Embed Size (px)
Citation preview
TRENDS IN TRANSPORT AND LOGISTICS ON THE TEMA-OUAGADOUGOU-BAMAKO CORRIDOR
West Africa Trade Hub Technical Report #51
May 2013
TRENDS IN TRANSPORT AND LOGISTICS ON THE TEMA-OUAGADOUGOU-BAMAKO CORRIDOR
West Africa Trade Hub Technical Report No. 51
May 2013
This publication was prepared for review by the United States Agency for International
Development. Afua Eshun prepared this report under the direction of Niels Rasmussen, Transport
Director at the USAID West Africa Trade Hub.
For more copies of this report please contact [email protected]
DISCLAIMER: THE AUTHORS’ VIEWS EXPRESSED IN THIS REPORT DO NOT NECESSARILY
REFLECT THOSE OF THE UNITED STATES AGENCY FOR INTERNATIONAL DEVELOPMENT OR OTHER AGENCIES OF THE UNITED STATES GOVERNMENT.
3
TABLE OF CONTENTS
TABLE OF CONTENTS ........................................................................................................................................... 3
LIST OF FIGURES .................................................................................................................................................... 5
LIST OF TABLES ...................................................................................................................................................... 5
ACRONYMS AND ABBREVIATIONS ................................................................................................................... 6
EXECUTIVE SUMMARY ......................................................................................................................................... 7
INTRODUCTION ...................................................................................................................................................... 9
1. TRENDS IN REGIONAL TRAFFIC FLOWS .............................................................................................. 11
1.1. TRAFFIC THROUGH WEST AFRICAN PORTS ........................................................................................................... 11
1.2. SAHELIAN TRANSIT TRAFFIC ................................................................................................................................... 12
1.3. TRAFFIC THROUGH TEMA PORT .............................................................................................................................. 13
1.4. BURKINA INTERNATIONAL TRAFFIC ....................................................................................................................... 16
1.5. MALI INTERNATIONAL TRAFFIC .............................................................................................................................. 17
2. TRENDS ON THE TEMA – OUAGA CORRIDOR 2008-2010 .............................................................. 19
2.1. TRENDS IN COSTS, DELAYS & PROCEDURES ON THE TEMA-OUAGA CORRIDOR ............................................. 19
2.2. IMPORTS: TEMA-OUAGA CORRIDOR ....................................................................................................................... 20
2.3. EXPORTS: TEMA-OUAGA CORRIDOR. ...................................................................................................................... 23
2.4. REFORMS & CHANGES IN REGULATIONS & PROCEDURES 2008 TO 2012 ...................................................... 26
3. TEMA –BAMAKO CORRIDOR .................................................................................................................... 30
3.1 INTRODUCTION ........................................................................................................................................................... 30
3.2 IMPORTS: TEMA-BAMAKO CORRIDOR ................................................................................................................... 31
3.3 EXPORTS: TEMA–BAMAKO CORRIDOR ................................................................................................................... 34
3.4 RECOMMENDATIONS: TEMA-BAMAKO CORRIDOR ............................................................................................... 37
4. WEST AFRICA VERSUS NORTH AMERICA (2010-2012) ................................................................. 39
5. CONCLUSIONS & RECOMMENDATIONS ................................................................................................ 42
REFERENCES ......................................................................................................................................................... 49
ANNEX A: ASSUMPTIONS, EXCHANGE & INFLATION RATES .......................................................... 51
ANNEX A.1: CASE STUDY ASSUMPTIONS ......................................................................................................................... 51
ANNEX A.2: DEFINITION OF COSTS USED IN THE STUDY ............................................................................................. 52
ANNEX A.3: DEFINITION OF STANDARD TIME AND DELAYS ........................................................................................ 53
ANNEX A.4: INFLATION & EXCHANGE RATES ................................................................................................................ 53
ANNEX A.5: EU AND NORTH AMERICAN TRANSPORT PRICE INDEXES ...................................................................... 54
ANNEX B: TEMA – OUAGADOUGOU CORRIDOR (IMPORT) ............................................................ 55
ANNEX B.1: VESSEL ARRIVAL IN TEMA PORT ................................................................................................................ 55
ANNEX B.2: PROCEDURES & COSTS IN TEMA PORT (TRANSIT IMPORT TO BURKINA FASO) ................................ 56
ANNEX B.3: ROAD TRANSPORT LEG - TRANSIT IMPORT TO BURKINA, MALI & NIGER .......................................... 64
4
Annex B.3.1: Trucking Prices 2008 and 2012 – Northbound Cargo ...................................................................................................... 64
Annex B.3.2: Procedures & Costs at Paga (Ghana Border with Burkina Faso) – Transit to Burkina, Mali or Niger ........ 65
Annex B.3.3: Import Procedures & Costs at Dakola (Burkina Faso Border with Ghana) ............................................................. 66
ANNEX B.4: IMPORT PROCEDURES & COSTS AT OUAGARINTER 2008 &2012....................................................... 69
Annex B.4.1: Ouagarinter – Import Procedures and Costs in 2012 ........................................................................................................ 69
Annex B.4.2: Ouagarinter – Changes in Import Procedures and Costs from 2008 to 2012 ......................................................... 73
OUAGADOUGOU-TEMA CORRIDOR (EXPORT) ............................................................... 74 ANNEX C:
ANNEX C.1: EXPORT PROCEDURES AT OUAGARINTER (SOUTHBOUND CARGO) ...................................................... 74
ANNEX C.2: ROAD TRANSPORT LEG – BURKINA EXPORT (SOUTHBOUND CARGO) ................................................. 77
Annex C.2.1: Trucking Prices 2008 and 2012 – Burkina Export (Southbound Cargo) .................................................................. 77
Annex C.2.2: Export Procedures at Dakola (Southbound Cargo) ........................................................................................................... 78
Annex C.2.3: Transit Export Procedures at Paga, (Southbound Cargo) .............................................................................................. 80
ANNEX C.3: PROCEDURES & COSTS AT TEMA PORT (TRANSIT EXPORT) ................................................................. 82
ANNEX D: OUAGADOUGOU – BAMAKO SUB-CORRIDOR (MALI IMPORTS & EXPORT) ......... 86
PROCEDURES AND COSTS IN TEMA PORT (TRANSIT IMPORT TO MALI) ............................................. 86 ANNEX D.1:
TRUCKING PRICES – TRANSIT IMPORT TO BAMAKO ............................................................................... 87 ANNEX D.2:
MALI IMPORT THROUGH TEMA PORT (NORTH & WEST BOUND CARGO) .......................................... 88 ANNEX D.3: Faramana (Burkina Border with Mali) – Procedures for Mali Import ...................................................................... 88 Annex D.2.1:
Koury (Mali Border with Burkina) – Procedures for Mali Import ............................................................................... 89 Annex D.2.2:
Faladie (Bamako Truck Terminal) – Procedures for Mali Import .............................................................................. 90 Annex D.2.3:
MALI EXPORT THROUGH TEMA PORT (EAST & SOUTH BOUND CARGO) ............................................. 91 ANNEX D.4:Annex D.3.1: Faladie (Bamako Truck Terminal) – Procedures for Mali Export ............................................................................... 91
Annex D.3.2: Koury (Mali Border with Burkina) – Procedures for Mali Export ............................................................................... 91
Annex D.3.3: Faramana (Burkina Border with Mali) – Procedures for Mali Export ...................................................................... 92
ANNEX E: REVISION TO THE 2010 TEMA-OUAGA CORRIDOR DATA .......................................... 93
ANNEX E.1: INTRODUCTION .............................................................................................................................................. 93
ANNEX E.2: REVISION TO THE 2008 CORRIDOR COST & TIME DATA ....................................................................... 94
ANNEX E.3: REVISION TO THE 2010 NORTH AMERICAN BENCH MARKING DATA ................................................. 99
ANNEX F: TRAVEL TIME, TRUCK UTILIZATION & BORDER CROSSINGS ................................. 101
ANNEX F.1: TRUCK TRAVEL TIMES AND DELAYS ON THE TEMA-OUAGA-BAMAKO CORRIDOR ........................ 101
ANNEX F.2: TRUCK UTILIZATION TEMA-OUAGA-BAMAKO CORRIDOR .................................................................. 102
ANNEX F.3: BORDER CROSSING TIMES ........................................................................................................................ 103
ANNEX G: UEMOA & GHANA SUMMARY TRAFFIC STATISTICS 2008-2012 ............................ 105
ANNEX G.1: SUMMARY .................................................................................................................................................... 105
ANNEX G.2: PORT TRAFFIC (COTONOU, LOMÉ, TEMA, ABIDJAN, DAKAR) ............................................................. 106
ANNEX G.3: LANDLOCKED COUNTRY TRAFFIC (NIGER, BURKINA FASO, MALI) .................................................. 111
ANNEX H: RECOMMENDATIONS FROM ROAD GOVERNANCE EVENTS ..................................... 116
5
LIST OF FIGURES
Figure 1: Map of the Lomé-Ouaga and Tema-Ouaga-Bamako Corridors .................................................. 9
Figure 2: Map of West African ports ...................................................................................................................... 11
Figure 3: West African port traffic .......................................................................................................................... 11
Figure 4: Sahelian transit traffic .............................................................................................................................. 12
Figure 5: Tema port throughput 2008-2012 (1,000 tonnes) ...................................................................... 13
Figure 6: Tema Port throughput (tonnes) versus time at anchor and berth (days) .......................... 14
Figure 7: Tema Port – Number of vessels versus total throughput (tonnes) ....................................... 14
Figure 8: Tema port transit (import & export) traffic by country (1,000 tonnes) ............................. 14
Figure 9: Cotonou port transit traffic (1,000t) .................................................................................................. 15
Figure 10: Dakar port transit traffic (1,000t) .................................................................................................... 15
Figure 11: Lomé port transit traffic (1,000t) ..................................................................................................... 16
Figure 12: Abidjan port transit traffic (1,000t) ................................................................................................. 16
Figure 13: Burkina overseas import (1,000t) .................................................................................................... 17
Figure 14: Burkina overseas export (1,000t) .................................................................................................... 17
Figure 15: Mali overseas import (1,000t) ........................................................................................................... 18
Figure 16: Mali overseas export (1,000t) ............................................................................................................ 18
Figure 17: Alternative routes Tema-Bamako .................................................................................................... 18
Figure 18: Tema-Bamako routes via Ouagadougou ........................................................................................ 35
Figure 19: 2010 WA-NA transport cost comparison revised ...................................................................... 40
Figure 20: 2012 WA-NA transport cost comparison ...................................................................................... 40
LIST OF TABLES
Table 1: Trade Hub corridor reports – data collection & publishing years ........................................... 10
Table 2: Burkinabé traffic (1,000t) ........................................................................................................................ 16
Table 3: Import – One 20’ container (TEU), door-to-door to Ouagadougou ......................................... 21
Table 4: Import – One 20’ container (TEU), break-bulk to Ouagadougou ............................................. 23
Table 5: Export – One 20’ container (TEU), door-to-door from Ouagadougou ................................... 24
Table 6: Export – One 20’ container (TEU), break-bulk from Ouagadougou ........................................ 25
Table 7: Distance to Bamako from the sea & traffic through various ports 2008 - 2012: .............. 30
Table 8: Import – One 20’ container (TEU), door-to-door to Bamako .................................................... 32
Table 9: Import – One 20’ container (TEU), break-bulk to Bamako ......................................................... 33
Table 10: Export – One 20’ container (TEU), break-bulk from Bamako ................................................. 34
Table 11: West Africa and USA Transit Time and Cost Comparison 2012/2010 ............................... 40
Table 12: Improve West Africa Transport & Logistics - Issues and opportunities ............................ 43
6
ACRONYMS AND ABBREVIATIONS
ASYCUDA Automated Systems for Customs Data
CMC Conseil Malien de Chargeurs
CEPS Customs Excise and Preventive Services ( Ghana)
CMTR Conseil Malien des Transporteurs Routiers
CFA Communauté financière d’Afrique
CIF Cost, Insurance & Freight
ECOWAS Economic Community of West African States
EMAGHA Entrepôts Malien au Ghana
EU European Union
GCNet Ghana Community Network Services Limited
GHS Ghana Cedis
GPHA Ghana Ports and Harbours Authority
GSA Ghana Shippers Authority
IRTG Improved Road Transport Governance (OPA in French)
ISRT Convention A/P.4/5/82 relating to Inter-State Road Transit of Goods (ECOWAS)
IST Convention A/P.2/5/82 relating to Inter-State Road Transportation of Goods
JAPTU Joint Association of Port Transport Unions
OPA Observatoire des pratiques anormales
OTRAF Organisation de transporteurs routiers du Faso
MPS Meridian Port Services
NA North America
PMD Passage magasin douane
SDV SCAC – Delmas - Vieljeux
TBL Through bill of lading
TEU Twenty-foot equivalent unit
UEMOA Union Economique et Monétaire Ouest Africaine
USAID United States Agency for International Development
USD United States Dollars
WA West Africa
XOF CFA franc, the common currency in UEMOA countries
7
EXECUTIVE SUMMARY
This Report shows that Transport & Logistics efficiencies on the Tema-Ouagadougou corridor have
improved considerably during the period 2008 – 2012.
