishing thp conditions for making operations more efficient, and operating statistics improved during the first half of 1978. The steps taken included: (a) annointing a general manager with government backing and managerial freedom; and (b) appointing two assistant general managers, one for technical matters and the other for administration and finance. The Govern- ments of Senegal and Mali have also agreed to explore steps directed toward a nossiblP reunification of the two rail systems. The Government is also studying the possibiltiy of closing the remaining uneconomic rail branch lines which uould contribute to reducing the current deficit on domestic operations. 21. The railway, under reasonable assumptions of efficiency, has a long- term role to play in Senegal for international traffic to Mali and for bulk phosphates, as well as in helping to retain Dakar's function as a regional center. For most of Mali costs of transport via road/rail to Abidjan are some 70% higher than via rail to Dakar (Table 23). Mali has recently been transit- ing about 50% of its traffic via Abidjan, a decision which was based largely on the present inefficiency of the Senegalese railway, in order to assure an alternative access route. A significant long-term role for internal general cargo and passenger traffic, which is mostly short-haul, seems unlikely given the quality of service competition offered by expanding road transport ser- vices. 22. If the railways were to fail to regain a satisfactory degree of efficiency, there are several options open to the Government. The phosphate line Taiba-Thies-Dakar could be developed as a self-contained operation as part of the mining enterprise and on a profit-making basis. The branch lines should be closed as soon as practicable in any event. Three alternatives could be envisaged for the international line, namely (i) the line could continue its course until it falls apart, generating increasing losses for - 7 - the Government; (ii) it could be operated under joint Senegalese/Malian management; or (iii) it could be operated in the interest of Mali's traffic only, disregarding any Senegalese traffic, with important cost-savings arising from the streamlining of operations. It is recommended that the Government continue to further integrate the Senegalese and Malian railways, in order to reduce costs by pooling scarce managerial resources and equipment, with a view to increasing Mali's commitment to using the railway. Further, the envisaged construction of a paved road to the Mali border and eventually to Bamako, will affect the railway's role and should be considered in any alter- native. B. The Execution of the Road Maintenance 23. The Government's program to improve road maintenance is now in its sixth year, but has only been partly implemented. Equipment has been pur- chased, a cost accounting system has been partly implemented, a road inventory partly completed, the regions prepared annual work programs, and some personnel have been trained and are in place. However, many of the mechanized brigades continue to be operated without supervisory personnel, and are frequently disbanded and used for other purposes; performance budgeting data is generally not evaluated because of staff constraints; equipment repair is slow because of the shortage of qualified mechanics; and maintenance is not carried out during part of the dry season because operating funds are not made available. Progress in implementing the program improved during the 1977/78 road main- tenance season when headquarters staff increased their direct activities in the regions. In the Thies region, where most effort has been concentrated, the regravelling brigades increased from 14% of the targeted output during the 1976/77 season, to 95% of the targeted ouput in February 1978. During the same period, equipment utilization in the Thies region increased from 20% to 35%, and funds spent on road maintenance almost doubled. Overall, however, the maintenance actually carried out on the network remains unsatisfactory. 24. There appear to be three underlying reasons for the unsatisfactory implementation of the program to date, namely (i) organizational and admin- istrative arrangements which have not worked well in practice; (ii) failure to provide a reliable and timely source of finance; and (iii) a shortage of trained staff. A 1971 consultant study on road maintenance recommended establishing a centrally administered maintenance system. A Central Mainte- nance Division (DER), an Equipment Division (PCM) and two mobile regravelling brigades were subsequently created.. However, this organization proved to run counter to the Government's policy of decentralized administration, and in practice created confusion at all levels of the administration. DER has proved to be ineffective as its head did not have any authority to control or monitor work in the regions. PCM operated as an independent organiza- tion, and coordination with the road maintenance program was weak. Equipment is poorly maintained and is not delivered to the regions on time. Mobile brigades do not execute the regional regravelling programs on schedule, and the quantity and quality of their work is inadequate. In addition, the Director of DPW had difficulty in running this organization from Dakar. In order to resolve these difficulties the road maintenance organization was decentralized and executive authority concentrated in the regions, in 1979. Under this arrangement the regional head of DPW has regional brigades, equipment, workshop facilities and personnel under direct control. In order not to exceed their capability, the regions wod concentrate their efforts on routine maintenance, and execute periodic maintenance by contractor which they would supervise. The regional head of , in cooperation with the Governor, plans and executes the annual road maintenance program. DER remains a central office for supervising maintenance operations and monitoring via a performance accounting system. DER also runs a central workshop for major equipment repairs. Under this arrangement, the Die administrative and technical control through general policy directives and buUdgetary control. 25., Th eomic priori ty of mantaning- theo ronAd network- is ig h Aa _- eA c oCtnotm. '.7 _ ____- -'- -- -_- - self-evident. Even under assumptions of a high opportunity cost of capital and severe budget constraints, sufficient funds to oassur the minimum mAin- tenance of the current network is justified. Road maintenance funds are subject to annual dAebate aA cuts, and in n dti a i are not rPPt d until too late during the road maintenance season. Government allocations for road maintenance in FYs78 and 79 amounted to .aqbouit CFPAF 1.18 billion, which is not sufficient to assure the adequate maintenance of the extensive network at present levels of maintPnqnfce efficiencv. An additional priority is to assure that budgeted funds are available when needed, and to increase the efficiency of mninteancne operations to gain full benefits from the money spent. There is a Road Fund in Senegal, which was used to finance primarily the repayment of nrefinanced construcition- (CFAF 3,218 million in FY79). In addition, prefinanced construction is expensive, and is frequently undertaken without suifficipnt rpgard to economic priorities. Therefore, the Government has agreed to (i) include new road investment proposals in the general investment budget; (ii) financing acquired debt from the Caisse Autonome d'Amortissement; and (iii) use the Road Fund mainly for road maintenance. Further, the Govern- ment is analyzing to increase allocations for the Road Fund and more appro- priate procedures. C. Institutional Development and Training 26. The governmental institutions responsible for operations and plan- ning are not well developed, hampering the execution of projects in most sectors. The problem stems from a lack of qualified managers and technicians, and from a lack of incentives for these professionals to work in the regions. Manifestations of the problem include: (i) inadequate training; (ii) insufficient integration of technical planning into the decision making process; (iii) inefficient procedures for contract award and procurement, due to complex administrative requirements; (iv) not yet effective decentralization policy; -9.- kv) a general lack u cominmen oL increas efficiency, andu to reduce procurement costs through international competitive bidding; and (vij Government delays in paying bills Lo para-puUlic cUrpUraLiUns. 27. Training in the railway sUUtUL LIa.In.Lb L1U4UdLte Wh lit progress being made by CFS in implementing its program. Even though a train- ing advisor was recruited, training activities have bVeen slow due to a lack of physical training facilities and equipment, poor work relations between the Training Dvi () andLI L. LIM Uh opCLeL.LL UepmL sL , anU sOrt.ag of instructors. Notwithstanding the general emphasis on training in their terms of reference, the training actually carried out by the technicall assis tance in the operating departments has been minimal because of the experts' other d uties or lack ftanigeprine new program is now underway to UL~.UUJO I-A. La KJ Oi. aiig experience.~W L1~1O7L~ improve the quality of CFS staff by constructing training facilities, pro- vding additional expatriate instructors and trainin equpmnt Adding ne, . LU.L L L % -LU4 L.L/U i ~ .JL1 L L A.L L. ~. L . UU L. 1Llr, -I .U.LUgL programs for skilled laborers and low-level supervisors, and providing training ont-Lejob and abroad for h-igh-llevel managerial and mid-l.evel super- visory staff. 28. In the highway subsector the training component of the maintenance program has been only partly successful* At the managemnt level the Govern- ment relies on the continued provision of 14 French technical assistants for the administration of DPW. There have alSo been OnS ide-rable dlays on the part of the Government in nominating scholarship candidates or consultant counterparts. At a lower level, there has been limited sInacc in trinin brigade chiefs, mechanics, and equipment operators. The shortage of trained staff would be reduced, but t el4mnateA ,y letting DPij cnoetrnt on the execution of routine maintenance and executing periodic maintenance by con- tractor. While engineers and high level technicinanre trnined in th Institut Universitaire de Technologie in Dakar and universities abroad, there is a need to train lower level technicians, who are mostly nedo ;a t-he regional level, and to provide refresher courses at all levels. The need for trAining jQ cnmp1irAtd by low government nav scAles with the corresnonding danger of losing trained personnel to higher paying jobs in the private sector. D. The Ketir Farah Pahlavi Project and Port Sedar 29. In 1976, consultants SOROS (U.S.) recommended constructing a new port at Sedar close to Taiba, designed to meet the needs of 35,000 dwt tankers, which could carry Iranian crude petroleum for use in a refinery and fertilizer complex near Sedar, and for the export of about 4.0 million tons of phosphates from Taiba and a future mine at Tobene. Provision was to be made for larger iron ore vessels when the Faleme deposits would be exploited. The port proposal was also motivated at that time by the inefficiency of the railway in moving phosphates from Taiba to the port of Dakar, leading to the need to maintain large phosphate stocks at the port, and to use expensive road trans- port which also resulted in damaging the roads by vehicle overloading. - 10 - 30. After full consideration of the proposal and extensive discussions with potential colenders, the Government recognized that, to a large extent, the underlying assumptions related to the various industrial elements of the Pahlavi complex were overoptimistic and could not justify the envisaged investments in a new port and in other infrastructure and industrial facilities. It is estimated that phosphate exports could easily be increased to a level of about 3.0 million tons annually through the port of Dakar without significant port investment, if deliveries by rail were increased through better use of rolling stock. As indicated in paragraph 20 above, the Government has taken steps to ensure a more efficient operation of the railways, and there are signs that phosphate traffic has improved in regularity and tonnage. Further- more, it appears that the opening of a new mine at Tobene would not be profit- able at present world prices and that Senegal's minable reserves are too limited to warrant large investments. Finally, the Pahlavi project lost a substantial part of its appeal when Iran withdrew its guarantee to purchase half of the new phosphate mine's production, after having found deposits of its own. The refinery and most of the other industrial components have also proven to be premature and could not, in any case, have supported the cost of the planned infrastructure at the planned levels of exploitation. 31. It is generally accepted now that no major investments in a new deep-water port and ancillary facilities will be envisaged until the Faleme iron ore deposits have proven commercially exploitable. In the meantime, the only industrial element which originated partly in the initial Pahlavi complex, is the proposed combined phosphoric acid/fertilizer project now under preparation. E. Transport Requirements for Developing the Senegal River Valley 32. Senegal, Mali, and Mauritania have created an organization to develop the Senegal River Valley (Organisation pour la Mise en Valeur du Fleuve Senegal, OMVS), principally by the construction of two dams: the Manantali on a branch of the Senegal river in Mali and the Diama near St. Louis; and the associated development of irrigation based agriculture. 