23 rd Road Governance Report UEMOA Draft

Transcription

1 2 rd Road Governance Report UEMOA Draft This report presents information on checkpoints, bribes and delays based on data from January 1 to March 1, 201. The report includes two sections: 1 The eight corridors covered by the Improved Road Transport Governance initiative (IRTG): Tema-Ouagadougou, Ouagadougou-Bamako via Heremakono, Ouagadougou- Bamako via Koury, Lomé-Ouagadougou, Dakar-Bamako, Abidjan-Ouagadougou, Abidjan-Bamako and Cotonou- Niamey. The trucks in this initiative are in roadworthy condition and the drivers and cargoes are properly documented. Survey Results for the first quarter of The four corridors covered by the USAID ATP and E-ATP projects (Agribusiness and Trade Promotion and Enhanced Agribusiness and Trade Promotion): Kantchari-Accra, Fada N Gourma-Parakou, Techiman-Kantchari, and Parakou- Niamey. Improved Road Transport Governance January 1 to March 1, 201 1

2 SECTION 1 Improved Road Transport Governance initiative results from corridors monitored by the USAID Trade Hub Summary and Recommendations Benin has moved to join the best countries in the region After two quarters of data collected on the Cotonou-Niamey corridor (Benin and Niger joined the initiative in 2012), Benin has confirmed a leadership position in regards to road governance in the region. The number of checkpoints and the lengths of delays are among the lowest in the region. Bribery, on the other hand, is about double, on average, that in Togo or Ghana. Niger has the region s second worst level of harassment of drivers Despite an issue with reliability the data suggest that the segment of the Cotonou-Niamey corridor in Niger (between the Niger-Benin border and Niamey) is plagued by harassment, almost to the level seen in Mali. Road security is the new challenge for Togolese authorities Since 2011, Togo has been the leader in the region on free movement. Authorities however report that the removal of checkpoints has had a negative impact on traffic safety. Authorities should focus on implementing measures to improve safe driving rather than return to the use of excessive checkpoints, which lead to harassment. Excellent trend in Senegal The beginning of 201 was marked by considerable efforts by authorities in Senegal, in particular on the part of the police and the gendarmerie, to reduce harassment. Harassment, as a result, has never been lower on the Bamako-Dakar corridor since Senegal joined the road governance initiative in No improvement in Côte d Ivoire since 2011 This quarter, the indicators returned to levels not seen in half a year. After some impressive improvements in 2011, the situation has remain unchanged and mediocre. A new effort, similar to that of 2011, should be undertaken to improve free movement in Côte d Ivoire, so that it attains road governance levels similar to Ghana and Togo. Increase in bribery in northern Ghana Levels of bribery in Ghana remain modest compared to its neighbors, but this is contrasted by the frequent controls that drivers are subjected to in the north of the country. A constant increase in bribes paid has been observed over the last six months, particular in northern Ghana. Despite protests by drivers, it is still difficult to move vehicles and goods in Mali A positive trend on road governance noted last quarter has unfortunately been reversed in Mali this quarter. Over the long term, no trend is clearly identifiable in Mali and it remains the worst country for the movement of vehicles and goods in the initiative. And this despite repeated strikes, particularly by Senegalese drivers. Road governance worsens in Burkina Faso Road governance indicators in Burkina Faso worsened slightly in the first quarter of 201. The last four years show a persistent status quo, particularly regarding bribes paid to customs officials. Apparently, Burkinabè authorities are ignoring the problem or that an unknown element is making any improvement impossible. Road Transport Governance Initative January 1 to March 1, 201 2