Transport and logistics costs on the corridor have gone down by 9%, while reported bribes have
fallen by a phenomenal 50%. Processing times for import transit cargo along the corridor have also
improved by about 15%, and overall transit time by 4% - this in spite of the fact that rising port
traffic has caused new delays. For example, increased port congestion has resulted in container
vessels spending longer time waiting at anchor before berthing. At the same time, container vessels
calling at Tema are getting larger, with the result that they spend longer time at berth.
The improvements in West Africa contrast with the fact that the cost of moving a 20’ container from
the port of Newark to Chicago – a distance slightly longer than Tema to Ouagadougou – has
increased by 50% since 2010, as reported by Maersk1.
This report is the third in a series of corridor studies prepared by the Trade Hub. The first report
studied transport and logistics costs on the Tema-Ouaga corridor. Data for that report was collected
in 2008, and the report itself was published in 2010. The second report, published in 2012, looked at
the Lomé -Ouagadougou corridor. The current report, the third in the series, documents the
developments and trends we have observed on the Tema-Ouaga corridor between 2008 and 2012.
The study also includes detailed descriptions of procedures, costs and delays on the Tema-Bamako
corridor as a benchmark for future trend analysis.
The first section of the report reviews traffic flows in the sub-region (UEMOA countries and Ghana).
Traffic flows are an indicator of economic growth. The more growth, the more trade - and the more
trade, the more goods are transported. Traffic flows are also an indicator of the relative importance
of ports and corridors.
While port traffic2 has increased by about 12% this growth is unevenly distributed among the ports
and corridors. The Ports of Cotonou, Lomé and Abidjan had relatively stagnant traffic flows with
growth limited to about 5%, whereas traffic through Dakar port grew by 19% and Tema experienced
an increase in traffic of 31%.
Abidjan is the most important port in the area, handling almost a third of total traffic, followed by
Tema and Dakar each with about 20% of total traffic, and Cotonou and Lomé each with around 13%
of total traffic.
Transit traffic with the landlocked Sahel countries represent about 12% of total traffic. Cotonou
handles on average about 40% of this traffic. In 2008 the other four ports handled about 15% of total
transit traffic each, but by 2012 Lomé, Abidjan and Dakar all saw their share of transit traffic grow to
about 20% each while Tema saw its share decrease to only 7%. This may be related to the stricter
implementation of axle load regulations in Ghana than elsewhere.
1 Data for the North American case was obtained from Maersk
2 As reported by Cotonou, Lome, Tema, Abidjan and Dakar ports, the 5 largest ports in the area covered by the study, i.e.
UEMOA countries plus Ghana.
8
Traffic in West Africa is very unbalanced, with exports representing less than 30% of total traffic. This
is even more pronounced for the landlocked Sahel countries, where exports represent only 5% of
total international traffic.
Section 2 reviews developments on the Tema-Ouaga corridor from 2008 to 2012 and, as mentioned
above, reflects important improvements in transport and logistics efficiencies. It is also noted that
using containers on the Tema-Ouaga corridor is faster and cheaper than transporting goods as
break-bulk. Still, the most common handling mode on the corridor remains transporting goods as
break-bulk. Some of the reasons for this include the high deposit for the container required by
shipping lines, and the short turnaround time allowed before demurrage charges apply. The report
also notes that the relative low transport costs for export first observed in 2010 continues, although
it is considerably more expensive to export containerized goods than goods handled as break-bulk.
This is because containers for export can only be obtained from a shipping line, and their services are
more expensive – and quite possibly of a higher quality - than what can be obtained by other service
providers.
Section 3 reports on procedures, costs and times experienced on the Tema-Bamako corridor in 2012.
As well as being of interest in its own right, this also provides a benchmark against which to evaluate
future developments and trends.
Section 4 compares transport costs and delays in West Africa (from Tema port to Ouagadougou)
with costs for a similar situation in North America (from Newark port to Chicago). This comparison
was first made in the 2010 Tema-Ouaga report, which found that transport in West Africa was about
5 times more expensive (for imports) and took 3-4 times longer, with much greater uncertainty.
Repeating the comparison in 2012, it was found that the 2010 data needed revision; the revised
comparison now shows that in 2010, transport costs in West Africa were closer to 2.5 times more
expensive, and times and delays were 2-3 times longer, still with much uncertainty in both costs and
times.
In 2012 it was found that West Africa has improved relative to North America to the extent that
costs in West Africa are now “only” 1.6 times higher than in the US, while the time relationship has
remained more or less the same, with West Africa still requiring 2-3 times longer time, and with
much greater uncertainty.
Section 5 concludes with a summary of the issues and recommendations identified and formulated
by the Trade Hub from 2008 to 2012 through its work on Road Governance and Corridor studies as
well as its work on expediting trade and promoting the implementation of the ECOWAS Trade
Liberalization Scheme. The section also includes a discussion on advocacy and means of achieving
positive change. It concludes with a plea addressed to government agencies and all other public and
private sector stakeholders, for openness and transparency with regard to data and information.
Finally, the annexes contain more detailed information on corridor procedures, costs and times in
2008 and 2012, and statistics on traffic from ports and shippers’ councils, plus other relevant
background information.
9
INTRODUCTION
Road transport is easily the most important form of transportation in West Africa, accounting for
between 80 to 90% of passenger and freight transport in the sub-region3.
Road transport in West Africa is characterized by high costs coupled with long delays and much
uncertainty due to complex and opaque procedures at ports, border crossings and inland terminals.
This results in very low levels of inter- and intra-regional trade, thereby discouraging investment,
limiting the ability of West African companies to compete in world markets, and unnecessarily
increasing the cost of goods to West African consumers.
While it is easy to see that
there are problems,
solutions can be difficult to
come by on account of the
complex nature of many of
the issues, which usually
involve numerous
stakeholders with
conflicting interests.
Moreover, and a general
lack of relevant, reliable and
timely information related
to the issues to be tackled
makes it difficult to design
effective advocacy and to
suggest more appropriate
rules and regulations.
To address the lack of
information, the Trade Hub has conducted a series of studies on transit corridors, documenting
transport and logistics costs and procedures as well as time and delays for each corridor.
Research for the Trade Hub’s first transport cost study was conducted between June-September
2008 on the Tema-Ouagadougou corridor. The study, published in 2010, showed that transport and
logistics on the corridor is characterized by high costs, long delays and much uncertainty with regard
to both costs and time. The study also found that the most important steps to reduce transport and
logistics costs, transit times, delays and uncertainty on the Tema-Ouagadougou transport corridor
include: creating a single market in the ECOWAS region; deregulating the West African trucking
market; simplifying, harmonizing and automating customs procedures; promoting the use of
containers for all transit cargo; and fighting corruption. In all, the report made 23 recommendations
which if implemented, could result in a reduction of 46% of the transport and logistics costs
encountered in West Africa for Burkinabé imports, and a reduction of 33% in the case of export.
3 “Assessing Regional Integration in Africa IV: Enhancing Inter-African Trade” , United Nations Economic Commission for
Africa, 2010
Figure 1: Map of the Lomé-Ouaga and Tema-Ouaga-Bamako Corridors
10
Subsequently, a study of the Lomé-Ouagadougou corridor was conducted between 2009 and 2010
and published in 2012. This report pointed to the fact that very few transport and logistics
inefficiencies are corridor-specific; rather, they are common to the region as a whole. Many of the
recommendations made with respect to the Tema-Ouagadougou corridor also applied to the Lomé -
Ouagadougou corridor, such as the need for transport reform and modernizing of customs
procedures. Of those few inefficiencies which were corridor-specific, the report noted problems
associated with the use of convoys for Transit cargo from Lomé port to the Togo/Burkina border (a
practice which has since been abolished), and the strict application of a bilateral cargo-sharing
agreement on transit traffic between Togo and Burkina.
This present report on the Tema-Ouaga-Bamako corridors documents changes and trends in costs,
delays and procedures on the Tema-Ouaga corridor from 2008 to 2012, and establishes a benchmark
for costs, delays and procedures on the Ouaga-Bamako sub-corridor. The report also summarizes
the recommendations for reducing barriers to trade in West Africa that have emerged from the
Trade Hub transport cost and procedure studies, from workshops and roadshows conducted by the
UEMOA/Trade Hub Road Governance initiative known as l’Observatoire des pratiques anormales
(OPA), and from the work of the Trade Hub Business Environment team.
Table 1: Trade Hub corridor reports – data collection & publishing years
Corridor report Data collected Published
Tema-Ouadougou 2008 2010
Lomé-Ouagadougou 2010 2012
Tema-Ouagadougou-Bamako 2012 2013
11
1. TRENDS IN REGIONAL TRAFFIC FLOWS
1.1. TRAFFIC THROUGH WEST AFRICAN PORTS
The main ports in West
Africa other than Nigeria
are (from east to west):
Cotonou, Lomé , Tema,
Abidjan and Dakar. These
ports are also the primary
gateways for the
landlocked countries of
Niger, Burkina Faso and
Mali.