0MVS has sponsored a number of studies on the development of river transport, including the con- struction of nine river ports, dredging and rock blasting, and the development of a jeep water port at St. Louis. 0MVS proposed to divert one-half of the 300 m per second dry season flow from Manantali to maintain a navigable river level to the mouth. However, this water could also be used for long-range irrigation development, and thus improving navigation appears to lower the economic return from the construction of Manantali. At present there are only about 20-30,000 tons of seasonal traffic on the river, which is declining due to competition from road transport. It does not appear likely that Faleme iron ore, if and when its extraction becomes justified, could be more economi- cally shipped by the Senegal River rather than by rail, or even the Gambia River. The economic justification of major river transport improvements on the Senegal River is thus in doubt. An OMVS-sponsored study of this issue was expected in 1978. There will, however, be increased demands for transport from the Senegal River Valley as irrigation based agriculture develops. Further investigation therefore appears to be warranted to improve access roads in the region. These would be likely to include feeder road improve- ments, and improvements to the Matam-Linguere and Matam-Bakel roads. - 11 - F. Trans-G ambia TranortO Reuirement 33. The Gambia and its river represent a -sgnificantbarrer to traffic moving between northern and southern Senegal (see map). Road traffic princi- pally uses the paved trans-0ambia h4ghway, which Is linked with a: f,r os,, s- ing near Farafenni. A competitive alternative will also be available in 1979, for some traffic via as nju, after i-ho Selet-BRgnoa road in southern Sen- gal is paved, and the new Banjul-Barra ferryboat is operational. The existing fer-y operations on the trans-G.ambia highway are inefficient, with delays aver- aging between 45 minutes and one hour under normal circumstances, but being much greater during peak periods, or when a feryboat is out of service as frequently occurs. Operations are also limited to daylight hours, resulting in ovrrnight relays to Qnme lngc dist-ance trnffin_ The ferrv carried 276A und in 1975/76 and traffic is currently growing rapidly at about 14% p.a. The Senegalese account for 75% of traffic on thecrossng. Consultants pre- pared final engineering and tender documents in 1976 for constructing a fixed rrnnAina and Pqtimatd thp rnar of rnnqtriuerin aq TTS81LA million at 1974 prices. They estimated the economic return from the project as 12%, but the alternative of upgrading ferry services has not vet heen adequatalv con- sidered, nor has it yet been adequately demonstrated that the high level of hnefits from accident reduction and time savings would in fact occur. Other consultants prepared a prefeasibility study for a combined barrage/bridge in 1977, which would also provide a reservoir of fresh water upstream to irrigate a dry season crop. They estimated cost of the facility at about US$56 million, and the cost of developing irrigated land at US$1,600 per hectare or a total of US$38 million. However, these figures seem to be on the low side given the uncertainty of the dam foundation and the abnormally low estimate of irrigation works. The barrage would be located close to the present ferry crossing and would include a lock of sufficient size to handle the 3,000 ton vessels presently serving the upriver port of Kaur. Senegal and Gambia created an organization to develop the Gambia River Valley in July 1978, (Organisation pour la Mise en Valeur du Fleuve Gambia, OMVG) and are now seeking financing to build the bridge/barrage. 34. The consultants who studied the barrage/bridge solution estimate that economic return of the project would be 9%. Agricultural benefits comprise about 60% of total benefits, and derive from the substitution of domestic rice for imports, on the basis of the double cropped production of 24,000 hectares -over a period of 25 years. This appears optimistic due to the lack of irrigation experience, doubts about finding a suitable variety of rice, the unknown reaction of farmers to the intensive labor inputs required by the cropping pattern, the possibility of salinity problems, and lack of farmers' organizations. Transport benefits consist of avoiding the cost of ferry operations plus time savings. It does not appear possible on the basis of the present analysis to confirm or deny that transport benefits would be of the size which the consultants estimate. In particular, it should be deter- mined whether time savings accruing to business travelers and commercial shippers will result in additional productive activity (value added), and whether there would be any multiplier effect from this activity. Supplementary - 12 - assessments appear to be needed too, of whether existing ferry operations have constrained traffic growth, which could mean traffic generation following improvements and whether there would be any disbenefits to river traffic from having to pass through a lock. 35. Prior to undertaking a project of this magnitude, an assessment should also be made of how the Senegalese and Gambians would share the cost and control of the barrage, i.e. should the facility be operated on commer- cial principles, and would the high tolls required have any effect on traffic forecasts. What interest rate on capital should be recovered? What is the division of benefits between Senegal and Gambia? Who would determine mainte- nance and operating policy? 36. It may be possible to confirm that the project would generate transport benefits of the size estimated by the consultants, but this cannot be determined without additional analysis. It does not appear that a project of the type and complexity of the proposed barrage/bridge can be adequately assessed at the margin or by partial equilibrium analysis, i.e. by traditional rate of return analysis. The life of the project would be about 30 yearS and could be expected to modify the structure of the economy, thereby influencing investment opportunities ('rates of return) in other sectors. Other sectors, particularly rainfed agricutlure, might in any event be experiencing diminishing returnsJ uring thisL period.it is recommended that the two Governments project the growth of the regional economy with and without the facility, before making a decision as to its feasibility. G. Urban Transport Services 37a The population off the Dakazr irblhn naea is nhbout 800,000 nde then city is currently growing at about 6% per year. A comprehensive urban plan was prepared in 1967, and the Government intends to update the Study when funds are identified. There appear to be several current urban transport issues, including: (i) the separation of workrs' residentiAl Areas (pnrticul0Arly Pikine) from places of work, leading to long travel times and cngesation die primnrily tor-, the shape of the Cn Vert Peninsula (narrowing of travel routes), a problem which is Complit,naed byv the diidetJd workringr day"; (ii) the inefficiency of SOTRAC, the semi-niihi iis cnmpany, and the related Government limitation of private mini-bus (iii) the p-roposPed Dakar-Thies expressAy: tranffic in this conrridnr currently ranges from 4,000 to 11,500 vpd, which may not jus- tify exPressway stAndArds exPnt at the DAkAr Pnd; it is Also proposed that the expressway should penetrate to the center of the cpntral husinPq diqtrirct, which has significant urban planning implications; - 13 - (iv) determining whether there is any role railways can play in improving suburban commuter services; and (v) defining cost effective ways to improve traffic circulation (traffic is currently growing about 8% per year). 38. The Government owns 50% of the Dakar bus company, SOTRAC, and pays its annual deficit of about CFAF 1.2 billion per year. Renault-Saviem, which sells buses to SOTRAC, owns 35% of the company, while the remaining 15% of the company is owned by private Senegalese interests. The Government has taken a number of steps since 1962 to limit competition from private mini- buses in an attempt to make SOTRAC more profitable, including prohibiting access to the plateau, prohibiting the importation of vehicles and spare parts, granting SOTRAC a monopoly, and reorganizing the mini-bus owners into cooperatives (8 with 273 members) which are essentially restricted to suburban areas. The mini-buses employ an estimated 3,200 workers, supporting perhaps 20,000 persons of low income. They appear to provide a useful unsubsidized mixed passenger/freight service (i.e. to and from markets) at a low economic cost. H. The Efficiency of the Road Transport Industry 39. The transport of groundnuts and other agricultural produce and inputs is dominated by ONCAD, a state enterprise, which has a monopoly. Given ONCAD's apparent inefficiency, together with the dual and often parlous nature of the rest of the road transport industry, the Government should consider undertaking a special study of the road transport industry, with particular attention to the possibility of developing a small and medium scale domestic industry operating under competitive conditions as an alternative. Preliminary information is presently being gathered as part of the National Transport Plan (para 40). I. The Need for a National Transport Plan 40. There are a number of factors which favor executing a National Transport Plan (NTP) at this time, including: (i) the lack of a coherent sector policy tied to a workable development strategy; (ii) the Government's inclination to propose very large transport investments, independent of any sector plan; and (iii) the Government's tendency to favor new investments over assuring the efficient operation and maintenance of existing facilities. Factors mitigating against undertaking a comprehensive transport survey in- clude: (i) the weakness of technical planning and decision making below the ministerial level and the apparent priority of building up permanent institu- tions rather than doing a costly one-time study; (ii) uncertainty over the ability of railways to become more efficient, leading to different recommend- ations depending on what is assumed; and (iii) a lack of consensus over the need for and timing of Tobene phosphate production, the viality of plans for improving transport on the Senegal river and producing iron ore at Faleme, leading to incompatible alternative plan deending on w isau The Government has decided to go ahead with NTP, and is currently executing the s tudy uSing itsa own sta-ff and technical assistance, with traffic surveys and short term recommendations being carried out by the state owned consulting firm SoNED. Thiq PlAn shomld he viewed as the first sten in stren2thening permanent transport planning institutions (see para 18). VI. CONCLUSIONS 41. The strategy for the overall development of the Senegalese economy is qPn aR! (i) the orientation of new investments to support activities in which Senegal has a comparative advantage: rainfed agricul- ture in the short run, fishing, phospate processing, and light industry oriented towards exports to EEC and African countries; (ii) the prudent development of irrigation based agriculture in the Senegal River Valley in the longer run; and (iii) the conservation of Dakar's role as a regional center. 42. As noted, Senegal's transport system is by and large well developed, and there is little evidence that a lack of transport has hampered develop- ment with the exception of inefficient rail operations and poor road mainten- ance. There appear to be only a few possibilities where transport investments might induce future growth, but the economic feasibility of these investments, such as the Faleme iron ore exploitation and OMVS transport facilities, remains to be established. The highest sector priority should therefore be to assure the efficient operation, self perpetuating maintenance, and necessary rehabilitation of existing transport facilities. Development of new infra- structure should be dependent on the full utilization of existing capacity, and new capacity should be provided only where it can be linked with other directly productive investments, or where there is demonstrated traffic demand. 43. The railway has a long term economic role, under assumptions of reasonable efficiency, in providing the principal outlet for landlocked Mali, for phosphate traffic, and in support of Dakar's role as a regional center. If the railway should fail to become more efficient, the Government should consider disbanding the organization as it now exists and seek to establish alternatives to meet the remaining transport demand. This issue needs to be viewed in conjunction with the proposed Dakar-Bamako road improvements. 