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license or permit. 11 Another interesting scheme is the COMESA Yellow Card, which guarantees third party insurance across signatory states, removing the need to purchase insurance at each border crossing, and thus providing significant cost savings. A Yellow Card for a truck between Harare and Nairobi, for example, costs about $70 per year. In the absence of the card, insurance would cost $350 (Mulenga 1998). Similar efforts are being made in South America through the regional trade institutions to simplify transit procedures. 11 As at July 2001, the license was not yet in use in all COMESA countries because many country’s road industries had not yet been liberalised. - 13 -
1.3 INDICATORS OF DEVELOPMENT 1.3.1. COMPARISON OF LANDLOCKED COUNTRIES AND THEIR MARITIME REGIONAL NEIGHBORS It has often been suggested that landlocked countries, while facing unique challenges, do not perform worse than their maritime counterparts. In response, this chapter presents a comparison of several key indicators for landlocked countries and their maritime neighbors. While an in-depth statistical analysis is beyond the scope of this report, the figures below advance the notion that landlocked countries are, in fact, achieving lower average development levels than their maritime neighbors. The first part of this section presents a comparison of the Human Development Index (HDI) for landlocked countries with that of the regional maritime countries. Such a comparison demonstrates that most landlocked countries lag far behind their maritime regional neighbors. A significant factor contributing to such poor overall performance is the increased cost and difficulty of trade faced by landlocked countries. Such challenges are considered in the second part of this section, which presents both the cost of trade of landlocked countries and their export levels. The latter measure was included only as a proxy for the difficulties of trade, and to provide insight into the performance of landlocked countries relative to their maritime neighbors. Human Development The relative state of human development of landlocked countries is presented in Table 1, where landlocked countries are shaded. A brief examination of the table shows the distribution of landlocked countries towards the bottom: Not one non-European landlocked country is defined as having a high level of human development, and of the twelve countries with the lowest HDI, nine (75%) are landlocked. Overall, the landlocked countries do worse than their maritime neighbors in each component of the human development index: Average GDP of landlocked countries is approximately 57% that of their maritime neighbors. Life expectancy is three years lower. Due to the high number of African countries at the bottom of Table 1, the above observations may appear to be merely a result of the majority of landlocked countries being located in Africa. Table 2 indicates otherwise, presenting the same human development indicators as in Table 1, with the countries separated by region. With the exception of southern Africa, landlocked countries have significantly worse levels of development than the maritime countries of their region. In fact, not one country outside of southern Africa has a higher level of human development than the average of its regional maritime countries. The countries of southern Africa exceed their maritime neighbors for a number of reasons, as discussed in the case studies, but most notably the extended civil wars in Angola and Mozambique. Several other interesting observations can be made from this table. In particular: in eastern Africa the life expectancy of the landlocked countries is eight years less than that of the maritime countries; The average GDP of western Africa landlocked countries is 35% that of - 14 -
Page 1 and 2: THE CHALLENGES FACING LANDLOCKED DE
Page 3 and 4: to link to global markets. In doing
Page 5 and 6: TABLE OF CONTENTS EXECUTIVE SUMMARY
Page 7 and 8: PART 1: INTRODUCTION AND BACKGROUND
Page 9 and 10: First, landlocked countries are dep
Page 11 and 12: together a wide variety of sources,
Page 13 and 14: infrastructure. In these cases the