According to port
statistics, the total traffic
handled by these ports
amounted to 60.3 million
tonnes in 2012, up only
by 12% from 53.8 million
tonnes in 2008. The most important port of the five in terms of traffic is Abidjan, with almost a third
of the total at 21.7 million tonnes in 2012. Dakar and Tema come second and third with very similar
traffic levels of 11.9 and 11.5 million tonnes respectively. Cotonou and Lomé also have very similar
traffic levels at 7.8 and 7.4 million tonnes respectively.
Imports and exports in West Africa are very unbalanced, with exports representing on average 27%
of imports, and actually falling by 8% during the reporting period. Abidjan dominates exports from
West Africa with an average of 61% of that traffic, while in all other ports, export represents on
average less than 20% of total traffic.
The situation is nuanced somewhat when
the smaller ports of Takoradi in Ghana and
San Pedro in Côte d’Ivoire are included, as
both of these ports are primarily for
export. Takoradi in 2011 handled 4.9
million tonnes of cargo of which 57% was
export, while San Pedro handled 1.2
million tonnes in 2010 of which 76% was
export.
Traffic through Cotonou, Lomé and
Abidjan ports remained fairly stagnant
between 2008 and 2012 with growth rates
between 5% and 7%, while Dakar port did
better with an increase of 19%, and traffic
Figure 2: Map of West African ports
Source: African Development Report 2010 (AfDB)
Source: Ports
-
5,000
10,000
15,000
20,000
25,000
2008 2009 2010 2011 2012
Cotonou
Lome
Tema
Abidjan
Dakar
Figure 3: West African port traffic
12
through Tema port grew the most by an impressive 32%.
The five ports differ considerably in the relative importance of transit traffic. For example, for the
port of Cotonou and Lomé, transit represents on average 50% and 35% of total traffic respectively.
For Tema and Abidjan, transit is of much less important, representing only about 5% of total traffic;
Dakar is somewhere in between, with transit representing on average 11% of total traffic. The ports
have also seen the relative importance of their transit traffic change over the period. Tema for
example has seen its transit traffic fall by 35%, while Cotonou transit traffic has remained stable and
Lomé has seen its transit traffic grow by some 43%. The real winners during the period are Abidjan
and Dakar, both of which have seen their transit traffic grow by about 125%.
1.2. SAHELIAN TRANSIT TRAFFIC
For the ports of Tema, Abidjan and Dakar, transit traffic consist almost entirely (90-100%) of traffic
destined to or coming from the Sahelian land-locked countries of Niger, Burkina Faso and Mali.
Cotonou is a gateway also for Nigeria, and thus Sahelian transit traffic represents “only” 80% of total
traffic.
However, in the case of Lomé port, only about 50% of transit traffic goes to the land-locked
countries while the other half is mostly clinker bound for Ghana.
Figure 4: Sahelian transit traffic
Source: Ports
According to data from Shippers’ Councils, the landlocked countries of Niger, Burkina Faso and Mali
registered international traffic of about 8.8 million tonnes in 2011. Based on a study of the Dakar-
Bamako corridor4 we estimate that bilateral traffic from neighboring countries approximately equals
transit traffic in volumes.
Total transit traffic has grown by about 25% over the period 2008-2011, with traffic to Niger
remaining stagnant while Burkina Faso and Mali saw growth of 32% and 12% respectively. According
to the data we have received, Mali alone represents about 50% of total transit traffic.
4 “Dakar-Bamako Corridor Cost of Transport Analysis”, Prepared for USAID Senegal by Booz Allen Hamilton (2010)
-
500
1,000
1,500
2,000
2,500
3,000
3,500
2008 2009 2010 2011 2012
Cotonou
Lome
Tema
Abidjan
Dakar
13
The imbalance between transit import and export is even more pronounced than the imbalance
between port total import and export for the region as a whole, with Sahelian transit export being
only between 5% and 7% of the Sahelian total between 2008 and 2012.
1.3. TRAFFIC THROUGH TEMA PORT
The port of Tema handles
approximately 60% of Ghana’s
import/export traffic and is an
important gateway to the
landlocked countries of Burkina
Faso, Mali and Niger. The
remaining Ghanaian traffic goes
through the port of Takoradi
which handles mainly export.
Total cargo handled by the port of
Tema reached 11.5 million tonnes
in 2012, up 32% from the 8.7
million tonnes handled in 2008.
On average, Ghana imports
constitute about 80%, Ghana
exports 15 %, and transit cargo,
import and export together about
5% of total port throughput.
Containerized Traffic
During the same period,
containerized cargo grew by about
48% in terms of numbers of containers handled (TEU). The size of the average container vessel also
increased, so that while the number of container vessel calls decreased over the period, individual
container vessels stayed longer at berth.
Source: Tema Port
Figure 5: Tema port throughput 2008-2012 (1,000 tonnes)
-
2,000
4,000
6,000
8,000
10,000
12,000
14,000
20
01
20
02
20
03
20
04
20
05
20
06
20
07
20
08
20
09
20
10
20
11
20
12
Transhipment
Transit - exp
Exports
Transit - imp
Import
14
Figure 6: Tema Port throughput (tonnes) versus time at anchor and berth (days)
Figure 7: Tema Port – Number of vessels versus total throughput (tonnes)
Source: Meridian Port Services
Tema transit traffic
The Tema port started handling transit traffic only in the late nineties. However, due mainly to the
political crisis in Côte d’Ivoire, Tema transit traffic grew rapidly to reach around 885,000 tonnes in
2004. This traffic remained at around 850,000t per year until 2008, after which it declined to
509,000 tonnes in 2009, a level at which it has remained since. In 2012, Tema transit traffic was
530,000 tonnes.
Figure 8: Tema port transit (import & export) traffic by country (1,000 tonnes)
Source: Tema Port
The most important landlocked country using Tema port for is Burkina Faso, with an average of
330,000 tonnes per year over the last ten years fluctuating between a high of 398,000 tonnes in
2007 and a low of 246,000 tonnes in 2009. In 2012 Burkinabè transit traffic at 370,000 tonnes
represented 70% of total Tema transit traffic.
0
2,000,000
4,000,000
6,000,000
8,000,000
10,000,000
12,000,000
14,000,000
0
0.5
1
1.5
2
2.5
3
3.5
4
2009 2010 2011 2012Total port throughput (MT)
Waiting time at Anchorage (days)
Time at berth (days)
0
2,000,000
4,000,000
6,000,000
8,000,000
10,000,000
12,000,000
14,000,000
0
100
200
300
400
500
600
700
2008 2009 2010 2011 2012
Total port throughput (MT)
Number of vessel calls
-
100
200
300
400
500
600
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
B. FASO
MALI
NIGER
OTHERS
15
Other landlocked countries using Tema port are Mali and Niger. Mali transit traffic has declined
steadily over the last 10 years from more than 400,000 tonnes in 2003 to around 45,000 tonnes in
2012. Transit traffic through Tema port to and from Niger has for the last 10 years fluctuated around
104,000 tonnes per year with a high of 151,000 tonnes in 2008 and a low of 46,000 tonnes in 2009
and reaching 52,000 tonnes in 20125.
The declining transit cargo volumes through Tema port is partly the result of the resurgence of the
Port of Abidjan as a strong competitor for transit traffic in the region – thanks in part to the rail link
between the port and Ouagadougou. However, stricter enforcement of axle load regulations in
Ghana since July 2009, as compared to other West African countries, may also have played a role in
this development. In the case of Mali for example, volumes through Tema decreased in 2009, even
though total volume of cargo to Mali increased in that year.
West African Ports competing with Tema
Cotonou and Tema are not really competing for the same customers, as on average 80% of
Cotonou’s transit traffic is with Niger. Dakar is even more specialized, in having basically only one
Sahelian customer, namely Mali. Dakar traffic to Mali has grown by 151% between 2008 and 2012.
Figure 9: Cotonou port transit traffic (1,000t) Figure 10: Dakar port transit traffic (1,000t)
Source: Port autonome de Cotonou Source: Port autonome de Dakar
5 These numbers are based on port statistics. It should be noted that numbers from the Shippers’ Councils do not
necessarily match those from the ports because different methods are used.
0
500
1,000
1,500
2,000
2,500
3,000
2008 2009 2010 2011 2012
Niger
Burkina Faso
Mali
Nigeria
-
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2008 2009 2010 2011 2012
Niger
Burkina Faso
Mali
Other
16
Lomé port on the other hand is a very strong competitor to Tema, as it serves the same landlocked
countries and handles about three times more transit volumes for those countries than Tema - 1.36
million tonnes in 2012.
Abidjan is also a serious competitor for Tema traffic to and from Burkina Faso and Mali, with 1,38
million tonnes of transit traffic in 2012 - almost the same amount of transit traffic for the Sahel
countries as handled by Lomé.
Figure 11: Lomé port transit traffic (1,000t) Figure 12: Abidjan port transit traffic (1,000t)
Source: Port autonome de Lomé Source: Port autonome d’Abidjan
As for Dakar, Mali is its most important customer, with about 95% of all transit traffic and 15% of
total traffic. Furthermore, this traffic has grown by no less than 150% from 2008 to 2012. The
remaining Dakar transit traffic goes to neighboring coastal countries such as Mauritania, Gambia and
Guinea Bissau
1.4. BURKINA INTERNATIONAL TRAFFIC
As mentioned above, Burkina transit traffic is very imbalanced with international export amounting
to only about 10% of total traffic over the last five years, as shown in table 2 below:
Table 2: Burkinabé traffic (1,000t)
2008 2009 2010 2011 2012
Increase 2008-2012
Burkina total 1,821 2,373 2,615 3,183 2,400 32%
Burkina total imp. 1,641 2,119 2,334 2,893 2,183 33%
Burkina total export 180 254 281 290 217 21%
Export as % of total 10% 11% 11% 9% 9%
Source: Burkina Shippers’ Council
-
100
200
300
400
500
600
700
800
900
1,000
2008 2009 2010 2011 2012
Burkina
Niger
Mali
-
100
200
300
400
500
600
700
800
900
Burkina
Mali
17
Tema is one of four ports competing for Burkinabè imports (Lomé, Tema, Abidjan and Dakar).
According to CBC data, most of Burkinabè import comes through the ports of Lomé and Abidjan
with 658,000 and 580,000 tonnes respectively in 2012, followed by Cotonou and Tema almost neck
and neck for Burkinabè import cargo with 357,000 and 370,000 tonnes respectively.
Tema’s share of Burkinabè export cargo has declined drastically over the past several years, with the
majority Burkinabè export going through Lomé during the years 2003 to 2007 and from 2008
through Abidjan, except for 2011 when Cote d’Ivoire was suffering from a sever political crisis. See
Figures 13 and 14 below.
