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Books > Business & Economics > Industry & industrial studies > Transport industries
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Africa's Transport Infrastructure - Mainstreaming Maintenance and Management (Paperback, New)
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Africa's Transport Infrastructure - Mainstreaming Maintenance and Management (Paperback, New)
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This book presents and analyzes the results of a comprehensive
collection of data on the extent and condition of transport
infrastructure in Sub-Saharan Africa, identifies the reasons for
poor performance, and estimates future financing needs. The
transport facilities of Sub-Saharan Africa were built primarily for
the colonial exploitation of mineral and agricultural resources.
The chief goal of road and rail networks was to link mines,
plantations, and other sites for the exploitation and
transformation on natural resources to ports, rather than to
provide general connectivity within the region. The road network of
1.75 million kilometers exhibits a low density with respect to
population. Its average spatial density is very low by world
standards. The network carries low average traffic levels. Even so,
because most African countries have a low GDP, the fiscal burden of
the network is the highest among world regions, maintenance is
underfinanced, and road conditions are on average poor, while road
accident rates are very high. Attempts to improve the financing of
maintenance through second generation road funds have met with some
success, but there remain serious weaknesses in implementation.
Road freight transport is fragmented, but cartelized, with high
rates and high profits. Railways were also built mainly as for the
exportation of minerals and crops. With the exception of two or
three very specialized bulk mineral lines, the traffic volumes are
low, and the railways have been in financial decline since the
1960s. Concessioning of the lines to private operators has improved
performance, but governments often impose unachievable requirements
on the companies, and investment remains inadequate for long-term
sustainability. Most of the 260 airports that provide year-round
commercial service in Sub-Saharan Africa have adequate runway
capacity, though some of the larger airports suffer from a shortage
of terminal capacity. More than a quarter of the runways are in
marginal or poor condition, and air traffic control and navigation
facilities are below international standards. Though airport
charges are high, few airports are truly financially sustainable.
Three national carriers are quite successful, but most are small
and barely sustainable. Protection persists in the domestic and
intercontinental markets, but the international market in the
region has been effectively liberalized. The safety record is poor.
Most ports are small by international standards. Many are still
publicly owned and suffer from inadequate equipment and poor
productivity. Only a few highly specialized ports, including
private ports integrated with the extraction companies, meet the
highest international standards Costs and charges are high. But
there is a trend toward concessioning of facilities to large groups
specializing in international container terminals and port
operations. Fortunately the shipping market is now deregulated.
Urban transport suffers from some infrastructure deficiencies,
particularly in the condition of urban roads. But the main problems
of the sector are associated with the fragmented and poorly
regulated nature of most urban bus markets. Finance for large buses
is very difficult to obtain. In all modes the situation is made
worse by failures of governance in both the provision and
regulation of infrastructure. The overall deficit in financing for
infrastructure is estimated using a model based on the application
of hypothesized standards of connectivity for all modal networks
and facilities. Once the amount of infrastructure needed to meet
those standards was calculated, these requirements were compared
with existing stocks and the costs of making the transition over a
ten-year period were calculated. A base scenario used standards
similar to those pertaining in developed regions, while a pragmatic
scenario applied lower standards. In a separate exercise, the
actual average expenditures on transport infrastructure from all
sources were researched. This allowed the funding gap to be deduced
by subtraction. The results showed that, excluding official
development assistance, no country spent enough to meet the base
standard, and that even with aid there remained substantial
deficits in maintenance funding in many countries, with the worst
situations found in the low-income, politically fragile group of
countries."
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