44. In the road subsector, the Government should give priority to maintenance and necessary rehabilitation of the existing network. Further investment in the road network would be largely wasted without further improvement in the implementation of the Government's maintenance program. Given the limitations of rainfed agriculture and the need to promote irriga- tion-based agriculture and regional development, it appears that the most - 15 - likely candidates for future road investments which will generate a develop- ment impact will he foind among those linking the more distant regions of the Senegal River Valley, Casamance, and Eastern Senegal, with Dakar, or in ingradingr lncl hiahwnv networks in those regions. 45. The merits nnd nnt-ure of feeder road development also need to be carefully reviewed; the soils in Senegal are dry and hard in many areas, when the transnort of rron nnd input have to take nlnre And simple dirt tracks may suffice until traffic growth clearly justifies upgrading. Large scale development of feeder roads in Alreadv nroducing regions Is unlikely to imnrove agricultural output. In newly developed areas, feeder roads will normally be nArt of integrated ruira1 develonment PnrogramS. 46. While it has lost the imnortance it had prior to Senegal's Inde- pendence as the focal point for West Africa, the Port of Dakar still enjoys the advantage of its strategic lorAtion- And DTaknr has A role to nav as a regional center. The port has some excess capacity and effective use of thIs capacity should bea primary objective of Government policy. The construction of the proposed container facility appears to be consistent with thIs role, dependng on theoutcome of an ongoing mqrketing/feasihilit-v stidy Industrial fishing is rapidly developing into a significant foreign exchange earner and gi1-v th- substantial fich r-sources in offshore waters and the recent extension of Senegal's territorial limits, further expansion of port fIshIng facilItIes will be needed in the future. Given the country's limited growth potential and prospective level of maritime traffic and the short land distances involved, there does not generally appear to be a case for further improving secondary ports, except for accommodating the needs of the semi- artisanal fishing industry. 47. The Government should strengthen its general transport pln"ning capability, in order to assess the technical and economic implications of proposed Investments. In general, It is recommended that the Government give the highest priority to strengthening the organizations responsible for the day to day management, maintenance, and planning of the sector. - 16 - ANNEX 1 Tahle 1 SENEGAL TRANSPORT SECTOR MEMORANDUM Estimated Traffic by Rail and Road in 1971 Rail Road Fraiht (millions of ton kilometers) Domestic~ - Phosphate 126 - - Other 60 165 Itraonl- tofo Mal113 - - to9from Mauritania -75 Total 332 240 Commercial Passenger Traffic (millions of 247 7501/ passenger-kilometers) 11 Does not include private automobile passenger traffic. Souree: Directorate of Transport June 1977 SENEGAL TRANSPORT SECTOR MEMORANDUM Actual and PLanned Capital Investments in Trans2ort, 1965-'77 (CFA,F billions) 1974 - 77 Initial Readjusted Financing 1965- 69 1969 -1973 Plan Plan Acquired 1978-81 Moe Planned Actual Planned Actual (7/73) (6/76) at 6/76 Proposed?. Roads 7.8 4.4 9.9 n.a. 8.9 28.5 20.0 28.711 1/ 3/ Road Transport- n.a. n.a. 2.1. n.a. 1.6 2.0 1.6 0.4- Rail. 4.3 2.8 3.4 4.2 4.4 6.1 4.3 4.6 Ports 1 Rivers 2.6 1.6 1.7 n.a. 4.2 8.6 3.2 6.2' Avilation _0.7 0.:2 1.4 n.a. 2,5 5 3.5 2. 7 Total 15.4 9.0 18.5 14.1 est. 21.6 50.7 32.-6 47.4 1/ Includes transport studies. 1/ Includes CFAF 1.9 billion for reimbursement of prefinanced projects. Does not include Dakar-Thiese expressway. 3/ Does not inelude CFAF 4.8 billion for SOTRAC. Excludes proposed Dakar marine prJnct (CFýAF 25.4bilione. ~ctP: Planned investm.ents are as o tie aate the p an ps cp.1 lb she1d. Sourcz: Ministry of Plarning December, 1977 - 18 - ANNEX 1 Table 3 SENEGAL Deve.lopmentS of~ the~ Highway Newok 1964-78 .Lj 1964 1968 1972 1974 1978 1. Trunk road network Paved roads 1,658 2,035 2,256 2,586 2,836 Engineered gravel roads 409 642 645 456 448 Other all-weather gravel roads 1,326 1,840 1,64 2, 7914 5,108 Subtotal 3,593 4,517 4,541 5,836 8,392 2. Feeder road network Partly improved earth roads 4,926 4,474 4,480 3,285 Other earth roads and tracks 5,350 (mostly unclassified) n.a nMia n.a 4,150 TOTAL 8,519 8,991 9,021 13,271 13,742 I1 Breakdown according to the new classification approved in June 1974: Law NO 74-20 dated June 24, 1974 and Presidential Decree NO 74-718 dated July 19, 1974. Source: Directorate of Public Works December 1978 - 19 - ANNEX 1 Table 4 SENEGAL TRANSPORT SECTOR MEMORANDUM Estimated Vehicle Fleet, 1970-771/ (Units) Passenger Special Road Year Cars. Trucks Vehicles T Total 1970 38,235 3_407 17,481 688 532 60,343 1971 40,380 3,485 18,078 691 563 63,197 1972 42.734 3.716 18,821 715 593 66,579 1973 44,218 3,939 19,624 748 642 69,729 1975 47,493 4,168 12,115 827 722 74,325 1976 49,257 4,326 22,071 865 803 77,322 1977 50.875 5,622 22,145 992 854 80,488 Growth Rate (%) 4.2 7.4 3.4 7.5 7.0 4.2 Source: Department of Transport. L/Does not include motorcycles, or trailers and semi-trailers. Note: Statistics are believed to overstate the size of the fleet, since the removal of vehcLes from the vehicle fleet are not always recorded. December 1970 - 20 - ANNEX 1 Table 5 SENEGAL TRANSPORT SECTOR MEMORANDUM Annual Road Vehicle Fuel Consumption, 1963-77 (Thousands of cubic meters) Year Gasoline Diesel Fuel Total 1963 83.8 11.3 95.1 1964 82.5 10.6 93.1 1965 83.1 10.6 93.7 1966 83.2 10.6 93.8 1967 83.3 14.5 97.8 1968 8 7 .9 14.6 10.5 1969 90.4 15.0 105.4 1loCn Ile A nlo , innf A 1971 112.0 35.0 147.0 107 n IA I i~ )n n1 )Ir .L. / . -L . v . v.~' -LU . v 1973 124.0 51.0 175.0 197!, 125.0 88. 213.0~ 1975 140.0 90.0 230.0 19 1590 00 25. 1977 167.0 112.0 279.0 Annual Compound Growth Rate (%) 1963-68 1.0 5.3 1.5 1968-73 4.5 14.3 6.2 1973-77 Source: Directorate of Transport necember 1978 SENEGAL TRANSPORT SECTOR MI'MORANDUM The PrivatelyOned Trucking Industry in Sene&al 1975 Number of Number of Aggregate Number of Firms by Number of Vehicle-: Region Firms Vehicles Canacity(T) 50 26-50 16-25 11-15 6-10 3-5 1-2 Cap Vert 23 182 2,868 - 1 1 5 3 4 9 Casamance 62 160 1,093 - - 1 2 4 6 49 Diourbel 24 354 4,068 21/ 12! 2 3 9 3 4 Fleuve 2 15 189 - - - - 2 - - Oriental 12 92 595 - - 2 2 4 2 3 Sine Saloum 90 565 4,857 1 4 3 3 14 24 38 Thi6s 34 147 1,505 - - 1 1 6 9 16 Total Senegal 247 1,515 15,175 3 6 10 19 42 48 119 1/ Including one cooperative of small transporters (55 vehicles) 2/ Consisting of one cooperative of small transporters (46 vehicles) Source: ONCAD June 1977 (D ~ 0" - 22- ANNEX 1 Table 7 SENEGAL TRANSPORT SECTOR MEMORANDUM Representative Road Transport Rates, 1974 (CFAF/tkm) Paved -----Unpaved Road----- Road Improved Ordinary Bad Overland Groundnutsl/ Primary (to collecting centers) 17 22 28 50 60 Secondary (to oil mill or port).! 12 17 -- -- -- Petroleum Gasoil, Fuel 18 22 29 45 -- Petrol (hl) 1.75 2.10 2.80 4.40 -- General Cargo Modern Truckers 9 12 -- -- -- Small Operators 3-5 7 -- -- -- 1/ Tariffs regulated by ONCAD. 2/ The coreponndi-ng rail tariff Avpragred 85 CFAF/t-km at- F1973. ue Offical Rates and mission enquiries. june 1977 SENEGAL TRANSPORT SECTOR MEMORANDUM Road User Taxes "c72 Major Taxes Predominant Tax Grou Percentage of Total Included Tax Base Comment (FY 72) Entry Taxes 35.6 Import Duty c.i.f value The sum of the taxes generally range from Customs Duty of imported 51 to 71% of c.i.f. value; except most Statistical Tax vehicle heavy trucks which until recently were Purchase Tax taxed at about 16% of c.i.f. value Turnover Tax (para.3.15). vehicle Registration Fees 1.6 Registration horsepower Tax generally paid only once. Change of Horsepower not well correlated with vehicle Residence value or use. Does not provide sufficient Loan Tax statistical information on size and composition of vehicle fleet. vehicle Annual Tax 2.8 Annual Tax horsepower Receipts allocated to local government;tax wt collections may be about 50% of potential a revenues. Fuel Tax 58.1 Specific Tax liter About 19% of these receipts are allocated Refinery Tax to the road fund. Entry Tax Vehicle Licenses 1.9 Vehicle vehicle capacity Tax regressive relative to vehicle Licenses plus lump sum. capacity; transport on own account partly exempt. 100.0 Note: Includes taxes which, hrough their rates or application, are specific to road users. Source: Berenachot-Bosboom and mission estimates. June 1977 SENEGAL TRANSPORT SECTOR MEMORANDUM Annual Highway Egenditures 1/ 1970/71-1975/76 CFAF million Operating Costs Personnel Operating Costs for Subdivisions General Administration Year for Maintenance 2/ andCentral Workshop Maintenance and Overhead 3/ Construction_4/ Total 1970/71 710 166 559 610 450 2,482 1971/72 726 165 553 602 450 2,515 1972/73 686 156 573 565 549 2,518 1973/74 776 134 402 414 730 2,462 1 1974/75 891 121 496 503 1,000 3,002 1975/76 1,025 129 n.a. 5/ n.a. 5/ 1,320 n.a. 1/ Excluding urban roads and external financing 2/ Including maintenance works undertaken by contract 3/ For DPW, including building and new construction 4/ Financed from Road Fund / Not separately available 6/ Including procurement of equipment Source: DPW and BCEOM report. June 1977 SEEGAL TRANSPORT SECTOR MEMORANDUM Estimated Economic Vehicle Operating Costs on Paved Roads, 1975 (CFAF/km net of tax at April 1975 prices) Medium Bus Light Truck Heavy Truck LLght Vehicle (Mercedes 406-D, (Berliet L--62, (Berliet GLR-8, Articulated Truck Road Condition (Peugeot 4) 25 seats) 8 tons) 11 tols) (20 tons) Excellent/Good 21.1 49.4 68.3 95.9 146.7 Average 26.4 56.4 78.5 11.0.2 168.9 Poor 37.8 72.6 99.8 139.9 214.2 Ruined 49.7 119.6 142.0 199.4 305.1 Source: BGECM and Mission estimates. June 1977 - 26 - ANNEX I SENEGAL Table 11 TRANSPORT SECTOR MORANDUM Port of Dakar Normal Ship Traffic and Traffic Derouted from Suez Bunker and Water Supply Traffic. 1965-1971 1965 1966 1967 1968 1969 1970 1971 Normal Traffic 4,256 n.a. 4,318 3,994 4,062 4,117 4,283 Ships derouted by Suez Canal closure none n.a. 1,137 1,796 1,270 12 1,258_ Gom-mercial traffic 2,2 n.a.2,22,72,82,5 2,6 bunkering/water repairs repairs traffic 2,032 n.a. 2,091 1,816 1,979 2,059 2,119 Bunker traffic (t) R80,00 810,000 1,333,000 1,434,000 1,1q6,nn 1,147,000 962,000 Fresh water (t) .A. 27,000 41000 595,00 51,00- 447,-0 460,000 Total bunker/water(t) - 1,137,000 1,754,000 2,029.000 1,707,000 1.594,000 1.422,000 .Tunn 1977 - 27 - ANEX I SENG AL Table 12 Cortn f fr D DkA NT rimbe andp" NRT of Shi,,. rnil-tint Dakip, 1965 1966 1967 1968 1969 1970 1971 1972 Number of cargo vessels 2,998 3,124 4,015 4,447 3,810 3,385 3.411 3,392 NRT of cargo vessels (000 tons) 8,035 8,381 12,667 13,061 11,803 10,$44 10-,59.7 11,047 Average NRT of cargo vessels 2,680 2,683 3,155 2,937 3,098 3,204 3,107 3,257 Total number of vessels 4.256 4,434 5,455 5,790 5,332 5,299 5,541 5,677 IRT total (000 tons) 11,805 11,910 17,555 19,753 18,565 20,754 19,697 19,685 Average NRT 2,774 2,686 3,218 3,411 3,482 3,917 3,555 3,468 Source: FAD June 1977 SUNEGAL TRANSORT SECTOR MEL~IDUM Fort of Dakar Importe ('000 Tona), 1965/66-1972173 1965-66 1966-67 1967-68 1968-69 1969-70 1970-71 1971-72 1972-73 Forecast Actual Forecast Actual Forecaot Actuall Forecast Actual Forecast AcLual Forecaet. Actual Actual Eatimated 1. Wheat 103 108 102 112 101 106 100 120 98 117 95 105 115 107 2. Rice 185 196 193 170 200 140 205 178 210 171 215 149 259 117 3. Sugair 101 107 105 78 108 94 112 72 115 86 118 95 74 105 4. Wine in bulk 6 7 6 6 5 4 5 5 5 4 5 5 4 5 5. Iron & Steel Products 43 31 46 33 49 38 53 48 57 40 61 3B 36 41 6. Building Materials 19 15 21 11 22 10 24 8 25 7 27 6 7 5 7. Cement 35 48 25 36 15 16 5 23 3 3 3 3 2 2 8. FertLlizere 17 30 20 39 23 31 25 11 26, 1 27 3 - 2 9. Timber 27 29 28 22 31 22 33 22 34 24 36 23 24 23 10. salt 18 23 15 17 12 19 12 - 10 1 10 11 - 2 11. TextLleo 12 11 11 13 1L 11 12 10 12 12 12 9 13 8 12. Othera 373 325 419 375 468 336 512 458 555 435 591 451 548 530 13. Total Dry Cargo 939 931 991 913 1. 8I 828 j955 1,150 901 888 083 947 14. Petroleun Producte 860 18351 860 128 80 2000 830 79 820 1 60 810 1 601 1587 .5,3 15. Grand Total .299 2,282 1 197 189 2,828 1,928 2 4 1,970 _ 52_4 2 4 670 224 Source: PAD Appraial Report Bank Hisuion June 1977 SENEGAL TRANSPORT SECTOR MEMORANDUM Port of Dalkar Exports (000 Tons) 1965-66 1966-67 1967-68 1968-69 19619-70 1970-71 1971-72 1972/1973 Forecact Actual ,Forecast Actual Forecast Actual ;Forecast Acltual Forecast Actual Forecast Actual Actual Estimated 1. Calcium Phomphate 900 924 1,120 1,054 1,720 810 1,720 936 1,720 955 1,720 1,025 1,288 152 2. Alumninum Phosphate 110 96 110 103 110 135 110 131 110 138 110 159 155 141 3. Salt 11 11 11 7 12 8 12 9 13 32 13 42 41 61 4. Iron Scrap 12 10 12 12 13 7 13 14 14 13 14 13 10 11 5. Ollcake 145 138 150 139 155 130 160 163 165 142 170 116 135 199 6. Groundnuta 130 123 140 128 150 131 155 .100 160 51 165 30 34 21 7. Groundnut Oil Refined 25 28 26 25 26 25 27 19 28 17 28 9 7 19 Unrefined 72 68 75 77 80 72 83 84 86 55 90 56 70 80 8. Fish Tuna (Freah. and Frozen) 10 11 11 5 12 7 13 6 14 7 15 7 14 20 Tuna (preserved) 5 6 6 6 6 7 7 10 7 7 8 7 11 8 Other Sea fish 3 3 4 4 4 8 5 9 5 13 5 19 . 