Figure 13: Burkina overseas import (1,000t) Figure 14: Burkina overseas export (1,000t)
1.5. MALI INTERNATIONAL TRAFFIC
Statistics from the Malian Shippers Council confirms that the majority of Malian cargo transits
through the port of Senegal, while the contribution of Tema has decreased steadily over time for
imports and is now virtually non-existent for exports. The figures below show the statistics from
2008-2012 for Malian import and export:
-
200
400
600
800
1,000
1,200
1,400
COTONOU
LOME
ABIDJAN
TEMA
TAKORADI
0
50
100
150
200
250
COTONOU
LOME
ABIDJAN
TEMA
18
Figure 15: Mali overseas import (1,000t) Figure 16: Mali overseas export (1,000t)
Source: Conseil Malien de Chargeurs
Abidjan and Dakar have over the years been the preferred ports for Malian imports. Proximity and
the availability of rail from Dakar contribute to the high use of the Dakar port. Cote d’Ivoire also
performs consistently, an exception being in 2008 at the height of a political crisis in that country.
Alternative routes from Tema to Bamako
One important reason for the uncompetitive nature of the Tema-Bamako corridor is its length. It has
been estimated that developing the road through Wa, Hamile (on the Ghana border with Burkina
Faso) via Bobo Dioulasso to Bamako would reduce the distance to Bamako by some 150 kilometers,
making the Tema-Bamako corridor more competitive. An even shorter route suggested by
distancesfrom.com is through Bondoukou and Ferkessedougou in Cote d’Ivoire, which would shorten
the trip by almost 300 km. However the existing road via Hamile was in poor condition at the time of
writing this report and we do not know the condition of the route through Côte d’Ivoire.
Figure 17: Alternative routes Tema-Bamako
Source: http://www.distancesfrom.com
-
500
1,000
1,500
2,000
2,500
2008 2009 2010 2011 2012
Cotonou Lome Tema Abidjan
Conakry Dakar Noukchott
0
20
40
60
80
100
120
140
160
180
2008 2009 2010 2011 2012
Cotonou Lome Tema
Abidjan Conakry Dakar
Nouakchott
19
2. TRENDS ON THE TEMA – OUAGA CORRIDOR 2008-2010
2.1. TRENDS IN COSTS, DELAYS & PROCEDURES ON THE TEMA-OUAGA CORRIDOR
The Tema-Ouagadougou transport and logistics cost study published in 2010 had its genesis in 2005,
when USAID was asked by UEMOA to support an “Observatory to identify Bad Practices”6
(l’Observatoire des pratiques anormales - OPA). USAID accepted the request and gave the Trade Hub
the mandate to implement the program. The Trade Hub thus became involved in a joint ECOWAS-
UEMOA initiative to reduce the number of fixed checkpoints on transit corridors in West Africa and
eliminate the bribes and delays incurred by the drivers as a result of these checkpoints. The Road
Governance program aims to reduce the number of fixed checkpoints along the transport corridors
in West Africa and the delays and corruption they entail, and which negatively affect West Africa’s
competitiveness in world markets and unnecessarily increase cost to consumers at home.
UEMOA and the Trade Hub hoped that eliminating road blocks would resolve transport problems in
West Africa. However, the work raised the question as to whether hurdles other than road blocks
also significantly impact the efficiency of transport in West Africa. To answer this question, the Trade
Hub initiated in mid-2008 a study of the Tema-Ouagadougou corridor documenting all procedures,
costs and delays traders experience while importing to, or exporting from, Burkina Faso through the
Ghanaian port of Tema. For import that meant procedures, costs and delays from the moment a
vessel arrive at anchor in the Port of Tema until the goods is cleared for consumption in
Ouagadougou. For export it meant procedures, costs and delays from the moment the goods is
presented to customs for export clearance in Ouagadougou until it is loaded on a vessel in Tema
port.
The Trade Hub collected official fees and tariffs for various transactions and confirmed, through a
series of interviews and focus group sessions, stakeholders’ perception of average values for formal
costs such as official fees and legitimate charges, and of informal costs, i.e. bribes and illicit
“facilitation” payments, as well as the time and delays taken for the various procedures. The team
collected data on each of these cost categories for different import and export commodities and
handling modes, selecting the most representative responses and standardizing the units of analysis
to Twenty-foot Equivalent Unit containers (TEU) and metric tonnes (t).
It should be noted that at each node in the transport chain goods is subject to both “processing
time” and “dwell time”. Processing time is the time it takes to complete a procedure, which almost
always involves involuntary delays of various kinds. Dwell time is the total time the goods spends at
the node and include voluntary delays. For example, some importers may choose to keep their
goods in the port because storage there is cheaper than elsewhere. Processing time is a measure of
how fast goods can move through the transport and logistics chain, whereas dwell time is the time
the goods actually remains in a place such as a port, border crossing or inland terminal, including
voluntary delays. Processing time and dwell time can differ quite radically. Processing time is
important for measuring improvements in procedures and handling methods, while dwell time is
important to evaluate congestion in port, terminals and at border crossings. The Trade Hub studies
report on processing times and do not include dwell time.
6 ECOWAS Decision A/DEC/13/01/03
20
The study found that delays and bribes at road barriers - although a serious and highly visible blight
on society - are only a small part of the total bribes and delays suffered by traders and transporters
on the Tema–Ouagadougou corridor. For example, bribes paid by drivers at road barriers amounted
to less than 15% of the total amount of bribes incurred by traders, either directly or indirectly, when
importing goods to Burkina Faso through the port of Tema.
The study also showed that issues such as inappropriate or poorly-implemented regulations and
hurdles of many kinds in ports, at border crossings and at the inland terminals have a greater impact
than the issue of checkpoints on the efficiency of West Africa’s international and regional trade and
its ability to compete in world markets.
In 2012, costs and procedures on the Tema-Ouaga corridor were updated using mainly the same
methodology as the one used in the first Tema-Ouagadougou Corridor study. The purpose was to
document the current situation and record changes in costs, procedures and cargo processing times
and delays that had occurred during the 2008-2012 period. The one major change in methodology
we did introduce was in regard to time and delays for the road transport leg. In 2008 these numbers
were arrived at through stakeholder interviews. In 2012 we decided to use the data provided
directly by truck drivers through the Road Governance initiative for both the 2008 and the 2012
scenarios. Thus in the following tables the standard time for the trucking leg is the average total
travel time reported by drivers while “delays” is defined as the standard deviation of the travel time
distribution. We believe travel times reported by drivers to be more accurate than perception data
from stakeholders although in the future we hope to verify this with GPS data from transporters. For
more information on this, see Annex F.
In order to standardize the scenarios for future trend analysis, and to correct some definitions and a
few errors that we found in the 2010 Tema-Ouaga corridor report, we revised the original 2008 costs
and delays data. For example in the original report we considered 8 different case studies for import
and 8 for export with different combinations of products, weights and values for each scenario.
In the current study we are considering only 2 scenarios for import and 2 for export, namely:
- Import: A cargo of cooking oil with a weight of 22 tonnes and value of USD 22,000
transported (a) in a container door-to-door or (b) transported as breakbulk to and from
Burkina; and
- Export: A cargo of shea nuts with a weight of 17 tonnes and a value of USD 8,500
transported (a) in a container door-to-door or (b) transported as breakbulk to Tema where it
is stuffed into a container for onward transport to its ultimate destination.
This required re-calculating the original numbers (collected in 2008). These revisions are explained in
detail in Annex E.
2.2. IMPORTS: TEMA-OUAGA CORRIDOR
The performance of the Tema-Ouagadougou corridor in USD with 2008 (revised) and 2012 data is
summarized in the tables below for the scenarios explained above:
21
Table 3: Import – One 20’ container (TEU), door-to-door to Ouagadougou
PORT
2008 (revised) 2012
Total costs (Informal
costs in
bracket)
(USD)
Standard & total time (including
delays)
(days)
Total costs (Informal
costs in
bracket)
(USD)
Standard & total time (including
delays)
(days)
Anchorage and Berthing n/a 0.9-2.6 n/a 1.7-5.6
Port, transit yard, customs and forwarding 468 (44) 2.8-4.0 443 (19) 1.3-2.7
Sub-total Port 468 (44) 3.7-6.6 443 (19) 3.0-8.3
ROAD TRANSPORT LEG
Road Transport Tema-Ouaga 2,664 (33) 3.2-4.1 2,622 (14) 3.8-4.6
Border Crossing at Paga 0 (24) 0.1-0.2 0 (19) 0.1-0.2
Border Crossing at Dakola 128 (17) 0.5-1.2 127 (17) 0.4-0.9
Sub-total Road leg 2,792 (74) 3.8 -5.5 2,749 (50) 4.3 -5.7
OUAGARINTER
OUAGARINTER cargo clearance procedures 1,184 (149) 3.0-6.0 866 (56) 1.6-3.3
Sub-total Ouagarinter 1,184 (149) 3.0-6.0 866 (56) 1.6-3.3
GRAND TOTAL Import container 4,444 (267) 10.5-18.1 4,058 (125) 8.9-17.3
Import change: Container 2008 - 2012 -9% (-53%) -15 % / -4%
Changes in costs - imports
The good news is that in dollar terms, the total cost of moving a truckload of containerized cargo
from a vessel in Tema port through the clearance procedure in the Ouagarinter inland terminal in
Ouagadougou has gone down by 9% from USD 4,444 to USD 4,058. Most of the reduction has
occurred in Ouagarinter, with smaller reductions in the port and on the road leg.
This is contrasts with the fact that the costs of moving goods from the Port of Newark to Chicago, as
reported by Maersk, has increased by almost 50% from 2010 to 2012. See Section 5 for more detail.
However, as shown in Annex A, transport price indexes in both the US and in Europe show transport
prices to have been largely stable during the years 2008-2012.
While total costs have been reduced by 9% from 2008 to 2012, reported bribes or informal
payments, were down by more than 50%! Bribes are a relatively small part of the total transport and
logistics costs: 6.0% of the 2008 (revised) total costs and 3.1% of 2012 total costs, but avoiding or
negotiating informal payments in frustrating, takes time and introduces elements of uncertainty in
time and costs. Bribes and informal “facilitation” payments are therefore still an important barrier
to both trade and investments.
22
Regarding informal payments it should be noted that trucks carrying perishable goods or trucks that
are not in good order and operated by drivers and carrying goods that are inadequately or
incorrectly documented are subject to much more harassment and higher bribes at checkpoints and
borders than the transit trucks considered in the Trade Hub corridor studies. This is documented in
the quarterly Road Governance reports which have a section on the road governance situation in
regard to selected regional agricultural products on a number of regional corridors in West Africa7.
Changes in time and delays - imports
While total costs and bribes have gone down by 9% and 53% respectively, the total time, including
delays, for moving goods from the arrival of a vessel at anchor in Tema port to clearance for
consumption in Ouagadougou has been reduced by “only” 4 %. This may not seem much of a
reduction, but it is actually quite impressive because this overall improvement has happened in spite
of increased congestion and delays in the port of Tema.
During the 2008-2012 period, overall tonnage throughput in Tema port grew by 32% while the
number of containers handled increased by 48% without any expansion of the port infrastructure. At
the same time the average container vessel that calls into Tema port has grown in size and therefore
stays longer at berth for loading and unloading, adding to the total time. The result of this is that the
time vessels wait at anchor and at berths has increased by 115% from 2.6 days to 5.6 days.