3 Figure 1: Road Governance map Road Transport Governance Initative January 1 to March 1, 201

4 Introduction The Road Governance initiative on primary trade corridors is a joint effort of the West African Economic and Monetary Union (WAEMU) further to a decision 1 of the Economic Community of West African States (ECOWAS) to establish, among others, observatories of abnormal practices in the region. This initiative started in 2005 with technical and financial assistance from the USAID West Africa Trade Hub. The objective of the Road Governance initiative is to promote good road transport governance on primary West African trade corridors. The corridors covered so far are: Tema-Ouagadougou, Ouagadougou-Bamako via Koury, Ouagadougou-Bamako via Heremakono, Lomé- Ouagadougou, Dakar-Bamako, Abidjan-Ouagadougou, Abidjan-Bamako and Cotonou-Niamey. General Trend Figure 2 below shows the trend for indicators on the eight corridors. IRTG indicators per 100 km - Regional Trend Bribes (USD) Number of checkpoints Delays (min) Q2-09 Q-09 Q4-09 Q1-10 Q2-10 Q-10 Q4-10 Q1-11 Q2-11 Q-11 Q4-11 Q1-12 Q2-12 Q-12 Q4-12 Q1-1 For the past year, the general trend in harassment on the eight corridors has remained stable. During the first quarter of 201, bribery fell by 7% while the length of delays and the number of controls increased by 1% and 5%, respectively. Togo continues to show the least harassment while Mali was, again, the worst performer among the participating countries. 1 Decision A/DEC.1/01/0 Relating to the establishment of a regional road transport and transit facilitation program in support of intra-community trade and cross-border movements, January 1 st, 200 Road Transport Governance Initative January 1 to March 1, 201 4

5 I. Checkpoints The road governance initiative differentiates between legitimate controls at borders from other controls conducted on roads that are not in accordance with UEMOA directive 15/2005/CM/UEMOA. The Cotonou-Niamey corridor had the lowest density of checkpoints 12, on average, along the 1,041 km it covers. Checkpoints are most common on the Bamako-Ouagadougou corridor, with twice the number of the Cotonou-Niamey corridor over a similar distance. Road Transport Governance Initative January 1 to March 1, 201 5

6 Figure : Checkpoints by trip, by corridor and sub-corridor Dakar Border Less than 1 control per 100 km Between 1 and 2 controls per 100 km More than 2 controls per 100 km Controls on the road except at the border Controls at the border 1 1 Bamako He re m ak on o Ko ur y Ouagadougou Niamey Abidjan Tema Lomé Coton ou Improved Road Transport Governance January 1 to March 1, 201 6

7 Table 1: Checkpoints per trip, by corridor and sub-corridor Note: In the following tables, figures have been rounded, which explains that explains the inequalities in the sums. Mali, followed by Niger, remains the countries with the most checkpoints. In Mali, as in previous quarters, all of the uniformed forces are implicated while in Niger the customs and above all the gendarmerie are responsible. Significant progress has been achieved by all uniformed services in Senegal. This quarter s data also showed a decrease in checkpoints by the gendarmerie in Benin. On the other hand, resurgence in checkpoints was revealed in Côte d Ivoire, in particular by the gendarmerie. The situation is stable in Burkina Faso, Ghana and Togo. Figure 4: Density of checkpoints by country and uniformed service Number of controls per 100 km - First Quarter 201 Others 2 Others Others 1 0 Burkina Faso Côte d'ivoire Ghana Mali Sénégal Togo Bénin Niger The ranking of the countries according to number of checkpoints remains little changed and the changes are limited to within the countries. The only exception is Senegal where checkpoints have decreased by 0% this quarter and have attained the best level since the Senegal joined the road governance initiative in Improved Road Transport Governance January 1 to March 1, 201 7

8 Figure 5: Change in the number of checkpoints per 100 km by country Number of controls per 100 km 5 Mali 4 Sénégal Côte d'ivoire 2 Burkina Faso Niger 1 Ghana Togo Bénin 0 Q2-'09 Q-'09 Q4-'09 Q1-'10 Q2-'10 Q-'10 Q4-'10 Q1-'11 Q2-'11 Q-'11 Q4-'11 Q1-'12 Q2-'12 Q-'12 Q4-'12 Q1-'1 II. Bribery This quarter the Bamako-Ouagadougou corridor remains the corridor with the highest level of bribery, a position it has held for more than a year. On the Lomé-Ouagadougou and Tema- Ouagadougou corridors, however, illicit payments are the lowest in the region. The Mali border at Koury has become the border with the highest level of bribery agents extort more than FCFA (USD 16) from drivers per trip while the Benin border at Malanville shows the lowest level of bribery in the region about 400 FCFA per trip is extorted (less than USD 1). Road Transport Governance Initative January 1 to March 1, 201 8