11 26 9. Flour 20 21 20 24 20 23 20 26 22 21 22 111 7 10 10. WIheat Producta 17 14 19 22 20 14 20 27 22 20 23 18 18 11 11. Cement 9 23 10 37 10 25 11 33 12 34 12 31 45 48 12. Othera 58 60 _60 64 63 91 65 105 67 121 70 118 134 120 t Total Dry Cargo 7 153 174 1.707 20 1,495 2421 174 2 445 2465 162 1.992 2.319 13. Banker Fuel 850 _800 850 1.072 850_1 384 825 1 315 825 jL 172 _ 800 _1 35 970 960 Grand Total 2,377 2,336 2,624 2,179 3 251 2 879 3.246 L989 3.270 279 37 29L7 2,962 3.279 PAD Appraisal Report Bank mission June 1977 - 30 - Tabl.e15 SENEGAL TRANSPORT SECTOR MEMORANDUM Port of Dakar ExistJng Ouays, Length, Deth of Water and Tvue of Traffic Length Depth Secter~4 ~~l <r.a,o uyofBrh T-r of Traffic^ (m) water (m) South I 447 10.00 3 General cargo 190 9.00 " I " 250 8.50 2 " 150 8.00 1 " " II 656 8.50 5 III 350 10.00 3 Mali 86 8.50 1 rast Basin quay 200 10.00 2 General cargc Middle BasIn quay 261 10.00 2 West Basin quay 350 5.00 to 8.00 Fishing vessels 232 less than 5.00 - " North East VIII 10.00 6 General caro, bunkering Petrolem wharf 531 11.00 4 Petroleum, bunkerizng oTorth Jerz7 198 10.00 112 " 122 7.50 1 Butane gaz 1,71 «r.0 nn Popa-e .L i ". vm 160 8.00 1 Ships under repair VI 331 8.50 2 Wine/vegetable oi Phosphate quay (Thies) 215 1000 1 Phopat _ster-- Fishi-g c.ay, 170 7.00 - 230 6.00 -- Jure 1977 - 31 - SENEGAL ANNEX I T a 6 TRANSPORT SECTOR LEMCRANDUM Utilization and Tonnages per Quay (1966 /67-1972[73) U 1966/67 1967/68 196P/'9 1969/70 197n/71 1071172 1972/73 Mole I 63 50 49 55 51 48 60 Mole 1I 29 23 26 31 19 27 26 Mole III 68 82 79 60 62 64 66 Mole IV 30 44 46 40 44 60 66 Mole V 40 57 53 L04 100 146 148 Mole VI 32 39 34 60 90 128 71 Mole VIII 47 50 48 52 41 46 74 Petroleum wharf 39 48 39 33 42 40 46 Middle Basin - 47 49 - 49 66 62 East Basin - - 38 33 29 2-6 40 Thies quay 50 42 36 63 56 48 111 North jetty 35 56 47 40 50 43 57 Fishing quay 21 25 38 36 36 77 48 Average utilization 41 47 45 51 43 63 58 Tons handled per meter guay Mole I 625 600 524 532 496 636 520 Mole TI 188 164 172 156 128 136 128 Mole IIi 223 196 220 312 340 228 228 Mole IV 635 99 824 692 624 832 784 HolL V 3,210 2,284 2,628 2,660 2,836 3,516 43 Mole VI 340 356 368 272 240 296 340 Mole VilI 341 288 304 308 300 268 300 Petroleum wharf 625 1,604 1,396 864 1,624 1,448 1,480 v-Iddle D-asin 1 08 288 - 65 324 6.04ý J:L-UU.L14 J.JL i 40 -U J , - East Basin - 21Z 332 336 344 236 ThiJeG q ua-y5768 5862 8 3 North jetty 2,090 3,180 1,956 1,928 944 1,364 1,656 Fishi*ng quay 20 68 56 52 44 76 28 Source: PAD June 1977 SENECAL TRANSPORT SECTOR MEMORANDUM Fish Landing in Dakar Port, 1963-ý75 (000 tons) llandliners Traxiers PlQglc Seiners Tuna Boats Total 1963 .7 3.2 2.7 10.4 17.0 1964 .7 2.6 2.6 10.6 16.5 1965 .9 2.6 3.0 5.7 12.2 1966 1.1 2.3 5.0 8.7 17.1 1967 1.1 3.1 12.8 9.4 26.4 1968 .7 5.6 15.6 12.2 34.1 1969 .6 6.5 18.2 11.6 36.9 1970 .4 8.9 14.8 12.0 36.1 1971 .7 10.3 13.3 14.5 38.8 1972 .6 12.3 21.9 12.7 1 47.5 1973 .4 14.7 45.0 6. 7 1/ 66.8 1974 .2 14.5 50.1 15.9 80.7 1975 .3 115.7 45.31/ 12:.7 74.5 Note: Includes Dakar based fleets mnly. 1/ Excluding landings of SOSAP flect in other African ports for temporary storage (about 5,000 t) part of which are re-exported to Dakar for processing. 21 Decrease due mainl to Ivorian fleet which tenporarily stopped its operations in 1975 for uiodlernization and renewal. Junc 1977 SIENEG�AI, TRA.7SPOitT SECCT�A', МЕ�l.OR�'1NDUM F]Leet of P:ai7. Motive Powër, Fetlruaг-�! 19�77 Уелгlу Мт vl[Ьои[ • Нлии- Уаег of Иил.l.олд�� kп/1лсо, cngluc Аvл[1л611I1[у Ах1в lолд Иек. ереед 1. /И:{N1(1'Г1VF�S 1'уу� 1))� �И,т1,ег_,г� всlиГ�nГ (1_I1vnc liuu CJ �С т) 7S 7Ь_ Рлllиги �) t!:1,.�'Z �[оив �Им/:� _ 1 1.1 1ji�e 1.игитис[vив иН 1о0 в!о 2�(, А1всl�о�а а9 о00 � 7,ао0 12�0 0 12.5 ТJ DB 5П0 )40 82�� " 55/56 650 49,1'10 61<�0 50 I2.8 85 tl6 ЬОП 800 7?� " 57/t0 ЬОО 11,900 797�D ]] (3.П 70 Btlll00 1,U50 l0 " 5Ч/6Э/65 ЧОО 7�1,000 67b�г1 50 15.0 7с1 NqI200��/ l,100 6 " 72/7] 40П 66,050 508iD 100 1Э.5 7U BU1600- 1,500 I " 7) ll,20Q - - - - - СС2400 1,950 4 " 57 11,В00 44,f00 406iD 5D 15.0 10/90 1 То[е1 76S/, 55 W l.2 S1�un[_1n�; j�нr.mm�[lwes АА 10 ISO I7'� `1/BOR 515 Z:U . IJ,Э80 п.е. 05 .1i.0 'L9 �''3 лА so 4zo ь миуее s9/7t sп0 9,7►0 и.л. sП 1э.0 ss 1 м so4' ьго 2 " n s0o - - - - - J!i 60 7гК1 Э А1в[1ют 5.1 )50 20,1tl0 и.л. �З Otl.3 70 Ти[л t 2tl Stl � 2. vnlicure ' Z l70 S50 бб� Je DleCrlch SBJ62 ЧО 67,960 8500 67 07.5 �УО Z 120 550 S Suu1e 70 90 6),ООи 21С!10 40 11.4 90 То[л1 1l 45 1ТТТи Ьс в¢с„ррсгl 19J717� 8 4/' Ordcred, виррlу ехрессед iold-1977. у� 7/ tгпс [о Шс всп�ррсд 1977. �/ Опе [о Ье ecreyp�eJ 1971. ¢� )/ '1��., tu fau уеглl�риJ 1971/)B;thlcJ оп^ vf11 Le л1lисвСед to ehunC!ng вегvlсг.в„ 6/' 7vu [и !ю всглрр�ед 1977. N� П) 7С � Е� SENEGAL TRANSPORT SEXTOR MIMORANDTJM Fleet of Rail Rolling Stock, Februarý 1977 Total Capacity Age (Years) Allocated to Number Seats/ton./nl3 0-25 over 25 Ourner Inter. Traffic 1. Piissi nger Cars International Traffic 2 6 962 26 97S 2,6 National Traffic 44 2,240 44 et - ugg,-)ge Vims 1.7 - 2 15 TraLlers 28 1,913 23 5 :Service Cars .9 - 9 Total 124 5,115 25 99 2,6 2. _Fre:Lght Cars 2. 1 CFS-Nined Civrs- Covered BoX Cars 4 IV 13,395 190 288 C FS 15)6 Open Cars 166 4,205 55 111 2,8 F la t ca r s 5,1 Lj 1,360 6 1,8 3-3 41 Tallik Cars 1. 4 1.3 - 1.8 8 Total 71.6 18,960 tons 25'1 465 202 413 m3 2.2 Privately-Ovnied Cars VI 6 pp e- - r- C-a1 _ý 3_ g5 14,437 95 - TAIIIA - 212 1,316 12 20 PECIEINEY Tank Ciirs 5 220 5 - TAIISA 3 123 3 PEGIIINEY -- 212 1>315 26 CAT 32 2 80 2 1,1011,111 -- 1, 25 - Bp Refrigeruror Cý3rs 1 13 SOBOA k-II Total 171 5,766 tons 144 27 3 2 1,763 m3 2. 3 Service Cars 2-12 - - 232 ISFS - 1. / Seventy-five addltion<-tl cars are ordered under CCGE-financing (10 tank a---- covered goods cars. carý open ca nd 51) _ �с - �� - SENEGAL �ЕХ 1 ТвЬ1е�п iвV TRANSPJRT SECTбR MEMORANDUM 3итгв оС Сbепсlая Sculatlеа 1971/72 1972/77 191]/7а 197ь/7S 1эт3/т5 1.. :V гУ , ieecв-ia 1.Оц 1,Оц 1.03а 1,Оц 1.03а I2. iRA_R'С 7ававо{ат аиеоега <000) 1.139 .,ас9 2raa 1.:д2 :.L30 lиовnгвг-iг :�1оо) :61 :27 :19 :9] :еб Awra�a loamw ('и1 67 92 9б :0] 1'v: гта:евс coas roaol 1,91о 1.э0в 1.аа7 1.даб :.sдь !ицnс :�n-ia (ацllаа) 3а1 337 3а3 739 ]:0 •.а •м ioe ^s �aia�a .�laY1 (iл) •.s .в. ... ..- --- IraL11C uolcs (с00-д рlив рЧS- ia) (в1111оа) 3а2 Sa0 602 332 316 II2. Т?лlТТС :_tSI:'! � ?aumpr-ia рег rauce-ia (000) 2]] ц0 212 2!1 '_30 frol�t аас c.a-im рвс масrл (Ос0) 1,Ьс7 1.lа3 1,8:3 1,62в I,:3] [У. ОРЕцТ'OV5 Traia-aa - раааелавг cralas (000) 1.9с2 :.Э.2 1,780 1.362 1.]д2 •�ьоарпаи с:аlвс Со0о) s9 :то г71 z93 I13 • ойаr fтаl`he стаlаа (Q00) б70 976 7I3 61Э Р"s1 - соеаl (000) 2.д31 ].068 2.16а 2.333 _.136 _ _ rnм. , веа а тоо 1_71� ±__S_0 .J_ 61 -ralltaza•c0ëoi � i.iтs i.ц? i,oii tëi пs -сосц (000) 3,101 1.Э16 2,16а 2.�93 3,�79 Уиа�аТ et 1е�-:г1�+с+ аад то :ла �-oei • ьainliaa lосааосlvва :7 Ю ]7 33 ]7 _ _ •а �а 26 26 26 - tallesгs ц 21 11 1S L1 - c.-s1.ra та 1а 1а гд ze - еоаеSва 96 96 96 95 96 ' rцoas 726 716 716 Тi6 7:6 Авц1а411iп (') S]_б !8J Sa.3 19.ь 30.3 аbьа+сага --------- 79.9 73. 67.1 ба.3 66.9 - raL'uri 63.9 36.8 31.1 ад.0 а1.0 - екацвн а.и а.а. s.и а.а. а.а. - еоаеМв а.а. а.а. а.а. .-. -.•. • ибооs о.а. а.а. а.а. а.а. �.а. аrвгаг• �вапе• ыг д � in urvlu (1сд1 _' _-_'- � ---- ' - -' - _ _ -- - � �- - nацllпе lьсоsосlиs 303 :63 2а! 279 193 - гацсап вб3 аб] аа3 а16 a1i - ratooa 60 63 67 а.а. а.а. Акnп lовд ее vaeov (�aos) ' paor9naca c:aillc �b 16 аб ♦1 а7 - ееАвк lтеlпЬе сгаlllе ц 29 2♦ 26 23 fiьеАК о( vatenв !падвд - рАеароасв crat:lc Ю.б2] 31.]ц 31.100 ]1.791 23.:12 ,т ав� IS_aS2 - ocIIaL [тв1jСС Стс111С 11вJУ3 iv.JJV вв..�.• .. .-' '- --- • соеаl ста111е 31.178 31,бб2 а9,61] аа.9%а +1.16а Уакоо сnгватеиед tгв (даув) - рвоврааса сга111е: lвiDa (1� �) 0.3 n.a. О.а а.а. О.С 1аа�!✓а (S7 т) 0.6 а.а. 0.6 а.а. 1.s _ ., .вв.' - • в"а. е � _-_- .1% • 10свгаасl0L'aL Ct1:1C • • а.а. - ' • растоlит ста111с - ' а.в. - '1.1! Aceldaecs 1i�mDвc о1 DквskGovas - lоеоаасlт.а 29) Ю3 361 297 26] ...,.... ба а9 а7 ц 61 �. ОР!GZ?Уо LFE�GT`1tR Тиsаабвг-ал ;ст tтаLs/тацсаг-о 12� 12S ц3 2s2 1ц Ттеliве аве сов=с> >ат саш-о 32: ьл3 3а9 369 ]se MisЬC евс сог-b рвг lтвl{l:скат паllаЫа (000) а.а. а.а. n.a. а.а. а.а. Locoaoclvв 'а оег �L11:дв lоеетсlи ,..11аыа 3.и.3оо 79,б0о ai,ao0 aa,s0o 76•]Ой Rallear 7оо р.г таllсаг а.а11ал1в 1да,1о0 тад.9ао 1аб,з0о 1:..ооо a3,coc Ъа-са рвт :осоые�л 9оларе::г ауацаЕlв 10.03! �0.°0 :1.ц1 ц.316 L9.6a] 'oas рвг :oeomoclw �ои.роиг и•ailaSlв ц2 109 :03 112 96 Oroaa тов=т со авс сол=л (lтвlцsе стаl.`1е ав17) в.а. а.а. в.в. в.а. л.а. 1/ CYS иеlг�[еа. Тау 197i S111tILGA11 TRANSPORT SECTOIý MEMORANDUM TARGLT AND COWS13(VATIVE PREICliT TRAVVIC FOREGASTS 1977/78-1981/82 1977/78 1.978/39 1979180 1,980/81 1981182 tolk tota-knl ton tork-kni 1011 ton-kui ton L:oli-kni t 011 ton-kin (000) (000) (likt Il. (0,00) (flit Il. (000) (1111111.) (000) (111111. TAM:E3 FOREXAST Incernatlo nal t-raffic 295 1.90 .33 3 214 362 232 371 238 375 241 Exporus (Mal-i imports) 1-99 128 224 144 24 8 159 256 164 2601 167, Imports exports) 96 62 109 70 114 73 11.5 74 1151 71(1 NatLOII,a] traffle i 5ý1ý L9 -2 1, -71L 112 :1 229 2,083 249 2 , 2 30. 26.5 Plicispliates - Talha 1 301) 14 6 1,400 157 1,5o6 168 1,600 179 1 , 7 00 190 I>lios,l)llales ~ Tilics 125 11 180 16 205 19 260 24 30CI 27 Cr01111111111118 11.15 24 14 1 29 116.7 34 193 39 200 .41 0 rhe r 45 11 110 10 35 8 30 7 30 7 0,1 TOTAL TARGET FOKLCAST _LP, 2 2 4 2 6 2j69 461 2 454 187 2 605 sot) CONSEYVATUE FORECAST International. traffle 265 L11 286 1810 299 192 270 173, 3011 194 VIxports (Mali finports) 179 1.1,5 188 1,21 1.96 126 183 117 19,7 1.27 Tjuports (blitli exports) 86 516 98 63 103 66 87 56 1011 67 Nallonal traffl-c 1 15 TO 1c10 1,(15 1911 1,1550 196 3, 680 397 1 790 212 - Talba 1,300 146 1,340 IL50 1,37 , 0 153 1,435 161 1,50o 16,8 1,11o5;1)ililtes - 120 11 130 12 11,6 13 130 12 151) 1-4 (:rotititlittii ts 105 22 105 22 105 22 85 1.7 110 23 4s 1,1 110 1-0 35 8 30 7 31) 7 CONSFRVATIVE VORECAST ý135 31' 1 k29 )1 3 9 119 388 1 9501/ yo9 2 091 1,616 .1 Tra 1, f l e com: t ra Ined by I ack o f transport capacley, iiec(>rttJiiil,, to conservative capacity f o re c ýjs i SENEGAL TRANSPORT SECTOR MEMORANDUM Motive Power Performance and Avalabity XATAbflT¯G) YEARLY KM PER LOCCOTIVE IN STOCK 70/71 71/72 ,72/73 73/74 74T75 75/76 70/71 ·71/72 72/73 73/74 74/75 75/76 1. Locomiotives 1.1 Line locomotive BB 100 42.3 44.1 14.1 18.5 1.0 22.5 11:3900 61350 16650 5870 561 7400 BB 500 65.1 55.0 58.1 52.3 35.8 43.8 77180 57270 52930 1,0750 36400 49130 BB 600 62.8 47.1 35.2 33.0 51.7 23.3 60020 52750 40200 18700 26800 11900 BB1100 59.8 61.1 60.8 61.4 52.6 54.3 71450 73150 69200 64400 49700 51000 BB1200 - - 81.1 71.2 78.1 78.8 - - 46200 86100 98827 66050 CC2400 65.3 55.4 60,9 50.5 43.8 44.7 70000 72000 5520Q 49200 49600 44700 Average 61.2 55.6 58.7 54.5 49.4 5o.3 - - - - - - 1.2 Shunt.ing l.ocorotive A 10 93.8 90.2 82.5 71.5 .66.3 77.0 17730 17170 13870 12830 13660 13380 AA 50 97.8 72.5 69.5 48.4 76.8 42.0 8640 14760 18880 8200 5530 9710 BB 60 98.2 36.4 4-7.3 80.0 30.1 60.0 24890 8344 11190 16100 13270 20180 2. Railcars Z 130 61.5 61.6 62.1 51.7 44.3 34.8 14200 104300 87590 78480 63360 67960 Z 120 86.0 66.7 50.5 50.5 52.5 48.5 169400 138800 119600 11-1970 84500 63000 BREL-DOWNS/LOCOM1OTIVE LOCOMOTIVE KM/BREAK-DOUIN 70/71 71/72 72/73 73/74-74/75 75/76 70/71 71/72 72/73 73/74 74/75 75/76 1. 1.oco,,iotives 1.1 Line loconotive BB 100 15 20 7 13 0 6 7590 3070 2380 450 561 1230 BB 500 10 9 11 9 9 8 .7720 6360 4810 4530 4400 6140 BB 600 18 15 14 15 9 3 :3330 3520 2870 1250 2980 3970 BB1100 11 11 10 9 9 8 6500 6650 6920 7160 5520 6380 BB1200 - - 13 12 13 13 - - 3550 7180 7600 5030 CC2400 16 14 15 13 11 11 4380 5140 3680 3780 4510 4060 Average 13 12 12 11 9 9 6276 5808 4973 5285 5112 5342 1, 2 Shunting AA 10 locomlotive AA 50 n.a. n.a. BB 60 2. Railcars Z 130 9 7 5 7 5 8 12690 14900 17500 11200 12600 8500 Z 120 1 5 4 1 2 3 169400 27760 29900 111000 42300 21000H June 1977 fi Et� r.C�A�, Т1'ANSPORT SГС7'OIt М'г.'1�IOR/1NDLЛK TRAг::i'ORT CU5T5 FOR ?ИС1' lC:SPUR,T-1:dPU(!Т 1'[UГFIC ----� �,-----_.� �. 1/ CCЧPAflISON РЕТ'✓<t:N Oh"_4=A�iD ABID)гЦ1 RПU7l•':i FOB JR!Ci[;1/DES1'It1AT102i IN В.4)LАКО (1п У.�l:'ап) - DA�KAR-BAt;AKO К001Е P.OAD ABI[UAY ПАNАИ:О ROr`.L/RAIL ABIO.IAN BNhUKO � ' Cos[ Dltferencial - - - ` iruck -- � -' Trcminal 8в11 Теrnг!naL � Кв11 Trenashlpmenc Daknг/ Dakar/ соч[я CerLff 1п Ra1l сов[ То[а1 сияr.в Tzuck Tor-a1 Ca:1f1f Ln � [erlffa 1n еаrея 1п io[a1 !'.Ь1д�ып Ab1d]еп Олlkвг Рог[ Sr.nr,n1 (п t1e11 Abid en РогС ' геСея lvoc- Соаа[ Ouanцelu Ouangalo- f � / Вптчkо (гг.лд) (то,ид/rail) Р:с0; Ч.'С Т Er��гcs соссип •веедв 8,40Ч 7,8L5 5,052 21,)D6 Э,776 2U,350 24,'126 10,8li5 1,115 7,)21 25,071 2,ti20 1,)71 С нгип ffbcrя Ь 13,1а2 110,288 6,000 29,4Э0 5,446 2Э,195 2д,li41 16,0'S5 1,115 10,719 3Э,Э35 - 789 3,905 :с_:С:1еЭ 2/ с:га+ппJпи;в ?/ 6,136 ll2,}46 3,090 21,57: 7,796 16,684 23,039 10,087 1,115 1,711 25,258 ?� 1,467 ],696 CrouпJr.ut otl ?/ 2,505 9,714 2,770 15,)49 5,366 11.411 27,791 ?/ 9,982 ],702 8,160 ]2,22а ?'12,I42 17,1iS Gго:,�дп„[ cakes ?/ 6,578 6,4Э0 2,986 15,994 5,466 11,411 25,40] �/ 10,107 1,115 8,160 27,778 ?� 9,ч1Э 11,3Е4 Е;ггiсс 9,471 6,944 3,764 20,199 5,466 17,411 22,�977 10,825 1,115 8,160 25,566 2,678 5,767 � Сегсаlя 5,225 8,07) 3,301 16,565 5,466 16,684 22,150 11,978 1,115 8,160 26,719 5,585 !0,)5г W 1r.:�ore s � Сг:псг: 5,552 11П,918 4,141 20,611 1,720 34,127 35,'В43 9,55) 1,115 15,432 27,824 15,232 7,217 � feeelliza:rs 5,536 I10,404 4,077 20,015 3,426 34,123 37,549 11,274 L,115 15,432 31,2',47 17,534 11,'?Э2 Foodяcuff (сегевlв) 4,65д д,926 4,202 17,'.'8:, 2,д76 14,127 76,9Ч9 11,Ч78 ,975 14,678 30,507 19,217 12,721 Su1;a; 5,900 17,490 4,20? 2Э,592 5,856 34,123i Э6,9)9 12,209 2,444 15,432 35,941 16,7b,7 12,349 5аlс 5,52д 10,)90 4,14? 