Improvements elsewhere along the corridor have however compensated for the increased delays at
anchor and at berth. For example, processing and travel time has improved by 15%. The major
improvements that have occurred include:
a) In Tema port and terminals: improved clearance processes have reduced processing time
and delays by more than 30% from 4 to 2.7 days;
b) In Ouagarinter: Improved procedures have reduced clearance time by 45% from 6 to 3.3
days
Containers versus breakbulk - Imports
Moving containerized cargo to Ouagadougou through the port of Tema is cheaper than transporting
breakbulk cargo by about 5%. This advantage remained steady between 2008 and 2012.
The savings related to using containers are due to several factors including:
- It takes an average of about 9 hours to move a container into the stripping area, which is
avoided if the cargo stays in the container
- The cargo stripping operation is avoided thus saving the related formal and informal costs.
- Time and cost is saved in waiting for escorts at Dakola at the Burkina border as customs
escorts are no longer required from Dakola to Ouagarinter (since 2009).
The cost and time involved in transporting goods as break-bulk from Tema to Ouagarinter, the
international truck terminal in Ouagadougou, are summarized in table 4 below:
7 See quarterly reports from the UEMAO/Trade Hub Road Governance initiative – l’Observatoire des pratiques anormales
(OPA) at http://www.borderlesswa.com/resources/publications
23
-
Table 4: Import – One 20’ container (TEU), break-bulk to Ouagadougou
PORT
2008 2012
Total costs (Informal
costs in
bracket)
(USD)
Standard & total time (including
delays)
(days)
Total costs (Informal
costs in
bracket)
(USD)
Standard & total time (including
delays)
(days)
Anchorage and Berthing n/a 0.9-2.6 n/a 1.7-5.6
Port, transit yard , customs and forwarding 549 (59) 3.7-5.1 519 (25) 2.2-3.8
Sub-total Port 549 (59) 4.6-7.7 519 (25) 3.9-9.4
ROAD TRANSPORT LEG
Road Transport Tema -Ouaga 2,880 (33) 3.2–4.1 3,040 (14) 3.8-4.5
Border Crossing at Paga 0 (24) 0.1-0.2 0 (19) 0.1-0.2
Border Crossing at Dakola 128 (17) 0.5-1.2 137 (17) 0.4-1.0
Sub-total Road leg 3,008 (74) 3.8 -5.5 3,177 (50) 4.3-5.7
OUAGARINTER
OUAGARINTER cargo clearance procedures 1,184 (149) 3.0-6.0 585 (56) 1.5-3.0
Sub-total Ouagarinter 1,184 (149) 3.0-6.0 585 (56) 1.5-3.0
Grand TOTAL Import breakbulk 4,741 (282) 11.4-19.2 4,281 (131) 9.7-18.1
Import change: Breakbulk 2008 - 2012 -10% (-54%) -15% / 6%
Grand TOTAL Container 4,444 (267) 10.5-18.1 4,058 (125) 8.9-17.3
Comparison: Container versus breakbulk -6% (-5%) -8% / -6% -5% (-5%) -8% / -4%
However, the high deposit required by shipping lines and the short time available to return the
empty container before incurring demurrage costs still discourage the general use of containers.
In the 2012 report on the Lomé -Ouagadougou corridor we found that using containers was more
expensive than moving goods as break-bulk by about 12% on that corridor. We speculate that this
may be related to the stricter implementation of axle load regulations in Ghana.
In the 2010 Tema-Ouaga report we estimated that about 20-30% of transit import and export traffic
with Burkina remained containerized all the way (door-to-door). We do not have precise numbers
but stakeholders estimate that this is still approximately the case in 2012.
2.3. EXPORTS: TEMA-OUAGA CORRIDOR.
The costs and processing times for containerized export cargo for the case of 17 tonnes of Shea nuts
with a value of USD 8,500 are summarized in Table 5 below and compared with the costs and time of
exporting:
24
Table 5: Export – One 20’ container (TEU), door-to-door from Ouagadougou
OUAGARINTER
2008 2012
Total costs (Informal
costs in
bracket)
(USD)
Standard & total time (including
delays)
(days)
Total costs (Informal
costs in
bracket)
(USD)
Standard & total time (including
delays)
(days)
OUAGARINTER cargo clearance procedures 171 (12) 0.3-0.9 147 (0) 0.3-0.7
Sub-total Ouagarinter 171 (12) 0.3-0.9 147 (0) 0.3-0.7
ROAD TRANSPORT LEG
Road Transport Ouaga-Tema 1,920 (33) 1.3–1.7 1,520 (11) 0.9-1.5
Border Crossing at Dakola 45 (9) 0.3 39 (8) 0.3
Border Crossing at Paga 359 (0) 0.4-1.2 349 (0) 0.4-1.3
Sub-total Road leg 2,324 (42) 2.0 -3.2 1,908 (19) 2.6-3.1
TEMA
TEMA cargo clearance procedures 313 (11) 1.0-1.6 396 (31) 0.6-1.1
Sub-total TEMA 313 (11) 1.0-1.6 396 (31) 0.6-1.1
Grand TOTAL Export container 2,808 (65) 3.3-5.7 2,451 (50) 3.5-4.9
Export change: Container 2008-2012 -13% (-23%) +6% /-14%
Grand TOTAL Import container 4,444 (267) 10.5-18.1 4,058 (125) 8.9-17.3
Import change: Container 2008 - 2012 -9% (-53%) -15 % / 11%
Comparison: Export versus import -37% (-76%) -69%/-69% -40% (-60%) -61%/-72%
Changes in costs - Exports
The first Trade Hub study of the Tema-Ouaga corridor found that exporting cost about 40% less and
took about 70% less time than importing. This relationship between importing and exporting has
remained about the same over the period.
Exporting costs less because transporters usually include an empty return trip in the price they quote
for imports, and therefore can offer lower prices for the export leg to compete for the little export
traffic there is available. For example total export from Burkina Faso as a whole has represented less
than 15% of total transit traffic over the last 10 years, and on the Tema-Ouaga corridor export transit
traffic represents even less at about 2% of total traffic. Furthermore, export is subject to few if any
duties and taxes and therefore attracts less attention by officials and is subject to fewer controls,
thereby speeding up clearance processes and reducing the demand for bribes. Total costs for
exporting from Burkina Faso through Tema port has gone down by 13% in dollar terms. That follows
25
fairly closely the 9% reduction in total costs recorded for import. Informal costs/bribes related to
exports have gone down a respectable 23% compared to the impressive reduction of 53% for bribes
paid on imports. However one should keep in mind that informal payments on exports were much
lower than for imports to begin with.
Changes in time and delays - Exports
The overall time required to export a container from Ouagarinter through Tema port was reduced by
14%, or almost one day from 5.7 to 4.9 days, between 2008 and 2012. As for standard processing
time, improvements were recorded in Tema port while Ouagarinter remained the same in 2008 and
2012 at 0.3 days. However travel time increased by 0.6 days for reasons we do not know, leaving
overall processing time with a slight increase of 6% from 2008 to 2012.
Containers versus breakbulk - Exports
Exporting goods from Burkina Faso by either container or breakbulk is presented in table 6 below:
Table 6: Export – One 20’ container (TEU), break-bulk from Ouagadougou
OUAGARINTER
2008 2012
Total costs (Informal
costs in
bracket)
(USD)
Standard & total time (including
delays)
(days)
Total costs (Informal
costs in
bracket)
(USD)
Standard & total time (including
delays)
(days)
OUAGARINTER cargo clearance procedures 171 (12) 0.3-0.9 147 (0) 0.3-0.7
Sub-total Ouagarinter 171 (12) 0.3-0.9 147 (0) 0.3-0.7
ROAD TRANSPORT LEG
Road Transport Ouaga-Tema 673 (33) 1.3–1.7 533 (11) 0.9-1.5
Border Crossing at Dakola 45 (9) 0.3 39 (8) 0.3
Border Crossing at Paga 353 (0) 0.4-1.2 349 (0) 0.4-1.3
Sub-total Road leg 1,071 (42) 2.0-3.2 921 (19) 2.6-3.1
TEMA
TEMA cargo clearance procedures 404 (22) 1.1-1.7 481 (37) 0.7-1.4
Sub-total Tema 404 (22) 1.1-1.7 481 (37) 0.7-1.4
Grand TOTAL Export breakbulk 1,646 (76) 3.4-5.8 1,549 (56) 3.6-5.2
Export change: Breakbulk 2008-2012 -6% (-26%) +6% / -33%
Grand TOTAL Container export 2,808 (65) 3.3-5.7 2,451 (50) 3.5-4.9
Export change : Container 2008-2012 -13% (-23%) +6% / -14%
Comparison: Container versus breakbulk +71% (-14%) -3% / -2% +58% (-11%) -3% / -6%
26
Exporting cargo by container from Ouagarinter through the port of Tema is slightly faster by some
3%, but almost 60% more expensive than transporting the goods as breakbulk even though bribes
are lower by some 10%. This situation hasn’t changed much from 2008 to 2012. The reason for this
is that container export can only be done through a shipping line and thus requires its services,
which are more expensive – and probably better – than what is available elsewhere.
2.4. REFORMS & CHANGES IN REGULATIONS & PROCEDURES 2008 TO 2012
The Situation in 2008
In the 2010 Tema-Ouagadougou corridor study (with data from 2008) we identified many issues and
opportunities, and concluded that the most important actions that would reduce transport and
logistics costs, transit times, delays and uncertainty on the Tema-Ouagadougou transport corridor
include the following (quoted verbatim from the 2010 report):
Creating a single market in the ECOWAS region
This would solve many problems as it would remove borders, and thus eliminate the landlocked
status of Burkina Faso and other Sahelian countries for transport and trade.
Deregulating the West African trucking market
This would result in more competition based on price and quality of service, and thus lead to a more
professional trucking industry with newer and better-maintained trucks, making the Tema-
Ouagadougou road-transit link faster and less costly.
Fighting corruption
This may be easier said than done, but is essential for reducing costs, transit times and uncertainties
and also for building faith in the rule of law and thus encourage investments.
Improving the capacity and efficiency of Tema’s container terminal
Port operating times and delays depend on port-berth and terminal efficiency, as well as the
complexity and efficiency of customs cargo-clearance procedures. In Tema port, the study identified
the need to expand berthing and terminal capacity. Also, the entire port community has to work
together to make the sum of its parts a more efficient institution which will make Tema port more
attractive as a gateway for landlocked countries.
Further automating and streamlining Ghanaian and Burkinabé customs procedures
This would speed up processes and reduce the need for direct contact between customs agents and
forwarders/importers, which should result in fewer opportunities to offer/demand bribes.
27
Promoting the use of containers for all transit cargo on the Tema-Ouagadougou corridor
This would reduce the frequency of container stripping, and thus improve speed and security from
the perspective of both customs and the cargo owners. It would also reduce the occurrence of
heavily overloaded trucks, and it would make it more difficult for dishonest traders or transporters
to engage in fraudulent practices.
Aligning the Ghanaian and Burkinabé customs’ working hours to better suit trucking efficiency
This would reduce delays at the Ghana-Burkina Faso border crossing.