9 Figure 6: Bribery per trip (in FCFA) by corridor and sub-corridor Dakar Border Less than USD per 100 km Between and 6 USD per 100 km More than 6 USD per 100 km Bribes on the road except at the Bribes border at the border Bamako Abidjan H er e m ak on o Ko ur y Tema Ouagadougou Lomé Niamey Cotono u Improved Road Transport Governance January 1 to March 1, 201 9

10 Table 2: Bribery per trip (in FCFA) by corridor and sub-corridor As with checkpoints, Mali, followed by Niger, are, as was the case for the previous quarter, the worst for drivers. In Côte d Ivoire, bribery has returned to the level it reached six months ago but remains among the worst for bribery. Sénégal has improved thanks a notable decline in the bribes paid to police and gendarmes. Bribes paid to gendarmes in Benin have also decreased 2. The situation remains unchanged in Burkina Faso, Ghana and Togo. Figure 7: Density of bribes by country and by uniformed service Bribes per 100 km (USD) - First Quarter Others 6 Others Others Burkina Faso Côte d'ivoire Ghana Mali Sénégal Togo Bénin Niger Senegal has seen the greatest decrease in bribery this quarter. Côte d Ivoire has seen bribery reach the high level it was at six months ago. Ghana and Togo continue to show the best performance. 2 The low level of harassment in Benin recorded by the UEMAO/West Africa Trade Hub road governance initiative is due to the fact that each northbound transit trucks are accompanied by a military person Improved Road Transport Governance January 1 to March 1,

11 Figure 8: Change in bribery per 100 km by country Bribes per 100 km (USD) 20 Mali Côte d'ivoire 15 Sénégal 10 5 Burkina Faso Togo Niger Ghana Bénin Q Q 2009-Q Q Q Q 2010-Q Q Q Q 2011-Q Q Q Q 2012-Q4 201-Q1 III. Delays This quarter the Tema-Ouagadougou corridor has become again the corridor where delays are the longest with an average of 5-hours 0-minutes cumulative while the Cotonou-Niamey corridor has less than one hour and 0 minutes of delays. The Paga-Dakola border continues to require the longest time to cross about 2-hours and 0- minutes. The Malanville-Gaya border between Benin and Niger imposes the least delay. Road Transport Governance Initative January 1 to March 1,

12 Figure 9: Delays by trip (in minutes) by corridor and sub-corridor Border Less than 8 minutes per100 km Between 8 and 18 minutes per100 km Dakar More than 18minutes per100 km Delays on the road except at the border Delays at the border 5 Bamako H er e m ak on o Ko ur y Ouagadougou Niamey Abidjan Tema Lomé Cotono u Improved Road Transport Governance January 1 to March 1,

13 Table : Delays by trip (in minutes) by corridor and sub-corridor The survey this quarter shows a notable decrease in delays in Niger, which undoubtedly are related to measurement errors Niger has only recently joined the road governance initiative. Mali has seen delays increase and it has become again the worst performer in the region. Delays have increased and remain very high in Ghana. In Côte d Ivoire, delays worsened this quarter but remain moderate. On the other hand, delays dropped in Benin which is the country with the lowest level of delays. The situation remained unchanged in Burkina Faso, Sénégal and Togo. Figure 10: Density of delays by country and by uniformed service 0 Delays per 100 km (min) - First Quarter Others Others Note: When several uniformed services are present at the same checkpoint, the delays are divided in an equal manner among them. Others Burkina Faso Côte d'ivoire Ghana Mali Sénégal Togo Bénin Niger Improved Road Transport Governance January 1 to March 1, 201 1