Page 15 and 16: 1.2.3. VULNERABILITY TO CIVIL CONFL
Page 17: the Central African Republic - Came
Page 21 and 22: • The southern African landlocked
Page 23 and 24: PART 2: COUNTRY CASE STUDIES - 18 -
Page 25 and 26: Internal transport networks in the
Page 27 and 28: Ports Although Botswana’s geograp
Page 29 and 30: POLITICAL RELATIONS Lesotho’s int
Page 31 and 32: elatively better quality than most
Page 33 and 34: SWAZILAND Despite being landlocked,
Page 35 and 36: ZAMBIA While Zambia shares its bord
Page 37 and 38: Relations with South Africa have be
Page 39 and 40: Zimbabwe’s extensive rail network
Page 41 and 42: TRANSIT ROUTES OF ETHIOPIA The land
Page 43 and 44: UGANDA Uganda’s location allows i
Page 45 and 46: POLITICAL RELATIONS The formation o
Page 47 and 48: section on Uganda. The Central Corr
Page 49 and 50: BURUNDI In addition to lying over 1
Page 51 and 52: In 1996, after Major Pierre Buyoya
Page 53 and 54: Recognizing the dramatic effects th
Page 55 and 56: AFRICA - WESTERN TRANSIT ROUTES OF
Page 57 and 58: of transit. In fact, the landlocked
Page 59 and 60: only hindering normal road traffic
Page 61 and 62: CENTRAL AFRICAN REPUBLIC With only
Page 63 and 64: Relations with the eastern neighbor
Page 65 and 66: TRANSPORT INFRASTRUCTURE Road While
Page 67 and 68: MALI Upon declaring independence in
Page 69 and 70:
Finally, and most importantly for M
Page 71 and 72:
TRANSPORTATION INFRASTRUCTURE Road
Page 73 and 74:
ASIA - CENTRAL TRANSIT ROUTES OF CE
Page 75 and 76:
TRANSIT ROUTES OF MONGOLIA As part
Page 77 and 78:
AFGHANISTAN Two decades of war, har
Page 79 and 80:
Afghanistan, the first by an Irania
Page 81 and 82:
Iran, Pakistan and Turkey constrain
Page 83 and 84:
KYRGYZSTAN Over 3600 km from the ne
Page 85 and 86:
POLITICAL RELATIONS Generally recog
Page 87 and 88:
The country’s two major highways,
Page 89 and 90:
TURKMENISTAN With direct access to
Page 91 and 92:
Ports and Waterways Turkmenistan ha
Page 93 and 94:
Domestic transport is hampered by t
Page 95 and 96:
MOLDOVA Although the former Soviet
Page 97 and 98:
MONGOLIA As the landlocked country
Page 99 and 100:
CAUCASUS TRANSIT ROUTES OF THE CAUC
Page 101 and 102:
ARMENIA While Armenia’s central g
Page 103 and 104:
With the closure of the Turkish and
Page 105 and 106:
worse (World Bank 2000). In fact, w
Page 107 and 108:
ASIA - SOUTH & SOUTH-EAST TRANSIT R
Page 109 and 110:
With the exception of western Afric
Page 111 and 112:
and exports pass through the port p
Page 113 and 114:
Khai (at the Thai-Laos border) to t
Page 115 and 116:
NEPAL Due to the Himalayan range to
Page 117 and 118:
More recently, India delayed the au
Page 119 and 120:
links to the railways of Argentina,
Page 121 and 122:
developing the nation’s road infr
Page 123 and 124:
PARAGUAY Dependent primarily on tra
Page 125 and 126:
BOPS Break Bulk CAN CAR CEEAC/ECCAS
Page 127 and 128:
GENERAL ADB (2002). Annual Report 2
Page 129 and 130:
United Nations General Assembly (20
Page 131 and 132:
BOTSWANA CountryWatch (2003). Botsw
Page 133 and 134:
EIU (2002). Malawi Country Profile
Page 135 and 136:
ZAMBIA Chikoti, V. (?). Overview of
Page 137 and 138:
AFRICA - CENTRAL AND EASTERN BURUND
Page 139 and 140:
EIU (2002). Ethiopia Country Report
Page 141 and 142:
Mutumba-Lule, A. (2001). 17 Firms V
Page 143 and 144:
- 138 -
Page 145 and 146:
Jean-Bertin, O. (2002). Burkina Fas
Page 147 and 148:
Evlo, K. (1995). Transit Transport
Page 149 and 150:
ASIA - CENTRAL United Nations (1994
Page 151 and 152:
UNESCAP (2002). Afghanistan: Status
Page 153 and 154:
EIU (2001). Railways in Kyrgyz Repu
Page 155 and 156:
Spiegel Online (2002). Moldawien, S
Page 157 and 158:
USDA FSA (2002). Tajikistan Shippin
Page 159 and 160:
CAUCASUS ARMENIA Armenia Foreign Mi
Page 161 and 162:
World Bank (2000). Project Appraisa
Page 163 and 164:
World Audit (2001). World Democracy
Page 165 and 166:
MONGOLIA Canning, D. (1998). A Data
Page 167 and 168:
WDI (2002). World Development Indic
Page 169 and 170:
UN DHA (1997). Paraguay El Niño Fl
Page 171 and 172:
Map 1
Page 173 and 174:
Table 2: Human Development - Rankin
Page 175 and 176:
Table 4: Exports per Capita (2000 c
Page 177 and 178:
Figure 1: Human Development Indicat
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