2П,460 2,256 Э4,127� 76,374 11,965 1,2Э0 15�,432. ЭО,Е18] 15,919 10,423 rасгиlе,гт ргоди[ся 1,з11 з/ i1,1zz Э,о4о 15,•;7з 1,69�г �/ за,12Э 35,а17 17,об0 2,ь34,`-''/ 16,9се 5/ зч,2уь zо,з44 zz,в2з 1/ Ас пгиL [егlгfя ои[яlде Мегl1 апд racg Lга1 co�[f 1п 1Нд11, Coпperison огпltя dlfference9 Ln паrl[1те [гг.аярог[ га[es'becveen che [vo рогев; AlldJun Lя ап вveroge 107, тиге expenslve [hд:л Dakae Еиг Ма11-Ьоигд [rnffle (пи dlffecгnce. fог Craffle orlglnating 4п Ne11). 2! 1'гмs�,рогс cnsea for grouudnuc prod•геt:я bыsed; ог ассиаl locecLon г�Е рглдисtlо�п near К1[а, аддl[1ом1 t:eAnзыhlpmen[ 1п Damлko впд гвllыау соя[а fгоп the рго�дисСlоп area аге 1ncluJ�d (п the соя[s of сhг: АЬ1д)вп тоиr.ея, 7/ Chдгgrs аг Dакаг аl�срис nnd а[ АЬ1д)ап деро[. _/ Trн�rs:;hip:nenc ыс Finbc-D1ulnsso iп Uppr.r Vu1Cn. _/ Пabn�Diulasvo-1SornкгlRu racc, as по [ггпчаЬlц:пr.п[ fчcllf[Lея Еиг peir•,leum n[ Oluиngnl�o, ��.у U• .� 5оигге: `(п11 Ка114�ыу, Offlcc^ Nисlоиаl дся Transports, апд Вып1г еясlптеся�, N,_� '-v (0 :�. June 19'77 Е� 1-� w - 39 Aýr Tr;ýiff4r- nf- 1071 ý-A 107c; .ANNLIAL PÅSSENGE'>\,<; 1971 1975 1975 innnýýN TOTALI lå 7 493 626 IQ7 255 380 11 20 28 Trn n!" i r 139 218 218 AIRFREIcpll_ (tc,l-ls) TOTAL 6469 90,00 1177 2 Inbound 2360 330 0 ý30/- Ou-,bound 4109 5700 8468 .ÅE!I'UAL AIRCRAFT MOVEY,E',,'TS TOTAL 35360 46400 3852, Passen-,er Aircraf t 8967 10160 13030 International 7220 7060 Dowiestic 1747 3100 2854 Cargo ý,ircra.4rýt 128 -U Other A-trcraf t 26265 36060 June 1977 - 40 - ANNEX 2 Page 1 SENEGAL TRANSPORT SECTOR MEMORANDUM The Transport System A. General 1. At independence in 1960, Senegal's transport infrastructure was rela- tively well developed. With additional investments since then, it has become one of the Iore extensive in West Atrica, itm tor example I.8 m or paved road per km , compared with about 6.2 m/km in the Ivory Coast, and similar density relationships for rail and aviation facilities. There still remain, however, regional disparities in the provision of infrastructure, with some enclaves such as Eastern Senegal having few facilities. At the same time, the quality of some services, particularly railways, remains low, and road main- tenance is inadequate. 2. Transport investments represented about 1.5% of GDP in the first years of independence but with the Second Plan, Government changed priorities to favor the more directly productive sectors, and transport investments fell to 0.8% of GDP. In the early 1970's, investments in transport infrastructure averaged about US$15 million annually. The 1I7 reV.Lii1 of te orth PLan (FY74-77) increased this annual figure to an ambitious US$52 million, or 2.4% of forecast GDP, due primarily to the growing requirement to rehabilitate existing infrastructure and to open remote regions. B. The Big Projects 3. For several years, the Government has been actively seeking funds to undertake several major capital investments which have significant implications for the transport sector. The Pahlavi complex, originally conceived as a trade arrangement for the exchange of Senegalesat pLUspLIaL LUc Lfo Iran crude oil, has now been shelved; the only desired element from the complex being the proposed phosphoric acid/fertilizer project, now under preparation and with relatively little transport implication. 4. Senegal, in cooperation with Mali and Mauritania, has been seeking for a number of years to develop the valley of the Senegal River, especially irrigated agriculture. To accomplish this they have formed an international body, OMVS. Out of 430,000 ha of potential irrigable land in the river valley some 220,000 ha are located in Senegal amd 140,000 ha in Mauritania. 5. OMVS has prepared an ambitious long-range development program that also provides for power generation, improving river navigation, and mineral exploitation, especially in Mali. The two regulatory dams studied by OMVS - 41 - ANNEX 2 Page 2 are: the large multipurpose dam at Manantali on the Bafing, a tributary of the Senegal River in Mali; and a much smaller dam at Diama, near the mouth of the Senegal River, that would prevent salt water intrusion from the sea at low river flows and provide sufficient water storage to irrigate about 30,000 ha in Senegal and Mauritania. The main justification for the project appears to rest with the phased development of irrigation-based agriculture to reduce a projected increase in demand for imports. 6. The Government is also considering the exploitation of iron ore deposits at Faleme in Eastern Senegal near the Mali border, about 250 km from the existing rail line and some 750 km by train from the coast. However, a recent study by consultants shows that exploitation of the mine will be uneconomical; there are a number of other more accessible reserves in Africa and South America. 7. The Government has also decided to construct Dakarmarine, a ship repair facility for medium-size vessels at Dakar. C. Roads (i) Road Network 0. S g rd ntwork totals about 13,700 km, largely concentrated in the western regions. Road links with the east are limited to a few low- standard connections, two of which run parallel to other transport modes -- the Senegal River and the Dakar-Bamako (Mali) Railway. About one-fifth of the network (2,800 km) consists of paved roads, and a further 3,300 km are all- weather gravel roads; the remainder of the system consists of partly improved earth roads and illldefineuld tracks. Olf the total network, about 9,100 km are classified roads, i.e. their maintenance and improvement is financed by the national budget. These roads are subdivided Into 'our categories (national, I u L OU U.LVLUU .LU J.UU LdiUi regional, departmental, and urban); the remainder of the network is under the jurisdiction of local authorities, whose limited financial means permit only spot improvements or minor maintenance works. 9. Almost all the paved roads have two traffic lanes and were con- structed to 6 m pavement width, which for some sections has been reduced by traffic to between 5.0 and 5.5 m due to inadequate maintenance. About 50 km of roAds near aLar, wh4h a especially heavy traffic volumes, have three traffic lanes with a 9 m pavement width. Many of the paved primary roads werp hiiilt eindependenc; most of them are now more thean 1 ye old and some are not designed for present traffic loadings. As highway main- tenance Is largely inAdplate a large prnporin of tha paved netwok is now in unsatisfactory condition, marked by uneven surfaces, potholes, pavement cracks, rnvpllpd edges, And Wahed away s2hiilders. A simil- situation exists in the secondary and feeder road system, where transport on some roads is possible only during nart of the yar dpending nn the wather conditions. The Government has started a program of pavement strengthening of the most deteriorated main roads aa spli n onnstrurtin of feeder ronds and it is also currently implementing a five-year program to improve road maintenance. - 42 - ANNEX 2 Page 3 (ii) Feeder Roads 10. Less than half of the 7,460 U Of feled er roads has been partly improved, the remainder of the system consisting of rather ill-defined tracks which are often impassable. A major effort in feeder road development is the network of cotton roads built by Societe pour le Developpement des Fibres Textles% (OWEFLLE X .is network is located in Upper Casamance and adUjoin ing areas of Eastern Senegal. 11. Traffic on feeder roads consists mainly of groundnuts and other agricultural products and inputs. Traffic amounts to nearly one million tons in years of good harvests. Traffic growth over the last decade has reflected the slow increase in agricultural production as well as large fluctuations due to a series of drought years. ONCAD's traffic represents about 80% of the tota. traffic on the feeder road network. Traffic growth in rural areas iS projected to be 4% annually on average, but may be higher in areas where the ,aocus is on agricultural devlomen -pogrms LU. U L0 ULI 0CLL L.U.UJ..0.A. F-6- -6L~U 1. Traffic on trackLs leading fro M i nd iVi dual cooperatives to major feeder roads is typically 500-1,500 tons per annum or 2-5 vehicles per day (vpd). The volume of traffic increases toward the main collecting centers (seccos), and, on some roads, may reach 20-25,000 tons per annum or 20-30 vpd in the vicinity of these seecos. For the collection-of produce n remnoe nd sandy tracks, light trucks of about 5 t pay-load are widely used, while on the better roads the share of medium-sized trucks of 7-11 t pay-load increases. From the seccos, groundnuts are forwarded to the oil mills by heavy trucks of 20-25 t pay-load. 13e Traff4c on rurl r1randS i highlv snonq l. Evqrution of round- nuts takes place between mid-December and mid-May. The marketing of millet and sorgum starts ne montIh hefore the grroundnuit campaign. During, this period traffic is nearly double the annual average, while during the other half of the year trnffic 1eve1s are very low. A signific;nt feature of the Groundnut Basin is that the sandy tracks are easier to negotiate during the rainy sesnSn_" when the Sands have a higher hearing canacitv. than during the dry season when traffic is at its peak. (iii) Characteristics and Growth of Road Traffic 14. The composition and growth of the vehicle fleet is shown in Table 4 and annun road vehicle fuel consumption in Tahle 5. The fleet increased at a compound growth rate of 6.1% p.a. over 1963-68, declining to about 4% p.a. over 1970-77. This change is partly the result of reduced economic activities during the drought period, and partly because larger trucks are rolncing smnller nnes. Of thp 80,000 vehicles registered in 1973. about 63% were light vehicles; about 60% of the fleet is used predominantly in the Cap Vert Province. It is difficult to estimate accurately the number and type of vehicles in the country, since statistics are known to overstate the fleet, the removual of vehicles is not always recorded. Improving the collection of road vehicle statistics is one of the tasks of the Directorate of Studies and Programming (DSP). - 43 - ANNEX 2 Page 4 15. DPW collects traffic data. The Government carried out the first countrywide traffic counts in 1971. Annual collection of traffic data has been executed since 1974 on all classified roads under the road maintenance program as a basis for programming maintenance operations. Traffic volumes are highest in the Cap Vert Province, especially in and around Dakar, reaching an annual average of 6,000 to 10,000 vpd. Traffic decreases rapidly with distance from Dakar, averaging about 2,000 vpd on the major road link to the East between Dakar and the city of Kaolack about 150 km away. Traffic on the remainder of the paved road network ranges from about 50 vpd to about 1,000 vpd. (iv) Highway Administration 16. The Ministry of Equipment (ME, formerly the Ministry of Public Works, Urban Planning and Transport) and through GDPW (General Directorate of Public Works), is responsible for the administration of classified roads; local authorities are in charge of the remainder of the network. GDPW has five directorates comprising: the Directorate of Studies and Programming; the Directorate of Infrastructure, the Directorate of Road Maintenance and Equip- ment, the Administrative and Financial Division and the Regional Services. GDPW's construction and maintenance works are executed through its seven regional subdivisions, each headed by a Resident Engineer. 17. There has been a shortage of experienced staff at the upper and middle levels of GDPW as is true throughout the Ministry. The Director and most of the Regional engineers, technicians, foremen, and operators are Senegalese, but GDPW's head office functions are assisted by 14 French engi- neers provided under the French technical assistance program. The Government has had difficulty hiring qualified personnel, primarily due to its relatively low salaries compared with those offered by private industry. Efforts have been made to relieve the staffing-situation by raising the salaries of Govern- ment employees in 1974, but little progress has been achieved so far in recruiting qualified local personnel. 18. The Government has been aware that its staffing.needs can be met only through extensive efforts Ln teChcU11 UUaiL.LoU. SeVeLa LL.LLng programs are now being implemented at two technical colleges (St. Louis and DJakarl, a technical university at% Daka, an a polytechnic schlool at Thies. As discussed, however, there are significant shortages of middle-level per- sonnel. ()Highway Construction Eng neerig studies for road construction works are carried out either by consultants, mainly foreign, or by GDPW's Directorate of Studies with the ass i stance of a SubdiviS4on Of REQt (4Centre Experime t l de 'Recherches et d'Etudes pour 1'Equipement), and local consultants as sub-contractors for the geological and engineering surveys. The few domestic consulti4 firms have as yet little experience in major civil works, and only one has so far carried out major road design and economic studies in 1974, a 60% Govern- ment-owned engineering bureau (Societe Nationale des Etudes de Developpement, - 44 - ANNEX 2 Page 5 SONED) was created to execute studies on the country's economic and social development. This company has now recruited snme technical staff, and is carrying out small studies. Supervision of externally financed road con- struction is generally carried out by foreign consultants. with ME's soils laboratory (CEREEQ) executing the required investigations. The remaining works are sunervised by the regional subdivisions of GDPW. assisted by CEREEQ. 