14 Figure 11: Change in delays per 100 km by country Delays per 100 km (min) 5 0 Mali Niger Sénégal Côte d'ivoire Burkina Faso Ghana Togo Bénin 2009-Q Q 2009-Q Q Q Q 2010-Q Q Q Q 2011-Q Q Q Q 2012-Q4 201-Q1 Methodology, objectives and acknowledgements The indicators reported from the surveys are defined as follows: The number of controls is the average number of stops drivers experience imposed by a given uniformed service, excluding voluntary stops by drivers to eat or sleep Delays are the total time spent at a checkpoint, excluding voluntary pauses (to eat, rest, pray, etc.) Bribery refers to illegal sums taken from drivers by agents of uniformed services. Bribes taken by other actors, such as freight forwarders, are not included. National averages are calculated according to the length of each corridor Although the USAID Trade Hub and the USAID ATP/E-ATP projects report the same indicators, the methodology each project uses varies in important ways. Trucks monitored by the USAID Trade Hub haul all types of goods and are completely legal, with proper documentation for both the driver and the cargo; further, the truck itself must be roadworthy; in effect, tucks followed by the USAID Trade Hub should not be harassed at all. By comparison, trucks monitored by the ATP/E-ATP project haul specific types of goods, including perishable food staples, which correspond to the value chains studied by the project. These trucks and their cargoes are not always in conformity with applicable laws. These differences explain for example why this quarter in Burkina Faso, a truck monitored by the USAID Trade Hub paid about 2,000 FCFA per 100 km (about USD 4) while a truck monitored by ATP paid about 7,000 FCFA per 100 km (about USD 14). The UEMOA, USAID Trade Hub and USAID ATP/E-ATP teams highlight the most representative results of the surveys and key aspects of road governance in West Africa while adhering to valid statistical analysis. The quarterly report aims to raise awareness among policymakers and leaders at the highest levels of the public and private sectors and in civil society in order to increase trade in a sustainable and profitable manner. This report presents results based on questionnaires collected from January 1 and March 1, 201. The road governance initiative expresses its gratitude to all of the stakeholders who contributed to the production of the report: the truck drivers who completed survey forms, transporters and unions, the focal points and national coordinators, the media and civil society organizations. Road Transport Governance Initative January 1 to March 1,

15 ANNEXE 1: Source data, January 1, March 1, 201 Note: The currency used in this analysis is the Franc CFA (XOF). In the first quarter of 201, 1 GHS was equivalent to 260 XOF. In the fourth quarter of 2012, 1 GHS was equivalent to 268 XOF and in the first quarter of 2012 to 29 XOF. Road Transport Governance Initative January 1 to March 1,

16 SECTION 2 Road governance practices on corridors monitored by the USAID ATP and E-ATP projects Figure 12: Road governance map Road Transport Governance Initative January 1 to March 1,

17 Introduction The USAID Agribusiness and Trade Promotion (ATP) and Expanded Agribusiness and Trade Promotion (E-ATP) projects aim to increase the value and volume of intra-regional agricultural trade, in order to attain the targeted 6% growth set by the Comprehensive African Agricultural Development Program (CAADP) of the New Partnership for Africa s Development (NEPAD). The two projects similarly contribute to the ECOWAS Common Agricultural Policy (ECOWAP) and the UEMOA Agricultural Policy (PAU) and its federated regional programs. Since the beginning of 2012, the focus is on four value chains (maize, livestock/meat, millet/sorghum, and rice) along the transport corridors linking production zones to consumer markets in West Africa. USAID ATP and E-ATP projects conduct surveys on road harassment on two of the four value chains and on the onion/shallots value chain (see table below). The initiative targets the following corridors: Value chains Corridor Distance Onion/shallots Kantchari (Burkina Faso) Accra (Ghana) 1 16 km Livestock/Meat Fada N Gourma (Burkina Faso) Parakou (Bénin) 469 km Maize Techiman (Ghana) Kantchari (Burkina Faso) 976 km Parakou (Bénin) - Niamey (Niger) 605 km The movement of these agricultural goods along West African corridors remains difficult due to numerous checkpoints, high levels of bribery and long delays. The extent of the road governance problems on the corridors is stupefying. The consequences severely harm the national and regional economies. Summary Figure 1 below shows the change in indicators on the four quarters Bribes (USD) Number of controls 2.8 ATP/E-ATP indicators per 100 km - Regional trends Corridors du riz et du mil/sorgho ajoutés Delays (min) Corridor du riz supprimé Second corridor du maïs ajouté Q4-09 Q1-10 Q2-10 Q-10 Q4-10 Q1-11 Q2-11 Q-11 Q4-11 Q1-12 Q2-12 Q-12 Q4-12 Q1-1 Road Transport Governance Initative January 1 to March 1,