Extending the GPS tracking system to the Dakola-Ouagadougou, Ouagadougou-Dakola and Paga-
Tema legs
This would eliminate the need for the costly and time-consuming customs-escort systems.
Streamlining the cumbersome customs-inspection regime in Ouagadougou
This would reduce the current long delays, heavy bribes and truck demurrage costs.
Eliminating the Ghanaian transit fee of USD 200 per consignment for southbound transit cargo
This would remove a tax on transit cargo that is contrary to international conventions related to
transit traffic, illegal under ECOWAS conventions and resolutions, unfair to Burkina Faso exporters,
and detrimental to the competitiveness of the corridor.
Improving the trust between the public and private sector
Transporters and traders are known to engage in fraudulent practices in order to avoid duties and
taxes, or to shift costs to the public sector by overloading trucks, for example. In response,
governments institute complex, time-consuming and costly inspection procedures which offer
plentiful opportunities to offer, or demand, bribes to speed things up or to encourage official agents
not to enforce rules and regulations. Better trust between the private and public sectors may be
achieved by introducing and promoting the World Customs Organization concept of “Authorized
Economic Operator (AEO)” as well as promoting legal trucking and trading, and offer AEO operators
preferential treatment.
Developments since 2008
Most of the issues identified in the 2010 report – with 2008 data - are still valid today, but sufficient
changes have happened for total import costs and time having been reduced by 9% and 4%
respectively. The more important changes include:
• Improvements to Tema port clearance processes
• Exemption of containerized cargo from the convoy system in Burkina Faso
• Improvements to Cotecna inspection procedures in Ouagarinter
These improvements are discussed in greater detail below.
28
Tema Port Clearance Process
Port standard processing times for both containerized cargo and break-bulk have improved
considerably over the 2008-2012 period, by 55% for containers and 40% for break-bulk cargo.
Interviews with stakeholders suggest that these improvements in clearance times can be attributed
to improved coordination between agencies at the port and streamlining of port clearance
processes.
The reason that total delays haven’t gone down much is because of increased port congestion,
caused by significant traffic growth, which has introduced new delays.
The situation can chance quickly however as illustrated by the fact that in 2012, a lack of tracking
devices has at times obliged trucks to wait for several days in the transit yard and resulted in
payments of illicit fees in order to secure a device more quickly. Tracking devices are issued to each
transit truck to allow customs to follow the movement of a transit truck on its way to the border at
all times, so as to prevent diversion of the cargo to the local Ghanaian market.
Improved efficiency in Cotecna inspection procedures at Ouagarinter
The reduction in costs in Ouagarinter is due to more efficient procedures which have led to a
significant improvement in cargo processing time, which again has led to the elimination of truck
demurrage costs of approximately 360 USD per truck, a common occurrence in 2008.
At the Terminaux routiers à conteneurs du Burkina (TRCB)8 yard within Ouagarinter, all containers
are now required to be offloaded within the terminal upon arrival. This procedure was introduced to
enable a truck to immediately load another container (either full or empty) and return to its origin,
thus allowing a fast turnaround of the truck and a programmed flow of containers. Unfortunately it
doesn’t work like that. The truck that brought the container usually waits at Ouagarinter to deliver
the container to the final destination and subsequently bring it back to the port so as to avoid the
container demurrage charges. It has therefore been suggested that TRCB should not insist on
containers being off-loaded, and customs should do the clearance of the goods while the container
stays on the truck unless the container has to be unpacked for the purpose of inspection, thus saving
time and handling costs for the importer and the transporter.
8
TRCB is a new handling company mainly owned by CCBF (40%), Bolloré Africa Logistics (35%) and three shipping lines,
Maersk, MSC and GETMA (15%). TRCB manages two terminals, one at Ouagarinter and the other at Bobo Dioulasso dry
port.
29
Export Issues
Export issues have not changed much during the 2008-2012 period. Ghanaian customs still levies a
formal transit fee of USD 200, paid in Ghana Cedis, per consignment9.
A major source of delay at Paga is caused by the processing of the “temporary vehicle import
payment10” called the “laissez passer C59A form.” After the police have entered the truck details
online, these need to be approved by their counterparts in Accra before the “laissez passer” is
issued. System failure or lack of a quick response from Accra results in this process usually lasting up
to 5 hours.
In Ghana, trucks should in principle travel in convoys because there is no GPS tracking on the Paga-
Tema leg of the journey11, but in reality no convoys are organized nowadays. Documents however
are still transported by an escort, for which the transporter is charged a fee to cover the agent’s
travel and living expenses.
9 This is a charge per single declaration regardless of the number of containers or trucks it covers.
10 This procedure allows foreign trucks to enter Ghana. A similar process exists in other countries and is consistent with
ECOWAS treaties. The “laissez passer” currently costs about GHS 76 per truck and is only valid for a period of one month.
If the permit needs to be renewed this costs GHS 40 per month (with a receipt given for only GHS 16!). Trucks that
overstay their time limit before renewal are in addition subject to a penalty of 5 GHS per day. This compares unfavorably
with corresponding ‘temporary vehicle import payment’ in other countries. The charge for this service in Burkina is 2,000
FCFA, and 5,000 FCFA in Cote d’Ivoire. 11
Custom administrations in West Africa usually hold the position that transit trucks must to travel in escorted convoys in
order to avoid diversion of the goods. However, customs do not insist on convoys and escorts if the trucks can be
tracked by GPS.
30
3. TEMA –BAMAKO CORRIDOR
3.1 INTRODUCTION
In 2011, the Trade Hub team collected data on the Tema-Bamako corridor to establish a benchmark
against which to document future developments and trends in costs, time, delays and procedures. In
addition we attempted to identify the main areas of inefficiencies along the corridor and to make
recommendations for cost reductions and other improvements on the corridor. Unfortunately the
political unrest in Mali, which started with the military coup on March 21, 2012 and which is still
ongoing, has prevented the team from going to Mali and working directly with stakeholders since
then.
Nonetheless, we found that the Tema-Bamako corridor is characterized by high costs, long transit
times, delays and uncertainty, just as was the case with the Tema-Ouagadougou and Lomé-
Ouagadougou corridors.
Bamako can be served by no less than seven ports although Dakar handled most of Mali’s traffic in
both 2008 and 2012, with 45% and 57 % of total respectively. This is not surprising, as Bamako is
connected with Dakar by both road and rail. Abidjan is closer and the second most important port
for Mali. However Abidjan saw Mali traffic decline both in absolute and relative terms during the
period, from 35% to 27% of total. Conakry is the closest port but handled only 2% of Mali traffic in
2012, presumably because the port is underdeveloped and the road in poor condition. Tema and
Lomé ports are both about 1,800 km from Bamako, but whereas Malian traffic through Tema fell
from 7% to 4%, Lomé port saw its share of Malian traffic grow from 6% to 9%, possibly because of
the stricter application of axle load regulations in Ghana.
Table 7: Distance to Bamako from the sea & traffic through various ports 2008 - 2012:
Port/Origin Distance to
Bamako (km)
Total Mali traffic 2008 (1,000t)
Total Mali traffic 2012 (tonnes)
Increase 2008-2012
Cotonou 1,868 132 0 -100%
Lomé 1,794 204 382 87%
Tema 1,775 242 167 -31%
Abidjan 1,111 1,234 1,098 -11%
Conakry 910 59 80 36%
Dakar 1,341 1,590 2,333 47%
Nouakchott 1,451 49 30 -39%
Burkina 399 0 -100%
Nigeria 3 0 -100%
Total 3,551 4,090 15%
Source: CMC; www.DistanceRoadMap.com and www.distancesfrom.com
31
3.2 IMPORTS: TEMA-BAMAKO CORRIDOR
For cargo imported into Bamako via Tema, the costs and procedures in Tema are largely the same as
for Burkina-bound cargo. In Tema, the only difference is the intervention of Malian institutions
acting instead of Burkinabè institutions. Malian institutions involved in the process are the Malian
Road Transport Council (CMTR) and Les Entrepots Malien au Ghana (EMAGHA), managed by the Mali
Shippers’ Council under the auspices of the Ministry of Equipment & Transport.
As part of the port clearance process, CMTR issues two documents to transporters: the “transport
loading advice” and the “billet de chargement”. The trucks have to pick up the transport loading
advice, which is free of charge, before entering the port. Through this process CMTR registers the
driver so that he can be traced, an essential element of security. However, as trucks are still able to
enter the port without this document, not all drivers bother.
The “billet de chargement” is checked by CMTR representatives at the Malian border and again at
Segou or Sikasso depending on the route. Trucks found to be travelling without this document are
subject to fines of up to XOF 20,000 but many truckers avoid the fines by paying bribes.
CMTR publishes trucking tariffs as a guide to transporters, but the rates are negotiated freely
between truckers, forwarders and cargo owners. Stakeholders have however confirmed that the
CMTR rates are close to actual rates, so the CMTR trucking rates are used in this study.
For the Tema-Bamako route we are looking at two scenarios for import and one for export:
One 20’ container loaded with 18 tonnes of textiles valued at USD 9,051 transported for two
transport modes:
a) one 20’ container (TEU) transported door-to-door – Table 8; and
b) one 20’ container (TEU) arriving by container and unloaded (stripped) in Tema and then
transported to Ouagadougou as general cargo (breakbulk) – Table 9.
32
Table 8: Import – One 20’ container (TEU), door-to-door to Bamako
PORT
2012
Total costs (Informal costs in
bracket)
(USD)
Standard & total time
(including delays)
(days)
Anchorage and Berthing n/a 1.7-3.9
Port, transit yard, customs and forwarding 394(19) 1.3-1.4
Sub-total Port 394 (19) 3.0 -5.3
ROAD TRANSPORT LEG
Road Transport Tema-Bamako
All 20 foot container cargo exceeding 19MT are
charged as a 40 foot container
(should deduct 1- 1.5 days of delays as no escort
and stops in Ouaga/Bobo needed
3,420 (74) 6.5
Border Crossings (Paga, Dakola, Faramana, Koury) 278 (78) 1.1 -3.2
Inland terminals (Ouagarinter, Bobo not included) n/a n/a
Sub-total Road leg 3,707 (152) 7.6 – 9.7
Faladie
Faladie cargo clearance procedures 150 (57) 4.0-11.5
Sub-total Faladie 150 (57) 4.0-11.5
Grand TOTAL Import: Container 4,242 (228) 14.5-26.4
20 foot containers in excess of 19 tonnes are charged as 40 foot containers, presumably because
loading two such containers on a truck risks exceeding the allowed load.
In the case of containerized cargo, considerable time is saved avoiding the convoy system as it is
exempted from customs escorts in Burkina Faso. As such, trucks carrying sealed containers move
directly from Dakola to either Faramana or Heremakono (Burkina borders with Mali). In so doing,
they avoid time otherwise lost in waiting for convoys to be organized in Dakola, Ouagarinter and
BoboInter, as well as overnight stays in Ouagarinter and BoboInter. As a result, containers move 1.5-
2 days faster through Burkina Faso than break-bulk cargo.