20. Contracts for highway projects are normally awarded on the basis of competitive bidding. GDPW's Directorate of Studies is charged with calling bids and evaluating them. Approval and signature of contracts are the respon- sibility of the National Tender Board and either the Minister of Finance or the Prime Minister, the latter if the contract exceeds US$250,000. This involvement of various Government agencies, together with the time-consuming nrocessing nrocedures, usually requires about six months to one year for the award of major contracts. This procedure has significantly increased costs for road improvements. The issue of improving Government procedures in contract awards, and expediting payment of contractors' invoices, is currently being studied by the Government as part of an investigation of ways to promote the domestic contracting industry. 21. Senegal follows French design practices. A uniform set of local design standards has not yet been established. CEREEQ has been charged with executing the required soils investigations for road planning and construction supervision. It is also responsible for technological research and utiliza- tion of construction materials. (vi) Labor-Intensive Methods 22. A Government study concluded that the following operations could be performed more economically by labor-intensive methods, using rough assump- tions for the shadow prices of unskilled labor: (a) excavation and truck loading of laterite for regravelling; and (b) routine maintenance of feeder roads, including patching and cleaning of ditches and culverts. 23. The Government is also exploring the possibility of obtaining a contribution from local communities benefitting from feeder road construction, either in the form of cash or self-help labor. This approach is consistent with the Government's decentralization policy and because feeder roads are high among local priorities. (vii) Highway Finance 24. Government appropriations for maintenance operating costs have increased steadily from CFAF 710 million (3.2 million equivalent) in 1971 to CFAF 1,445 million (6.5 million equivalent) in 1978/79. Despite more effec- tive use of funds, this increase has not been sufficient to fully offset the effect of inflation which has increased the cost of maintenance by about 50% over the same period. - 45 - ANNEX 2 Page 6 (viii) Highway Financing 25. Highway expenditures, exclusive of foreign financing, increased from about CFAF 2.5 billion (US$11.1 million) in FY71 to CFAF 5.2 billion (US$21 million) in FY76, an average of 15% p.a. (Table 9). About one-half of the amount was used for new construction, with the remainder allocated to maintenance and general administration. An additional CFAF 2.7 billion (US$12.7 million) annually in new construction was financed by foreign borrowing during FY70-77. A Road Fund, financed by an earmarked portion of fuel taxes was established in 1954 for financing investments in new roads. In practice these investments were prefinanced by contractors at high cost, and were not subject to the same scrutiny as other investments. The major part of new road construction is financed through the investment budget by external sources, while maintenance works and administrative expenditures are partly financed from the general budget. The Government intends to use the Road Fund to finance road maintenance, and finance new works from the invest- ment budget (see main report para. 25). 26. Road-user taxes totalled about CFAF 16 billion (US$70 million) in FY75, and account for about 10% of Government revenues, or about 14% of the general budget. This amounts to about four times the highway budget require- ments, or almost double the total amount spent on roads, including the average amount of foreign financing during the 1970-77 period. Government income from road-user taxes in FY75 consisted primarily of fuel taxes (CFAF 13 billion) and vehicle entry taxes, the remainder being taxes for vehicle registration and annual taxes. D. The Road Transport industry 27. The road transport industry comprises three major segments: (i) a modern, private sector, generally with significant foreign ownership parti- cipation; (ii) a traditional private sector of owner-drivers and small firms; and (iii) vehicles owned by public and semi-public agencies such as the LLLce National de Cooperation et d'Assistance au DeveloUppemnL (N ), (Table 6). The modern sector is made up of a few large firms, generally with new vehicles, which have their own maintenance and repair facilities, and which carry the products of trading companies and modern businesses (petroleum, Logs, refrigerated products, etc.) at economical rates. The traditional sector is made up of owner-drivers or small firms carrying pri- mar ily groundUnts, foUdsLU.Lfs, Cattl.e and small oads, gULa.LLy Ain salL, older trucks and at low rates. ONCAD is responsible for most primary and secondary groundnut transport, partly through subcontracting arrangements. Most of the income in this sector is earned from the seasonal transport of grondnts;off season, competition is severe for the decreased volume of traffic. Tariffs charged by the traditional sector appear to be uneconomic (Table 7), but are sustaie by - frqely ovel- v s e maintenance and insurance, deferring vehicle replacement, and frequently underpaying d r 4vers' wages. Ths4n turn antu,-a the Afrnce be-twno the modern and the traditional sectors, and prevents small firms from gaining - 46 - ANNEX 2 Page 7 access to the more lucrative modern markets. The industry is thus dualistic, with excess capacity in the traditional sector (outside of the groundnut season), yet at the same time lacking high quality transport. This has led some trading companies to build up their own high quality transport fleets. Because of the predominance of ONCAD, which is not generally considered to be efficient, and because of the risk that railway efficiency may not improve, DSP is investigating ways to assist the domestic trucking industry as part of the preparation of the National Transport Plan. 28. The regulation of the road transport industry is generally satis- factory, under the General Directorate of Transport (GDOT), created in part for this purpose in 1963 within Public Works. Vehicle licenses are quickly granted by ME upon recommendation by GDOT. In 1971, the Government limited entry into the trucking industry to Senegalese nationals, a measure which strengthened local control of the profession. Road transport tariffs are partly regulated and partly free; re- presentative tariffs are shown in Table 7. Groundnut tariffs are set by NCA, ad vary widely according to types of roads travelled. This system adequately reflects relative differences in vehicle operating costs, travel times, and the need to use small vehicles on poor roads. Official tariffs tend to be respected by the traditional sector of the trucking industry only when hauling for public and semi-public agencies. Inter-urban bus and taxi fares are regulated; but the road tariff system does not appear to have inhibited development of the industry, and will be considered further in the industry study by DSP. Rail tariffs are set by Interministerial Decree, and in some instances where there is road competition, appear to be set lower than marginal cost. 30. Regulations limiting vehicle weights and dimensions are satisfac- tory, and specify the maximum single axle-load as 13 tons. However, the regulations are not enforced. In a 1974 survey, it was determined that from three to twenty percent accor-ding to the road) of all trucks checked were overloaded. This was particularly prevalent among phosphate trucks travelling from Taiba to Dakar, and for sugar transport between Richard Toll and Dakar, resulting in considerable damage to these roads. Enforcement of axle-load rolation"s i consid..A essential in order to justify the Government's investments in pavement strengthening; although, it is, of course, also .th-at railways provide sufficient effective capacity to move the phosphate traffic to Dakar. The Government has also purchased weighing scales, which are installed but not operational. F. The onrto Industry 31.* Pbihlic capitanl t 4 t i would have totalled about CFAF 50 billion (US$204 million) during the period FY74-77. The volume of output has Increased at about 4.2% p.a. over 1960- 1972. Capital expenditures for road construction constitute about 50% of totAl infrastructure Investments and have -Increased4 from CVAF ".4L billion (US$15 million) from FY65-69, to about CFAF 28 billion (US$114 million) diurina 1974-77 (Table 2) and to CFAF 4.7 billion in 1979. About - 47 - ANNEX 2 Page 8 16 civil works contractors are engaged in major road construction and/or overlaying of bituminous surfaces. Of these, two companies are Senegalese- controlled, and three are joint ventures of foreign and Senegalese companies, with the foreign company the major shareholder. The two Senegalese-controlled companies have executed major civil works and pavement strengthening. Minor works are carried out by about 110 small and medium-sized domestic firms. The latter group is classified by Government into two categories, according to which about 80 contractors are entitled to respond to bids of up to CFAF 15 million, and about 30 may participate in contracts up to CFAF 55 million. These firms are engaged primarily in the housing sector, but also participate in water supply and drainage projects, as well as construction of city streets. 32. Domestic companies are participating increasingly in civil works execution. Major difficulties which have so far hampered the development of domestic companies include: (i) lack of capital and non-availability of long-term credit for equipment procurement; (ii) difficulties in obtaining contracts, since the scope of many road projects far exceeds the capacity of most domestic contractors; (iii) lack of qualified staff experienced in modern management and construction techniques; and (iv) time-consuming contract payment procedures. The Government is interested in promoting the domestic construction industry and has encouraged local contractors to merge and thereby increase their capacity. Assistance is being provided in manage- ment techniques and organization through the Government-subsidized Societe Nationale d'Etude et de Promotion Industrielle (SONEPI), which grants limited financial assistance for loan guarantees and equity investments. This type of assistance is, however, only available for the building sector and not yet for civil engineering works. In addition, longterm loans are available to the local industry through the Societe Financiere Senegalaise pour le De- veloppement Industriel et Touristique (SOFISEDIT), whose services are avail- able to domestic civil engineering contractors. A major effort is still required to overcome the noted constraints on this industry; it is necessary to determine the particular needs of civil works contractors, and secondly, to define appropriate actions and assistance required to increase their capacity and thereby their participation in major works. F. Railways 33. The Government-owned Senegalese Railway System (Regie des Chemins de Fer du Senegal, CFS) consists of 1,032 km of line, almost all single track. The main line extends from Dakar to Kidira on the Mali Border, while branch lines connect Dakar with St. Louis in the north, and serve Touba as well as the Taiba phosphate mine and with Kaolack in the groundnut basin in the sUUL1. The Regie's system includes about 370 km (35% of the system) of low traffic lines: Louga-Linguere, recently closed (128 km); (Tivaouane-St. Louis (170 km); Diourbel-Touba (47 km); and Guinguineo-Kaolack (21 km)). Revenues on these lines do not cover their costs and the lines should be closed. The Government is currently providing a subsidy of about CFAF 400 mil- lion per year to cover their UperaLiUg loss. - 48 - ANNEx 2 Page 9 (i) Organization, Management and Operations 34. CFS is a state-owned public corporation, regulated by a presiden- tial decree of February 1976 and under the authority of ME. It is admini- stered by a Board which is responsible for administration other than financial planning. The basic structure of CFS could be improved since management does not have enough authority to implement decisions, and its flexibility for action is limited. CFS is being reorganized under a plan prepared by the "Bureau doOrganisation et Methodes" (BOM), an official Government agency. The Government has been considering different options for changing the railway's administrative structure and even its ownership. For the present, the most practical would be to set up a mixed company owned jointly by the Government and public and private customers, e.g. ONCAD, the phosphate and iron ore companies, and international shipping companies like SOCOPAO-SENEGAL. This railway company could ultimately merge with Mali Railways to simplify organization, administration and operations. In agreement with the Senegalese and Malian Governments, the Bank is financing, under the Third Railway Project, a study to review the management and ownership of CFS. 35. A "Commissaire du