the challenges facing landlocked developing countries: a case study ...

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CHAD Chad’s notably long distances of over 1500km to the nearest ports of Douala, Port Harcourt and Point Noire are compounded by one of the worst transport systems in western Africa. Its domestic density of paved roads is the lowest among all landlocked states; most of the transport tracks are unusable during the wet season; and there is no rail system. Moreover, Chad has fallen victim to a vicious cycle where poor transport infrastructure has led to the development of numerous regional enclaves making the development of effective transport networks more difficult and more necessary. With over 90% of the population living in rural areas, the development of an adequate transport system will be essential to Chad’s overall development. It is estimated that transport charges can be as much as much as 80% of the gross margin of local cereal prices in N’Djamena (Herman et al 1994). Recent efforts to improve this system, including the Transport Sector Adjustment Project 1989-1993 and the Second Transport Sector Project 1994-1999, have seen limited results and a lack of sustainability (World Bank 1997). The primary transit corridors to N’Djamena (Chad) are from: (1) Douala (Cameroon) by rail to Ngaondéré (Cameroon), then to N’djamena by road: this is Chad’s principal trade route; (2) Douala (Cameroon) to N’Djamena by road; (3) Point Noire (Congo) to Brazzaville (Congo) by rail, then by river Oubangui to Bangui (CAR), and then by road to N’djamena (less frequently used than the other corridors); and, (4) Point Harcourt (Nigeria) by road, which passes briefly through Cameroon. However, goods considered to be sensitive (i.e. wheat, rice, maize, wines, vegetables, oils, etc.) do not use this last route, as the Cameroon border crossing presents addition difficulties and time delays. Given that Chad is almost completely dependent on the Douala – N’Djamena corridor, and that all but 17 km of this route fall in Cameroon territory, Chad’s trade is deeply impacted by Cameroon’s infrastructure and border facilities, both of which are inadequate. BASIC INFORMATION HDI Rank: 166 GDP per capita 2000 (PPP$): $871 Exports per capita 2000 (current USD): $30 Distance to port: 1,669km Transport cost ratio (1994): 0.51 Neighbors: Central African Republic, Cameroon, Libya, Niger, Nigeria, Sudan Primary transit neighbors: Cameroon, Central African Republic, Nigeria Main trading partners: Imports: United States (40%), France (27%) Exports: Portugal (28%), Germany (15%) Primary Exports (2001): Livestock (40%) Cotton (37%) Domestic Roads: poor Transit Country Roads: poor Domestic Rails: Transit Country Rails: none fair Transit Country Ports: poor Neighboring Civil Conflict: moderate Relations w/ Neighbors: good - 59 -
TRANSPORT INFRASTRUCTURE Road While the roads of Chad’s neighbors are in poor to fair condition, with extensive delays during the wet season, Chad’s internal road network, both primary and rural 22 , is even worse. In fact, much of Chad’s primary road network is not passable for several months of the year. The failure of the rural roads to reach the aforementioned agricultural enclaves has been a major detriment to poverty eradication. For example, the Salamat region in southeast Chad, considered to be the breadbasket of the country, is unreachable to larger vehicles for almost half the year. Rail Compounding the difficulties of its poor road system, Chad does not have a rail system. It does, however, depend heavily on the Cameroonian railway from Douala to Ngaoundere, which is considered to be relatively good and is currently operating at under-capacity. Improvements in the rail system are also planned with the construction of the new Chad- Cameroon pipeline (ExxonMobil 2002). Ports and Waterways While the port of Douala has facilities for general cargo, container terminals, and specialized berths for minerals and fruit, it suffers from extensive delays and limitations to larger vessels. Port and customs clearance can take as many as 30 days (Evlo 1995). River transport is also severely limited by the climatic variability. The Oubangui river, a central component of the Point Noire transport route, for example, is normally impassable between February and May. Pipelines A 1,500km pipeline is under construction to transport up to 250,000 barrels a day from Chad through Cameroon to an offshore marine terminal near Kribi (World Bank 2003). POLITICAL RELATIONS Chad has not suffered to the same extent as its neighbors from the regional turmoil of western Africa. It continues to maintain strong relations with its neighbors, with the notable exceptions of Libya and Central African Republic. It has recently signed an agreement with Sudan that provides for cooperation on issues relating to regional security, borders, and cross-border trade (CountryWatch 2002). Relations with Libya remain bitter over a disputed piece of land between the two countries known as the Aouzou strip, which is speculated to contain significant mineral resources. 22 The distinctions between primary and rural roads in Chad are quite different than those for most African countries. While primary roads normally have an average of 200-500 vehicles per day in Africa, Chad’s primary roads generally have a traffic volume of 50 vehicles a day. Similarly, while rural roads have an average of 50 vehicles a day in most of Africa, Chad’s rural roads have an average of less than 5 vehicles per day (Evlo 1995). - 60 -
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THE CHALLENGES FACING LANDLOCKED DE
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to link to global markets. In doing
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TABLE OF CONTENTS EXECUTIVE SUMMARY
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PART 1: INTRODUCTION AND BACKGROUND
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First, landlocked countries are dep
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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 and 18: the Central African Republic - Came
Page 19 and 20: 1.3 INDICATORS OF DEVELOPMENT 1.3.1
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: Relations with the eastern neighbor
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
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NEPAL Due to the Himalayan range to
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More recently, India delayed the au
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links to the railways of Argentina,
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developing the nation’s road infr
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PARAGUAY Dependent primarily on tra
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BOPS Break Bulk CAN CAR CEEAC/ECCAS
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GENERAL ADB (2002). Annual Report 2
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United Nations General Assembly (20
Page 131 and 132:
BOTSWANA CountryWatch (2003). Botsw
Page 133 and 134:
EIU (2002). Malawi Country Profile
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ZAMBIA Chikoti, V. (?). Overview of
Page 137 and 138:
AFRICA - CENTRAL AND EASTERN BURUND
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EIU (2002). Ethiopia Country Report
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Mutumba-Lule, A. (2001). 17 Firms V
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- 138 -
Page 145 and 146:
Jean-Bertin, O. (2002). Burkina Fas
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Evlo, K. (1995). Transit Transport
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ASIA - CENTRAL United Nations (1994
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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
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CAUCASUS ARMENIA Armenia Foreign Mi
Page 161 and 162:
World Bank (2000). Project Appraisa
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World Audit (2001). World Democracy
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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
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Map 1
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Table 2: Human Development - Rankin
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Table 4: Exports per Capita (2000 c
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Figure 1: Human Development Indicat
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