33
Table 9: Import – One 20’ container (TEU), break-bulk to Bamako
PORT
2012
Total costs
(Informal costs in bracket)
(USD)
Standard time and delays
(days)
Anchorage and Berthing n/a 1.7-3.9
Port, transit yard , customs and forwarding 470 (19) 1.3-1.4
Sub-total Port 470 (19) 3.0-5.3
ROAD TRANSPORT LEG
Road Transport Tema-Bamako 3,135 (74) 8.4
Border Crossings (Paga, Dakola, Faramana, Koury) 278 (78) 1.1-3.2
Inland terminals (Ouagarinter, Bobo) 20 (4) (included in road transport)
Sub-total Road leg 3,442 (156) 9.5-11.7
Faladie
Faladie cargo clearance procedures 150 (57) 4.0-11.5
Sub-total Faladie 150 (57) 4.0-11.5
Grand TOTAL Import: Breakbulk 4,053 (232) 16.6-28.5
Grand total Import: Container 4,242 (228) 14.5-26.4
Comparison: Container versus break-bulk +5% (-2%) -13% / -7%
Contrary to the situation in Burkina Faso, containerized imports to Mali are slightly more expensive
than break-bulk imports, mainly due to the trucking price per container (container trucking fees
typically include the return of the empty container to the port), in spite of the fact that break-bulk
cargo experiences additional costs (stripping fees) and delays (container positioning) in Tema port.
Export from Bamako to Tema is done predominantly in breakbulk, which can be arranged cheaper
than in containers. In fact, we have in fact no data on Malian export through Tema by containers.
Table 10 below summarizes the cost and time involved in exporting goods in breakbulk through
Tema.
34
Table 10: Export – One 20’ container (TEU), break-bulk from Bamako
FALADIE
2012
Total costs
(Informal costs in bracket)
(USD)
Standard time and delay
(days)
FALADIE cargo clearance procedures 38 (10) 0.1-0.2
Sub-total Ouagarinter 38 (10) 0.1-0.2
ROAD TRANSPORT LEG
Road Transport Bamako-Tema 1,131 (52) 5.7-6.3
Border Crossings (Koury, Faramana), Dakola,Paga) 578 (59) 0.9-2.1
Inland Terminals (Bobo and Ouagainter) (included in total travel
time)
(included in total travel
time)
Sub-total Road leg 1,709 (111) 6.6-8.4
TEMA
TEMA cargo clearance procedures 396 (31) 0.6-1.1
Sub-total TEMA 396 (31) 0.6-1.1
Grand TOTAL Export: Breakbulk 2,143 (152) 7.3 – 9.7
Grand TOTAL Import: Breakbulk 4,026 (232) 16.6-28.5
Comparison: Export versus import - break-bulk -47% (-34%) -56% / 66%
As was the case on the Tema-Ouaga corridor, transport for export is about 50% cheaper than import
and takes less than half the time. One should keep in mind however that volumes are very small.
Mali’s total export averaged less than 300,000 tonnes per year over the last 5 years, and Tema’s
share of that was around 5% or close to 15,000 tonnes per year.
3.3 EXPORTS: TEMA–BAMAKO CORRIDOR
The analysis for import starts from the point when a vessel drops anchor outside Tema port and
starts waiting for a berth to unload. For export the analysis starts from the moment goods are
presented to Mali customs in the Faladie terminal in Bamako for export clearance, and runs until the
goods is loaded on a vessel in Tema port.
Imported goods destined for Mali arrive in Tema predominantly in containers - in 2010, only 5% of
total cargo arrived in bulk vessels. The goods are unloaded from the vessel to the port, cleared
through customs and then loaded onto trucks. Once loaded on a truck, customs, insurance agents,
the port authority and national security agents check the truck and cargo for compliance with laws
35
and regulations and to ensure that all payments are cleared. Before leaving on its journey to
Ouagadougou, GCNet equips the truck with a global positioning system (GPS) device to allow
Ghana’s Customs, Excise and Preventive Services (CEPS) to track the truck at all time in order to
ensure that the goods is not illegally diverted into Ghana.
The trip to from Tema to Bamako
involves a number of stops at
checkpoints within Ghana operated by
police, customs and transport unions,
among others, before the truck arrives
at the Ghana-Burkina Faso border. At
the border, police and customs
officials on both sides inspect and
process the shipment before
continuing. Since May 2009,
containerized cargo and certain
specific commodities12 are exempted
from travelling in convoy and may
proceed directly to the Burkina/Mali
border. Trucks under escort proceed
to Ouagarinter where they complete
more formalities. At Ouagarinter,
another convoy is formed and a new
escort is assigned for the journey to
the dry port in Bobo Dioulasso.
The escort is again changed and the
convoy continues to the Burkina/Mali
border crossing. If cargo is destined
for Bamako, the truck proceeds to Faladie, the international terminal in Bamako, where the importer
clears the goods and pays customs duties before finally taking possession. If Bamako is not the final
destination, customs clearance can be done at a number of major towns in Mali.
From Bobo Dioulasso to Bamako drivers have 2 routes to choose between: the northern route goes
through Faramana in Burkina and Kouri in Mali while the southern route goes through Koloko in
Burkina and Heremakono in Mali. In 2010 approximately 70-80% of trucks used the northern
Faramana/Kouri route for the reasons below:
• The possibility to load or offload cargo at Segou on the Niger River, especially if the final
destination of the cargo is in the North of Mali.
• The presence of a weighbridge on the Heremakono route where the weighing is done per axle,
which means that if the truck's load is not well balanced, it can result in a fine even if the total
load is in compliance.
12
Refrigerated cargo, vehicles under temporary importation, salt, cement, rice, medicines, personal effects, metallurgical
cargo, fresh foods…
Figure 18: Tema-Bamako routes via Ouagadougou
36
• Fuel consumption is higher when passing through Koloko/Heremakono because of the hilly
nature of the route, despite the slightly shorter distance.
Clearance Procedures – Ouagarinter
After completing formalities at the Paga-Dakola border, trucks not carrying containers travel the 176
km to Ouagadougou in convoys with customs escort, a trip that takes approximately 3-5 hours. The
escort agent from Dakola, hands over the truck documents to customs at Ougarinter, no forwarder
intervention is needed. Once the escort arrives with the truck documents, the trucks again join a
convoy organized once daily for the journey to Bobo Dioulasso.
Clearance Procedures – BoboInter
The road from Ouagarinter to Bobo Dioulasso is about 353 kms and takes around 6-8 hours. It is
mandatory that all trucks, except those carrying containers or goods otherwise exempted from the
convoy requirement, pass through the dry port at Bobo. The main procedure at Bobo is the
exchange of escort documents, and intervention by forwarders is not required. At Bobo truckers
wait for their documents until the escort arrives with these. Sometimes the trucks are not
accompanied by an escort, but the documents are instead sent with one of the truck drivers. Drivers
may leave as soon as their documents arrive, and do not have to wait for departure of a convoy but
there is still an “escort” who is in charge of transporting the documents, and a formal charge of XOF
5,000 is paid for this “service”. Customs insists on an escort carrying the documents because of fears
that traders/transporters may otherwise falsify the documents en route.
Exemption of containerized cargo from convoy system in Burkina
The Customs Escort Regime for transit cargo in Burkina Faso is governed by ‘Arrete’ No. 2008 –
053/MEF/SG/DGD. According to this directive, customs escorts are mandatory for all cargo
transiting Burkina by road until they exit national territory. Excluded cargo includes personal effects,
diplomatic cargo, perishables and cargo under escort by other countries. In 2009, this ‘arrete’ was
amended to make additional exemptions from the customs escort systems. Exemptions now include
containers, refrigerated trucks, vehicles and heavy engines, vehicles on temporary importation trips
into the country, chemical products, salt, cement, rice and medicines. There is an estimated 48 hours
of delay in Burkina Faso as a result of the escort system.
A customs agent accompanies a limited number of trucks (ten in Burkina Faso) in a tight convoy to
ensure that none of the convoy trucks deviates from the prescribed route and that they all reach
their intended destination. Customs agents in principle retain possession of the documents of all
trucks under its care until they reach the next station, where a new customs agent is assigned to
take over possession of the documents. Documents are retained by Burkina customs until the truck’s
point of exit from Burkina.
The arête specifies escort fees from various destinations within Burkina. Escort fees are levied to
cater for feeding and lodging for customs officers assigned to escort the convoys. This fee is paid
only once for the whole trip until the cargo exits national borders. Convoys are not allowed to travel
at night and as such, no convoy departs from a given location after 4:30 pm.
37
3.4 RECOMMENDATIONS: TEMA-BAMAKO CORRIDOR
The recommendations emanating from the 2010 Tema-Ouaga and 2012 Lomé -Ouaga corridor
studies are also valid on the Tema-Ouaga-Bamako corridors. Below are a few additional
recommendations that have not previously been formulated by the Trade Hub:
Recommendation: border crossings
• The manual transfer of documents from Burkina to Mali customs causes the most delay. As both
countries uses ASYCUDA, there should be the possibility of electronic transfer of cargo/truck
details for more efficient operations, or Customs should allow the truck drivers to transport the
documents in sealed envelopes.
• Trucks are scanned in Sikasso on the southern route to Bamako. If the scanning process
determines that a container is suspicious, it has to travel to Bamako in a convoy. Transporters
thus incur extra delays and complain that they are not compensated if they subsequently are
found to have been compliant. It appears that the scanning operators use the threat of declaring
goods suspicious to extract bribes.
• Corruption at the scanner at Sikasso raises the bribes paid on this route considerably, an issue
that needs to be addressed.
Recommendation: Faladie terminal operations
• The movement of trucks from the towns Seno and Nyamana to the Faladie terminal in Bamako is
restricted to between 11am – 3pm and from midnight to 6am. As there is no congestion
between Nyamana et Senou to Faladie, it is recommended that traffic into Faladie be allowed at
all times from these places.
Recommendation: Multiple Road Fund Guarantee Payments
• ECOWAS countries should seriously consider adopting the international TIR system13 in order to
solve the issue of multiple national guarantee systems currently in place.
• Until that happens, authorities in Ghana, Burkina Faso and Mali should adopt the agreement
among national guarantors to establish a common guarantee scheme for the three countries. A
pre-requisite however is the interconnection of the customs systems which is still a work in
progress.
Background: The ECOWAS 1990 Interstate Road Transit Convention (ISRT), which supplements the
1982 ISRT regime, specifies that a guarantee shall be provided by a financial institution which shall
cover at least the sum of duties and taxes payable on the goods and any penalties that might be
apply. In this way, each member country should be able to recover its losses in case goods are
fraudulently diverted into local markets.
The original intent was that a single guarantee should cover the transit voyage from origin to
destination as is the case of the TIR system on which it was modeled. In practice, problems of trust
and of divergent interests of different national guarantors mean that the guarantee provided by
13
See http://en.wikipedia.org/wiki/TIR_Treaty, http://www.iru.org/en_iru_about_tir and
http://www.unece.org/trans/bcf/tir/
38
each guarantor covers only its national territory, ending at the border of the state where the
declaration originates. At this point, a new declaration is prepared and a new guarantee obtained.