18 This quarter, the road governance is characterized by the lack of data on rice corridor (Bama- Koutiala) as was the case in the previous quarter. This is due to a decision by Burkinabe authorities to suspend temporarily export of rice following a bad harvest. In addition, the political unrest in Mali affected data collection. Finally a new maize corridor has been added to the studies since the third quarter that is Parakou-Niamey corridor. This quarter, there has been a slight increase in bribes and delays out of the three corridors monitored. This is mainly due to the increase in harassments in Benin. I. Checkpoints The number of checkpoints dropped on all of the corridors except the maize corridor (Parakou- Niamey). This decline started two quarters ago on the livestock corridor and about one year ago on the maize corridor of Techiman-Kantchari. The new Parakou-Niamey maize corridor has about the same number of checkpoints as the Techiman-Kantchari maize corridor despite that the latter is much longer (71 km longer, to be precise). Figure 14: Checkpoints by trip and by corridor 25 Number of controls per trip - 1st Quarter Niger Ghana Burkina Faso - Onion Livestock Maize 1 Maize 2 The low level of harassment in Benin recorded by the UEMAO/West Africa Trade Hub road governance initiative is due to the fact that each northbound transit trucks are accompanied by a military person. Road Transport Governance Initative January 1 to March 1,

19 Figure 15: Density of checkpoints by country and by uniformed service Number of controls per 100 km - 1st Quarter 201 Others Others Others Customs Customs Customs Customs Benin Burkina Faso Ghana Niger Customs Others Total Benin 0,6 0,7 0,4 0, 2,1 Burkina Faso 0,5 0,5 0, 0,2 1,5 Ghana 1,1 0,5 0,0 0, 1,9 Niger 0,5 1,6 0,8 0,0 2,8 Weighted Average 0,7 0,7 0,2 0,2 1,9 This quarter, Niger had the highest density of checkpoints per 100 km followed by Benin, Ghana and Burkina Faso (best performer). officers are now the agents that stop most drivers followed by customs agents. Figure 16: Trend in checkpoints per 100 km by corridor Number of controls per 100 km 6 Rice 5 4 Onion Livestock Maize 1 Millet-Sorghum Maize Q4-09 Q1-10 Q2-10 Q-10 Q4-10 Q1-11 Q2-11 Q-11 Q4-11 Q1-12 Q2-12 Q-12 Q4-12 Q1-1 Road Transport Governance Initative January 1 to March 1,

20 Onion Livestock Maize 1 Maize 2 Average T1-12 T2-12 T-12 T4-12 T1-1 2, 2, 2, 1,8 1,2 2,8 2,8 2,2 2, 2,1,0 2,8 2,7 2,5 1,2 4,6 4,5 2,8 2,9 2,5,0 2,8 1,8 Overall the average number of checkpoints per 100 km on all corridors has dropped. II. Bribery Bribery has dropped on the livestock and onion corridors this quarter but has risen on the maize corridors of Techiman-Kantchari and Parakou-Niamey. On this last corridor, bribery is twice as that seen on the livestock corridor, six times higher than that seen on the onion corridor and 12 times higher than that observed on the maize corridor of Techiman-Kantchari. The situation is alarming on the Benin-Niger corridor (Parakou-Niamey). Figure 17: Bribery by trip and by corridor Bribes per trip (USD) - 1st Quarter Niger Ghana Benin Burkina Faso 0 Onion Livestoc Maize 1 Maize 2 Niger remains at the top of the group for bribery. The best performer continues to be Ghana. In all of the countries considered, except Benin, the customs services are the most implicated in extorting illicit payments from drivers. Road Transport Governance Initative January 1 to March 1,