Gouvernement", appointed by decree, is in charge of supervising and controlling the railway on behalf of the Government for (a) implementing legal and statutory regulations, (b) recruiting and termi- nating staff, (c) implementing financial. and accounting procedures and planning, and (d) controlling recurrent and capital expenses a posteriori. Ie General Manager of C is appointed by the President, and assisted by an Assistant General Manager and a Secretary General, both approved by the Board. lHe General Manager appoints managerial and supervisory staff and is responsible for the operational and financial management of the railway. Under the reorganization plan, foreign technical ass stants will gradually be replaced with Senegalese. The Government and CFS have agreed to prepare a plan to recruit profesionally qualfied -atioinals and .o -lis me 1 Aasurs th intend to take to attract and retain candidates through incentives and adequate career development and vocational licensing schemes. (ii) Budgeting, Accounting and At.ingA.fl 36. CFS' accounting department prepares annual capital and recurrent budgets which are reviewed by the management controller prior to being sub- mitted to the "Commissaire du Gouvernement" and the Board t. Une +-It new organization, the Budgeting Control Division will prepare budgets which must be endorsed by the Board and approved by the Ministers of Equipment and Finance to become effective. By law, the Government's "Commission de Veri- fication, des Comptes et de Controle des Etablissements Publi4,s"(C responsible for the audit of CFS accounts. (iii) Railway Property 37. Signaling and telecommunication equipment are adequate for present traffic except in the Dakar area* The completely disa1i,e motive power fleet consists of 33 line locomotives, 28 shunters and 9 railcars. Five old - 49 - ANNEX 2 Page 10 line locomotives were scrapped during 1977/78, and 3 new line locomotives were supplied during 1977. CFS has allocated 28 passenger coaches to inter- national traffic and 98 coaches, including 28 trailers to national traffic. The wagon fleet consists of 887 wagons for commercial traffic of which 202 are allocated to international traffic; 716 are owned by CFS and 171 by private companies. About 65% of CFS fleet is more than 25 years old; 75 new wagons modernized the fleet in late 1977. The workshop at Thies is adequately equipped. (iv) Traffic 38. The railway's inability to use equipment efficiently for the last ten years has resulted in short supply. The traffic CFS was unable to carry has been diverted to competitors offering comparable costs and services. However, the railway has also lost access to transport of even larger volumes of commodities for which it should enjoy a major cost advantage. 39. Phosphate traffic increased steadily until 1975/76, when production fell sharply due to the slump in phosphate prices. Since 1972 the railway has not been able to carry all phosphate produced due to poor locomotive avail- ability, delays in terminal operations because of a lack of shunting equipment, and occasional bottlenecks at the Bel Air yard. Consequently, during the period 1972-76, 1.04 million tons were diverted to road transport at substan- tially higher costs. Recovery of the phosphate market started in 1977, and Taiba production is expected to reach 1.6-1.7 million tons by 1980. The Lam-Lam mine at Thies is also expected to increase production. CFS should be' able to carry all future phosphate traffic in view of: (a) the increased capacity from the locomotives and spare parts received in 1977; (b) the proposed improvements to the Bel Air yard; and (c) an agreement regulating CFS and Taiba's responsibilities in terminal operations. 40. Rail groundnut traffic has decreased from about 250,000 tons in the mid-sixties to about 100,000 tons, despite Government commitments to allocate 400,000 tons/year to CFS and 250,000 tons by 1975/76. The traffic shortfall is attributable to poor coordination between CFS and ONCAD and poor utilization of motive power and rolling stock. In view of the past experi- ence, only modest increases in rail traffic are envisaged for the future. The Government is concerned about the costs and problems of evacuating the ground- nut crop and is undertaking a comprehensive study of this subject. 41. Rail passenger traffic reached 3.8 million passengers (295 million pass-km) in 1966/67, constituting 25% of the total operating revenues. Traffic has decreased steadily during the last 10 years, and in 1975/76 it reached 1.8 million passengers (158 million pass-km), representing about 20% of revenues. The main drop took place in short-distance traffic with origin or destination in Dakar. In the section Dakar-Thies, passenger volume dropped by more than 50% from 1971/72 to 1974/75. The main reason for the decline in passenger traffic is the increase in highway competition, which offers more frequent service and greater speed. In the sections near the Mali border where there are no roads, rail passenger traffic has remained relatively stable. Taking - 50 - ANNEX 2 Page 11 into account past trends, the advantages of road services, and the continua- tion o~f roadc improvements, the nAqqpnppr fnrPrAAf indirnfpq QrAdiial dPrAq from 1.7 million passengers in 1976/77 to 1.3 million passengers in 1981/82. Tnternational passenger traffic, having grown at a good nace in the last years, is expected to continue this trend and to increase at a 5.5% average annual rate hPtwPPn 1975 and 1981. (v) Traffic Diversion 42. Mineral traffic and international freight traffic to Mali are generally captive to rail. Nonetheless, in 1974 about 20% (0.3 million tons) of the phosphate traffic from Taiba to Dakar was transported by road (111 km), primarily because of the low availability (approximately 50%) of railway motive power. The difference in marginal operating costs between the two modes is estimated to be about CFAF 12/tkm, implying an economic loss to Senegal of about CFAF 4 billion in 1974 due to the diversion of this traffic. Phosphate trucks were also frequently overloaded, damaging the roads on which they travelled. 43. The Senegal and Mali railways are the most economic mode for about 70% of Mali's import/export traffic, including most exports originating at Bamako and west to the Senegal border, and all imports destined as far as Segou, about 200 km east of Bamako. The cost differential for imports, between the Dakar and Abidjan routes ranges from MF 7,200/ton for cement to MF 20,300/ton for petroleum products. However, CFM has not carried as much international traffic as this cost advantage would suggest as appropriate. From 1972 to 1975, international traffic grew from 204,000 tons to 252,000 tons via the Dakar route but from 84,000 tons to 240,000 tons via the Abidjan routes. The main problems hindering international traffic on the Dakar line are operational difficulties on the Senegal railway line and at the Port of Dakar, insufficient coordination between the two railways, and slow mainline and terminal operations in Mali. Another important factor is that the Mali Government allocates traffic instead of permitting the normal market mechanism to operate. The Mali Railway considerably increased its transport capacity during the drought emergency, and it should be able to operate at comparable levels of efficiency in the future. Efforts to improve efficiency in both Senegal and Mali should enable both railways to regain traffic of bulk commo- dities such as petroleum, fertilizers and cement, which have been diverted to Abidjan at an unnecessarily high cost. G. Ports and Waterways 44. Senegal's port system consists of major international facilities at Dakar, supplemented by secondary ports at St. Louis, Kaolack, and Ziguin- chor. Traffic through Dakar port has doubled over the last ten years, totall- ing about five million tons annually. Major traffic consists of oil pro- ducts, international traffic for Mali and Mauritania, groundnuts and phosphate exports. The Port's financial performance has improved in recent years, due primarily to temporary additional traffic generated by closure of the Suez Canal; even when traffic declined following the re-opening of the Canal, the - 51 - ANNEX 2 Page 12 port was able to increase tariffs as necessary to remain financially sound. River navigation is possible during most of the year on the Senegal, Saloum, and Casamance Rivers, but traffic volumes are modest and declining due to the substitution of road transport. Possible improvements currently being studied by OMVS include increasing the use of river transport on the Senegal River, but this is still a long-term prospect of uncertain economic justifi- cation. (i) Port Facilities and Traffic 45. The port of Dakar enjoys an excellent sheltered location free from heavy swells and siltation. Two long breakwaters enclose a large area (210 ha) of navigable water. Vessels of up to 12 m draft can be accommodated at high water, the mean tidal range being 1.5 m. As the major port of Senegal, it has developed steadily over the years and is now quite prosperous. Its early development was determined largely by its status as a major French naval base; subsequently, as this need faded, the Port Authority of Dakar (Port Autonome de Dakar, PAD) took over and converted the military facilities for commercial purposes, with the exception of a small area reserved for the Senegalese Navy. 46. Road and rail access to the various sections of the port is good, and will be improved when the entrance to the fishing mole, now under con- struction, is completed. The port is well equipped with cargo handling equipment, quay cranes, etc., and equipment maintenance appears adequate. 47. Ship-to-shore cargo handling is carried out by private stevedoring companies licensed by PAD, and cargo-handling on shore is provided by private operators who rent transit shed space from PAD and supply or rent mobile equipment when necessary. Stevedores, shipping agents, forwarding agents, and ship chandlers operate under franchises controlled by PAD. These operations are fairly efficient. Pilot service operated by PAD is compulsory except for very small vessels, and is available 24 hours a day. Adequate tug, fire- fighting and towing services are provided through a concession to a privaLe company. In June, 1976, PAD completed the construction of a 1,200 ton dry do. (Qynchrolift system) which is owned and operated by a company formed from various port users and PAD. This supplies a long-needed facility for servicing the fishing fleet and the other smaller vessels based in the port, and releases valuable land areas now occupied by old slipways. In 1977, the Glovernment decided to go ahead wit*h-he Dakarmarin projet- conisin of 60,000 T floating dock and ancillary facilities. The floating dock, now under construction in N19orway, is expected to be delivered in july 19011. while the civil works are underway in the port area. These facilities, destined for ships between 30,000 and 60,000 dwt, will add to the present repairing capacity offered by the former French navy drydock which is limited to 27,000 dwt. 48. The rapidly expanding fishing fleet has outgrown the existing fish- ith vessel berthing faciliness T b anwhere w na re shortae ot arleh ae with the result that fishing vessels berth anywhere within the port area where they c,an find Space, taking up valuable commercial berth space, and preventing - 52 - ANNEX 2 Page 13J adequate control of the fleet and of the quantity and quality of fish landings. In addition, occasional severe weather from the south and east gives rise to sea conditions within the port area which are hazardous to small fishing vessels. There is no special organ-uiZation withnin P)AD% tomnaeorcnrolI VC5~.L. I1~~ i IU ~~I>Ld. U~~..L~L.UUW.LLILZW 1_.L U LU"a6= J V".J fishing operations, and a system has only recently been instituted for evaluat- ing the landed atches and recording movements of vessels. 49. The volume of dry cargo traffic through the port of Dakar has grown more slowly than was envisaged. In large part, this can be attributed to the recent worldw4de recession and the resulting decline in purchasing power in Senegal and throughout the world. Dry cargo imports increased during 1973/74, mainly accounted for by foodgrains imported because of the drought which eased the following year. The decrease in petroleum products followed the increase -in oil prices and the recession The level of Ary ron exports, --cs stng mostly of phosphates, remained steady, while bunker fuel oil declined sharply. The number and tonnage of vessels ca, 11-ing at the port a1so decl4ned du7ri ng this period. (ii) Administration 50. The Port Authority of Dakar (Port Autonome de Dakar, PAD) was formed in 1959, and since 1960 has been a State-owned public corporation. The Board of Directors of the Port Authority has 17 members and the chairman is appointed by the President o f the Renti eI - TPAcisng of the Roard are subject to the joint approval of the Ministers of Equipment and Finance. Tariffs on gnods also reniirp nrior agreement of the Minister of Industrial Development. Separate Government departments efficiently run health and immigrartinn Qrvitc nolirt, -.rnoms. lichthouses and buovs- and railways in the port. PAD operates and maintains the port facilities, and is respon- sible for all Improvement and expansion works. All executive functions are vested in the General Manager of PAD, who also acts, under the authority of ME, as coordinator of all activities of various Government departments and agencies in the port. 51. Studies made by the Bureau Organisation et Methodes call for the modernization of PAD's management methods. However, apart from the relaxation of centralized accounting control, the Government has not yet found it possible to relinquish a Priori expenditure control, presumably because of the malfunc- tioning of certain public enterprises. Certain exceptions to this a priori control were stipulated in orders issued under Decree No. 73-779 of August 13, 1973, but these orders have not yet been implemented. 