Railway Reform: Toolkit for Improving Rail Sector Performance - ppiaf

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Railway Reform: Toolkit for Improving Rail Sector Performance Case Study: Camrail tries, concessionaires are convenient government scapegoats when the public is unhappy with services. Second, as a result, freight traffic must earn enough to cover the full cost of infrastructure maintenance and renewal. Most functioning railways carry enough freight traffic to cover routine maintenance, but few have sufficient funds to pay for major periodic maintenance or upgrades. Infrastructure will thus steadily deteriorate unless external funds are found. Even for Cameroon’s relatively busy railway, traffic levels are too low for any operator, private or public, to generate surpluses sufficient to finance replacement infrastructure to a standard that would provide high-quality freight and passenger rail services. In addition, unlike investment in rolling stock, infrastructure investment is not portable and must be abandoned if the concession is terminated. This problem is common to many concessions and, much as governments may wish to think that infrastructure funding problems will disappear once a railway is privatized, this is only possible for railways with reasonably large traffic volumes and a concessionaire committed to the long-term. The 2008 amendment is a milestone in the development of African concessions. First, the Government established a specific program of passenger-related investment to replace the previous generalized commitment. Second, the original agreement required the concessionaire to fully cover infrastructure renewal, and the Government to provide only partial financing for initial rehabilitation (through IFI loans, which the concessionaire was responsible for repaying). This proved financially infeasible; the 2008 amendment transfers responsibility to the Government for infrastructure renewal and the concessionaire retains responsibility for maintenance. The concessionaire contributes renewal costs through fees based on concessionaire profitability. Similar arrangements will need to be established in most concessions that now require the concessionaire to be responsible for passenger services and infrastructure renewal to ensure a long-term future for the rail system. The World Bank Page 336
Railway Reform: Toolkit for Improving Rail Sector Performance Case Study: Camrail References Blanc, Aymeric and Gouirand, Olivier, La concession du chemin de fer du Cameroun: les paradoxes d’une réussite impopulaire, Document de travail 44, Agence Française de Développement Bullock, R., 2005, Results of Railway Privatization in Africa, Report for the World Bank, Washington, D.C. di Borgo, Pozzo P, and others, 2006, Review of Selected Railway Concessions in Sub-Saharan Africa, World Bank Report, Washington, D.C. International Union of Railways, 1990-2010, Railway statistics (annual publication) Murdoch, Jill, 2005, Assessing the Impact of Privatization in Africa—Case study of Camrail Strong, John, 2004, The Development of Railway Concessions in West and Central Africa, The Journal of Structured Finance, Winter 2004 The World Bank Page 337
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Railway Reform: Toolkit for Improving Rail Sector Performance - ppiaf

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