21 Figure 18: Density of bribery by country and by uniformed service Bribes per 100 km (USD) -1st Quarter Customs Customs Customs Benin Burkina Faso Ghana Niger Figure 19: Trend in bribery per 100 km by corridor Customs Others Total Benin USD Burkina Faso USD Ghana USD Niger USD Weighted Average USD Bribes per 100 km (USD) Livestock Rice Maize Millet-Sorghum Onion Maize 1 Q4-09 Q1-10 Q2-10 Q-10 Q4-10 Q1-11 Q2-11 Q-11 Q4-11 Q1-12 Q2-12 Q-12 Q4-1 Q1-1 Q1-12 Q2-12 Q-12 Q4-1 Q1-1 Onion Livestock Maize Maize Average Road Transport Governance Initative January 1 to March 1,

22 III. Delays Delays are generally very short on corridors monitored by the ATP project compared to those monitored by the Trade Hub because bribes are often paid in advance by traders moving agricultural commodities on trucks. That is, an expediter travels ahead of trucks carrying agricultural commodities, pays the bribes and, as soon as the trucks arrive, the barrier is lifted. Consequently, at some barriers the delay is as little as one minute, particularly on the livestock corridor and the new maize corridor of Parakou-Niamey, where bribes paid are very high (see figure below). Still delays increased substantially this quarter on all corridors except for the onion corridor. The longest delays are, nevertheless, on the onion corridor (8 minutes per 100 km) while the shortest delays occur on the livestock corridor (5 minutes per 100 km). Onion traders experience the greatest delays because they often object to paying bribes. Figure 20: Delays per trip and by corridor 120 Delays per trip (min) - 1st Quarter Niger Ghana Benin 20 - Onion Livestock Maize 1 Maize 2 Road Transport Governance Initative January 1 to March 1,

23 Figure 21: Trend in delays per 100 km by corridor Q1-12 Q2-12 Q-12 Q4-12 Q1-1 Onion 9,5 8,5 8,1 9,4 7,8 Livestock 4,2 7,1 2,6 2,7 5,2 Maize 1,0 6,9 1,4 1, 6,9 Maize 2 2,6 6,6 10,0 Average 5,0 7,,7 5,0 7,5 Conclusion Despite local improvements, it is apparent that much work remains to be done, in particular on the Parakou-Niamey maize corridor, which only became part of the initiative three quarters ago. Road Transport Governance Initative January 1 to March 1, 201 2

24 Corridor / Country Quarter Burkina Faso Ghana Kantchari-Accra Burkina Faso Benin Fada - Parakou Ghana Burkina Faso Techiman-Kantchari Benin Niger Parakou-Niamey Number of trips Distance in km Average number of controls per trip by service Average bribes in F CFA per trip by service Customs Others Ratio per 100 km Q Q Q Q Q Q Q ### 8 Q Q ### 11 Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Ratio per 100 km Total Customs Others Total Total Delays per trip (min) Q Q Q Q Q Note: Currency used is CFA Franc. For the first quarter 201 exchange rate was 260 CFA for 1 GH, for the fourth quarter 2012, 268 CFA for 1 GH, and for the first quarter 2012, 29 CFA for 1 GH. Ratio per 100 km ANNEXE 2: Source Data, January 1 to March 1, 201 Improved Road Transport Governance January 1 to March 1,

25 NOTES Road Transport Governance Initative January 1 to March 1,

26 Road Transport Governance Initative January 1 to March 1,

27 Road Transport Governance Initative January 1 to March 1,