52. PAD's general accounting broadly follows usual commercial prin- ciDles. However, under the Port's accounting system, receipts and expenses are classified according to their nature and not according to function. In the absence of analytical or cost accounting, the profitability of various services cannot be easily determined, and tariffs cannot be revised in rela- tion to costs. The growth of the port and of fishing activities, as well as the magnitude of the proposed investment in new facilities, require that a new - 53 - ANNEX 2 Page 14 and more effective accounting system be instituted. The Government is in the process of introducing an analytical accounting and cost-related tariff structure to resolve this issue. (iii) Finance 53. The form of the budget is identical to that of the accounts and does not permit functional budgeting and budgetary control. The Director of PAD is statutorily responsible for presenting each fiscal year's detailed revenue and capital budget to the Board. The departments formulate their estimates and send these to the Commercial Service Department where they are screened and the composite figures for the Port compiled. The budget, as passed by the Board, has to be approved by the Ministers of Equipment and Finance. Analytical accounting would help to frame more realistic estimates and permit management to keep track more efficiently of the Port's financial position by department and activity. (iv) Tariffs 54. Port tariffs and regulations, authorized by the Board, require the approval of the Ministers of Equipment, Finance, and Industrial Develop- ment. Tariffs are not cost-based, however, a shortcoming which is expected to be removed with the proposed introduction of an analytical cost accounting system. Tariff increases have been effected from time to time since 1967 to generate additional revenue to meet increased obligations. Governments' consultants have recommended introducing the "ad valorem" system of tariffs for fishing traffic at Dakar port, and PAD itself favors its adoption. The principal aim of the new tariff system would be to ensure a cash flow from fishing activities sufficient to cover operating costs and debt service, to the extent that traffic will allow. (v\ Container Port 55. Following international developments in container traffic, t por authorities expect developments on the West African coast to provide even- tually for a container service handling lage containers and specialized vessels capable of connecting with American, North European and other Atlantic ports and one or two large ports for smaller or more conventional vessels. The port authorities expect that Dakar will have to compete with Abidjan and Lagos for the longertem apprnah to contai ra For this, Dakar is endeavoring to develop a minimum of 350 meters of quay equipped with some 20,000 quAre meters of stnrnae sace. These fa-ilities are not availabla nd would require important reorganization of the port and the development of new storage areas throigh land reclamatinn and modernizatin of t-he roadf and ril1 services to the port.. In the interim, some container traffic seems to be develonina between Mediterranean norts and the West AfricA nnrts, incliding Dakar, Abidjan, Lome, Cotonou, Douala, Libreville, Pointe Noire and Matadi. Containers handled have increased from 1600 in 1970 to some 5200 in 1974. The Government is presently undertaking a study of container traffic develop- ments and prospects. -54 - ANNEX 2 Page 15 H. Aviation 56. The Dakar airport is the center of aviation activity, and a major international transit point. Dakar airport is efficiently managed by the international Aviation Safety Agency for Africa and Madagascar (ASECNA) and is equipped with a runway of 3,550 m. Total passenger movements through Dakar reached 637,000 in 1976, due primarily to the growth of international transit and tourist traffic. International services are provided by six foreign airlines and by Air Afrique, a multinational company of which Senegal is a member. Air cargo shipments are not yet significant, although international markets for the export of shell-fish and fresh vegetables are developing. Air Senegal provides essential scheduled services to 13 out of 18 regional airports and airfields although the domestic air traffic market is still fairly small. 57. During the past six years the average annual growth in passenger traffic to and from Dakar has been 9.5%. However, by introducing larger aircraft, commercial aircraft movements have increased at an annual average rate of only 2% over the same period. In 1974 most of the 559,894 passengers were travelling on international services; there were 173,881 arrivals, 182,842 departures and 203,171 passengers in transit. Domestic flights carried 25,000 passengers. Of the 38,426 total aircraft movements in 1974, 9,356 were inter- national scheduled flights, 844 international non-scheduled flights, and 2,550 domestic services; the rest were private, test or training, search and rescue, and some military flights. 58. Direct flights between Europe and Buenos Aires or Rio and some airports in West Africa would necessitate payload restrictions and greater fuel loads. Dakar has kept and should continue to retain a significant share of the rapidly growing traffic between South America, Europe and Africa; this will only be possible, however, if Dakar airport facilities continue to provide efficient services for the new generation of larger, heavier aircraft introduced into service on the route. 59. ASECNA was formed by the Treaty of St. Louis of December 12, 1959, between France and 14 African states, including Senegal. It Laid down three main tasks and defined methods to finance each of them, as follows: (a) to control air navigation over the territories of the African member states, and approach and Lauding aids at the main airports; (b) to manage and operate, if requested, ground facilities of member states' airports; and (c) to construct, if requested, airport facilities for its member states. - 55 - ANNEX 2 Page 16 The total cost of ASECNA's operations in its member countries is about CFAF 7 billion (US$27.4 million equivalent) a year. This is financed by receipts from airlines (40 percent), and subsidies from France (34 percent) and other member governments (26 percent). ASECNA's operations require subsidies throughout the world and, in the absence of a change in the universal system of subsidies, ASECNA is not able to charge the airlines for all services provided. Senegal's annual contribution to ASECNA amounts to CFAF 300 mil- lion (US$1.2 million equivalent), of which half goes to support the cost of aerial navigation. The remainder is used to finance the operation of Senegal's regional airports (excluding Dakar) which, owing to the limited traffic, are not financially self-supporting despite ASECNA's efficient management. In contrast, Dakar airport, taken in isolation from the rest of ASECNA's operations, is financially self-supporting. ASECNA's budget does not cover construction of airport facilities, and such financing is therefore the sole responsibility of the Government. I. Transport Planning and Coordination 60. The responsibility for transport planning and coordination is shared among several Ministries and organizations, including the Ministry of Planning (MOP), ME, and MOF. MOP has overall responsibility for prepara- tion of the four-year development plans. ME executes Government policy in the transport sector, and also includes three major departments concerned with inter-city transport: Public Works (GDPW); Transport (GDOT); and the Directorate of Studies and Programming (DSP). GDPW is responsible for admin- istration of the national highway System.- GDO is- responsible for the r lation, control and development of the various transport modes. MOF also exercises substantial influence on transport by specifying overall amounts to be invested in each mode, determining the structure and amount of taxes on transport, and until recently, maintaining strict financial supervision of the railway and port. A number of Interministerial Committees address parti- cular problem areas 4n the sector. Howeve r.- --. th outp - th transpor in 1 - 1- I- =V ,L, LL 4 Ut_FUI_ V).L tLIM L.L"UO L L. planning process has been less than fully satisfactory. 61. The Government proposes adequate planning objectives, but they are highly g nali and A not appear to significantly shape the package of proposed investments which are to: (a) meet the requirements of the mining and agricultural sectors at a minimum coSt; (b) continue the previio policy ofdfsenclavement; (c) develop access to tourist areAs; (d) plan and coordinate urban transport in the Cap-Vert; (e) improve the viability of Senegalese transport firms; (f) continue the modernization, where iustified, of the svstem; - 56 - ANNEX 2 Page 17 (g) improve maintenance of infrastructure and equipment; (h) improve the competitive position of the international facilities (airport and port of Dakar, railway to Mali); (i) produce and apply a policy for river LLaUport and UUUdary ports; (j) improve conditions in the transport industry in order to optimize the use of existing capacity; (k) organize the growing market for inter-regional transport, (1) organize ocean tranSpOrt; and ( increase the capacity f ta Ma inre,ase t-e- cLac%..it. forJ tr-p gLcJ..L A-4-tr~.ationL SENEGAL TRANSPORT SECTOR MEMORANDUM Partial Bibliography of Transport Sector Studies. 1971-76 Sponsoring Bank Study nrpe Agencr Start Completion Review Remarks 1. Feasibility Survey for Regional 1N 1970 the Regulation of the. Senegal River (Senegal Consult) 2. Transport Sector Memo Subsector IBRD 1976 3. Dakar Port Master Plan Feasibility Nov. 1972 (BCEOM) II. Study on Management and Sector Operation of the Port B.0.M. May 1975 $. Study of the Coordination Sector Bank Sept. 1975 completed and Planning of Road Tranu'ort (Berenschott- Boshoorn) 6. Identification of Technical Technical Bank Dec. 1975 completed Assistance to the Directorate Assistance of Studies (Louis Berger) 7. Road aintenance Study Maintenance Bank 1972 completed (Louis Berger) 8. Re-enforcement of 221 km a) Feasibilit:y Bank 1974 completed of Roads (BCEOM) b) Detailed Eng. Bank 1975 completed 9. Feeder Road Study FeaibIlity Bank .1975 completed (BCEIM) June 1977 Sponsoring Study Typfe Aency Start Completion Revi Recks 10. Re-enforcement of Louga-- Fealsbility Bank May 1973 Gnith road (BCEOM) 11. Loutga-Dahra Road Feasibility Bank 1977 Aw.iarded to SE'EC Expected to start May 1977 12. Re-enforcement of 120 km Feasibility Bank 1977 t'-arded to Berger of roada E::pected to start May 1977 13Assitance to Subsector Bank 1977 Awarded to BICECM Contract1ng Industry Expected to start May 1917 ,btl1 � . Т-- -Т- М Ссо ��Г \ �- l i Ъ У о S Е N Е G�� L М А U R 1 Т А N 1 А EF°гп�� �,_� А,рвг�о То Novotchoft - (� \ �� ` � � К)URTt-1 H1G1�WA'У PR(�JEC1' � ,� � � ' � J� MA1N RO�AD NETWORK ` . R,,,o д �-� __: � � _/� _ му,ео..м..�.�."iИй.�I.w�,y,. Моигiг°nio � `Г.- � �_ J � г 1 �рΡ �� "�'�,� ��'гh°"е-�.,, й. i'°°•,.ви°...м ,г, .п.и»л. 1� Mo�i � � �7•' � ш.ены г' N�per Pr oi опа ы ыпг. .,wг '�, - - ' kch°гс1 То11 �� 'Ф°`т°'т°'""�`"° 5EN1 GAL �s�.-�.-.__J -�i � w эеммш.ши,..-л, .vPAVED ROADS ТО ВЕ 1MPR(WED UNDER PROJE :Т с в г�°;�� °П �,"ntl'� °г _�. 4. Рргороsв<11Чапвпtаlli Е. .-�.,� �, s у� о.:е Guioгs LL Gombi° �. ROAOS :TRENGTHENED UNDER CREOIT 366 AN i � '°'г^""г°Oг^""OOYп°�'г• / Овт г• Upper С� LOAN 7222 &:thio ы �ййпео-Вiц� ^г�-�•_."'� г' Vo,Ita _.Г'� �,�, � 5 N'qnith � Gui�ea }-��ri (Т'С Г Niperio �(' в PAVED HOADS ,. � � �. 11vorY ) S ( 1 ЭЬ. ���. PAVED flOADS UNCIER CONSTRUCTION I� �, $iвггп Leon / L�, оо�,! (G6ona ��� � }}^^I^^�� Гг i1 1 г. о -� �. - GRAVEL ROADS J Liбeчio� ( .,.�� ' j Сапiегооп` � � А//onlic �� Ben'mJ \1 '---' cARTH F10ADS � / л ° J ивге _\ О с EG. Guineo -j -(, . . пi RAILROADS � 'в� � а_ о 1о�9 -- . _ г� е п , , лЬоп ` 1 � � а � , о1 г _Г ..Е Mait°т Г �:у�_R1VEП5 ielio tФп9�� �__\-'/���i-Оиочsорсл � � /`•_ о�Со4� ("�' � � �.1NTERNATIONALBOUNDARIES О �-� � - г� ° �♦ Lоироие lompoid Npoura ° `` г•• � / \"`л• __ _- _ п � Dahr° lmpuere / •\ вь<твг ���0'�� __� -, , � \ � ' . Diopo Ке11е Ьо �`-� � �/�' д FBг�� Rone+o �и � �� �� . 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SI.PI.NE I. N.Iýe W.,ký R.d P.,tB..nd.,y FISHIN Cv51oms Bo-do,y Kirýýizrc,v J IL '\ý Z (?N ýI' ZýNýD." dý s,/ Ný ýElERS 1000 2000 300 '. Al, P pORT U 5 J zY I F SHIN 111 UST iý11 N D Rjý_ A D K A R ONý jl A N C H 0 R A G E \ W2. -lim EýISTiNG<ý 1ý k ENIRAtiCE -_ý11A.NCL D k y Ccl5< o z 4 Ik fi w/ ' 11WýVVOam øl, w .. ........ 4X. WI&-, D.ý,;e,Pmiect Location 5 E N E G A L "B E !J cý! 'ýýISSAU(ý'GUINýA