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While the International Court of Justice ruled in 1994 that the territory belongs to Chad, tensions have remained high amidst accusations that Libya has been supporting rebel groups in the north of Chad. Chad’s relations with CAR have seen a rapid deterioration stemming from accusations by CAR officials that the Chadian government supported the 2002 attack against its capital, Bangui. The CAR government has also accused Chad of trying to annex the northern part of CAR because of its oil resource (EIU Country Report). The Chadian government, meanwhile, accuses the CAR of supporting Chadian rebel groups. Chad also involved itself in the recent conflict in the Democratic Republic of Congo by sending 1,000 troops to assist President Laurent Kabila’s forces. Chad is a member of the Communauté économique et monétaire de l’Afrique centrale (CEMAC), and the Franc Zone. While CEMAC’s stated objective is the regional integration of the central African countries 23 , implementation has lagged behind its sister organization UEMOA due to regional instability and resistance from Gabon and Equatorial Guinea. 23 CEMAC countries include Chad, Congo, Cameroon, Gabon, the Central African Republic, and Equatorial Guinea - 61 -
MALI Upon declaring independence in 1960, and thereby ending the Federation of Mali (which had included Senegal), Mali lost its coastline and direct access to the sea. Since then, an unstable border and civil conflicts in neighboring countries have posed significant barriers to trade and caused considerable damage to the Malian economy. This damage has been particularly acute given the importance of transit trade for the Malian economy. Mali not only depends more heavily on export trade than any other landlocked country of West Africa, but also since it has no domestic manufacturing sector, it must import nearly all of its consumer products and energy supply (i.e. oil). While Mali has seven neighbors, only two of them offer effective transit routes – Senegal and Côte d’Ivoire. Unfortunately even these routes provide poor access to the coast: The road network from Bamako to Abidjan (Côte d’Ivoire) has been hampered by civil unrest, and the rail system from Bamako to Dakar (Senegal), is marred by poor infrastructure. There is also a third possible route through Burkina Faso to Lomé (Togo), which plays a very minor role due to the difficulty of transit through Burkina Faso (Evlo 1995). Trade through other neighbors is hindered by poor infrastructure levels (Guinea), the physical barrier of the Sahara (Algeria, Mauritania), or further landlockedness (Burkina Faso, Niger). Coupled with this is the high concentration of civil war in its neighbors: each of Mali’s coastal neighbors has been involved in violent civil conflict in the last decade, often rendering transit routes impassable. BASIC INFORMATION HDI Rank: 164 GDP per capita 2000 (PPP$): $797 Exports per capita 2000 (current USD): $53 Distance to port: 1,225km Transport cost ratio (1997): 0.35 Neighbors: Algeria, Burkina Faso, Côte d’Ivoire , Guinea, Mauritania, Niger, Senegal Primary transit neighbor(s): Côte d’Ivoire , Senegal Main trading partners: Imports: Côte d’Ivoire (16%) France (14%) Exports: Thailand (20%) Italy (7%) Primary Exports (2000): Gold (51%) Cotton (28%) Domestic Roads: poor Transit Country Roads: fair TRANSPORT INFRASTRUCTURE Domestic Rails: Transit Country Rails: poor poor Road The primary transit road corridor for Malian trade is from Bamako to Abidjan (Côte d’Ivoire). As discussed in the Burkina Faso study, this road is in relatively good condition but suffers from cumbersome border processes and delays Transit Country Ports: good Neighboring Civil Conflict: high Relations w/ Neighbors: fair resulting from obligatory customs escorts. In addition to this, Mali’s road transport efficiency has suffered from a unique excess of vehicles, an indirect consequence of the emergency food aid delivered during the drought in the early 1980s. The excess capacity places a downward pressure on transport prices, often making the sector unprofitable, and leads to frequent overloading. Low transport prices have also discouraged investment, resulting in an ageing stock where over 95% of trailers and tankers are more than 11 years old. - 62 -
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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,
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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 and 64: Relations with the eastern neighbor
Page 65: TRANSPORT INFRASTRUCTURE Road While
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
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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
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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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