This segmented system is costly and generates more paperwork and delays than necessary.
Recommendation: Multiple ISRT logbooks
• ECOWAS countries should agree on using a single ISRT logbook for an entire transit journey –
this would be achieved as part of the TIR package, if adopted, as discussed above.
Background: The ECOWAS 1982 ISRT convention stipulates that the transport of all transit goods
should take place under the cover of an Inter State Road Transit Logbook from the point of
departure in one country to the final destination in another country.
However in practice, each country has a separate logbook system and does not recognize logbooks
issued by other countries on the corridor. This was discussed in both the Tema-Ouaga study and
Lomé -Ouaga study and the issue here is the same, only more pronounced, since on the Tema-
Bamako corridor three countries and therefore three logbooks are involved.
39
4. WEST AFRICA VERSUS NORTH AMERICA (2010-2012)
Transport within West Africa is time-consuming and expensive compared to the situation in
developed countries. West Africa is handicapped by structural issues such as lack of economies of
scale, and a strong imbalance between import and export which is particularly pronounced in
landlocked countries. However, the one advantage West Africa does have is low cost of manpower.
In the 2010 Tema-Ouaga report, we made the observation that labor costs in the USA are about 25
times higher than in West Africa14. Still it may not be realistic, in the short term at least, to expect
West Africa to obtain costs and efficiency levels equal to those of Europe and North America (NA).
Nonetheless, comparing the cost of moving a container from arrival in the port of Tema to release
for consumption in Ouagadougou with the equivalent transport in the US provides a goal to strive
for and a benchmark against which to measure progress.
Thus, to put the West Africa transport and logistics (T&L) costs and times in perspective, the 2010
Tema-Ouaga report included a case study in which the door-to-door transport costs for a 20’
container between Tema and Ouagadougou was compared with the transport costs and times for a
20’ container transported from the port of Newark on the East Coast of the US to Chicago. Chicago
being slightly further from the port of arrival, Newark than Ouagadougou is from Tema, namely
1,130 km versus 1,030 km.
The conclusion was that costs for moving goods (imports) in West Africa were about 5 times higher
and transit times 2-4 times longer and also much more unpredictable than in North America. For this
study we decided to review and update the North America – West Africa transport costs comparison
for 2012. The data we used comes from the Maersk website, and through consultations with Maersk
we realized that the 2010 comparison hadn’t always compared likes with likes.
For example, when establishing costs in North America we had neglected to add a number of port
fees and charges that should have been included. Also, in the case of West Africa, we used the full
cost of moving two containers, i.e. a full truckload, of textiles from Tema port to Ouagadougou,
divided by 2 to get the lowest possible cost per TEU. In the current comparison the scenario of one
20 foot container being transported on its own is used in the analysis of both scenarios in order to
be more consistent. The 2010 comparison also included fees and customs clearance time in
Ouagarinter which has no equivalent in the Newark-Chicago scenario. Ouagarinter fees and
clearance times have now been excluded from the current comparison, as well as in the revised
2010 numbers. A detail review of the revisions to the 2010 comparison can be found in annex E.3
The updated comparisons are summarized in the graphs and table below:
14
Sources: - West African truckers’ unions (salary range for a truck driver: USD 55-150 per month, i.e. USD 0.60/hour).
- US Bureau of Labor http://www.bls.gov/oco/ocos246.htm#earnings
(Median hourly wages of heavy truck and tractor-trailer drivers were $17.92 in May 2008)
40
Figure 19: 2010 WA-NA transport cost comparison revised
Figure 20: 2012 WA-NA transport cost comparison
The revised 2010 numbers show that transport and logistics costs in West Africa were about 2.5
times higher than in North America and 2 to 3 times longer. In other words, transport costs in West
Africa are still considerably higher than in developed countries (as represented by North America in
this case study) but not by as much as we thought in 2010.
In 2012, transport costs in West Africa have improved vis-à-vis North America and are now “only”
1.6 times higher. Transport times and delays however remain the same with West Africa still being 2
to 3 times longer and having much uncertainty. See Table 11 below for details.
Table 11: West Africa (WA) and USA Transit Time and Cost Comparison 2012/2010
Comparable costs per TEU 2010 (revised) 2012
%
Change
in cost
% Change in
time
US Imports : USD 1,339 / 5 days USD 1,958 / 5 days +46% 0%
US Exports: USD 1,060 / 3 days USD 1,583 / 3 days +49% 0%
WA Imports: USD 3,260/8-15 days USD 3,192/ 7-14 days -2% -12%/-1%
WA Exports: USD 2,808/3-6 days USD 2,451/ 4-5 days -13% +33%/-16%
WA compared to US - import X 2.4 / x 2.3 X 1.6 / 2.3 -33% 0
WA compared to US - export X 2.7 / x 1.5 X 1.5 / 1.5 -44% 0
41
From 2010 to 2012, transport and logistics costs expressed in US dollars have increased by almost
50% in North America, while comparative costs in West Africa have decreased in by 2% for imports
and 13% for exports. The cost increase in the US may be due to the significant increase in fuel prices
in the USA from 2010 to 2012, about 33% increase for diesel for example15. Interestingly enough, the
cost increases reported by Maersk are contrary to the North American transport price index we
quoted in Section 2 above.
This revised comparison between North America and West Africa underscores that, in spite of the
improvements observed in West Africa, there are still many challenges to overcome and
opportunities to take advantage of before transport and logistics in West Africa is as efficient as in
North America.
15
See http://www.eia.gov/forecasts/steo/report/prices.cfm
42
5. CONCLUSIONS & RECOMMENDATIONS
The most important conclusion from this study is that change for the better may be slow but does
happen when it comes to transport and logistics in West Africa, as demonstrated by the important
improvements over the period 2008-2012 that we have documented on the Tema-Ouagadougou
corridor.
Lower costs & bribes
Transport & logistics costs on the corridor (in US dollars) have gone down by 9% over the 2008-2012
period while reported bribes have been reduced by more than 50%!
The true local impact of this is difficult to interpret as, during the 2008-2012 period, the cedi has lost
almost half its value against the US dollar and inflation in Ghana has been 68%. The franc CFA on the
other hand has strengthened against the US dollar by about 20%, and Burkina Faso was subject to a
cumulative inflation of 18% over the period.
Shorter time & delays
The overall time required to move a container from Tema port to Ouagarinter has been reduced by
4% between 2008 and 2012. This may not seem like much, but it has happened in spite of vessels
spending longer times waiting at anchor because of port congestion, and longer times at berth
because vessel are larger and carrying more containers. These new delays however, were more than
compensated for through reduced processing times for transit import, which overall improved by
about 15%.
Timing of corridor performance data for comparison
When the first Corridor study was conceived it was hoped that it could be used by operators to
choose the most efficient route. So when in 2012 we published the second corridor study, the Lomé-
Ouagadougou corridor report, we noted that this corridor seemed more competitive in terms of
processing time and delays than the Tema-Ouaga corridor. However, as the data for the Lomé-
Ouaga report was collected about 2 years after the Tema-Ouaga data, the apparent higher efficiency
may simply be a result of a general trend across the region of slow but steadily improving transport
and logistics performance. Therefore, if one wants to compare different corridor performances a
conclusion from these studies is that the data must be collected at approximately the same time for
the comparisons to be reliable and relevant.
Summary of Issues and Opportunities
In spite of the improvements that are being reported in this study, there still remain many
opportunities for the transport & logistics sector in West Africa to do better in terms of lower costs,
less informal payments, better utilization of facilities and equipment, faster processing and more
certainty in costs, times and information.
Through its work on Road Governance and Corridor studies and its work on expediting trade and the
analysis of the ECOWAS Trade Liberalization Scheme, the Trade Hub has identified many issues that,
if successfully addressed, will make West Africa considerably more cost efficient and more
competitive in world markets.
43
The issues identified by the Trade Hub and others can usefully be categorized under the following
headings:
• Regional Integration
• Customs modernization and the availability of information
• Expediting trade
• Ports, border crossings and inland terminals
• Transport Reform
• Finance
• Insurance & Cargo security bonds
• Safety & security
• Enforcement & implementation of rules & regulations
• Corruption
The table below summarizes the main recommendations that have come out of the Trade Hub’s
transport and business environment work over the past few years, complemented with
recommendations from the 2008 ECOWAS Regional Transport and Transit Facilitation Program.
In regard to Customs modernization and the availability of information, the Trade Hub has
developed several recommendations over the years based on our studies and input from
stakeholders. However we find that the summary put together by the WTO as part of the Doha trade
facilitation negotiations16 is more comprehensive, and we are therefore quoting it in the table
below:
Table 12: Improve West Africa Transport & Logistics - Issues and opportunities
ISSUE/OPPORTUNITY RECOMMENDATION/ACTION
Regional integration • Establish a common market
• Agree on Common External Tariffs
• Remove internal borders
(Requires common collection and distribution of duties –
UEMOA has established a common market but has not removed internal
borders)
• Simplify ECOWAS Customs code
• Notify member states of changes in policy and rules in a timely manner
Customs modernization and availability of information
• Publication and availability of information Ensure prompt publication of a wide range of information, such as procedures,
duties and taxes, fees, rules for classification and valuation, etc. in a non-
discriminatory and easily accessible manner
• Prior publication and consultation Ensure reasonable interval between publication and entry into force of new or
16
From the WTO Draft Consolidated Negotiating Text TN/TF/W/165/Rev.14 which are part of the current Doha Round
Trade Facilitation negotiations. The document reviews these and several sub-issues, which all apply to West Africa. An
additional resource for customs reform is the WCO International Convention on the Simplification and Harmonization of
Customs procedures (revised Kyoto Convention (2006)
44
amended trade-related laws or regulations
• Advance rulings Ensure the right to a ruling in writing, within and valid for a specified time, to
a written request on questions such as tariff classifications, rules of origin etc.
• Appeal procedures Ensure the right to an administrative or judicial appeal of a decision
• Impartiality, non-discrimination and transparency Ensure impartial, transparent and non-discriminatory regimes shall be in place
to deal with import alerts, detention of shipments and test procedures to
address risks related to animal health, plant health and food safety
• Fees and charges in connection with importation and exportation Ensure that fees and charges are limited in amount, corresponding to the
approximate cost of services rendered
• Release and clearance of goods Ensure procedures for
- Pre-arrival clearing
- Separation of Release from final Determination and Payment of Duties,
Taxes, Fees and Charges
- Risk management
- Post-clearance audit
- Publication of Average Release Times
- Trade Facilitation measures for Authorized Operators
- Expedited shipments
• Consularization A consular transaction (invoice or visa) and related fees shall not be required
for the importation of any goods – it is not known by the authors how big an
issue this is in West Africa
• Border agency cooperation Ensure alignment of working days and hours and procedures and formalities.
Develop and share common facilities and do joint controls. Establish one-stop
border post controls and expedited processes for goods in transit
• Formalities connected with importation, exportation and transit Take the following actions:
- Minimize the complexity of formalities
- Simplify documentation requirements
- Accept copies of originals
- Use international standards
- Establish Single Windows where traders can submit documentation at a
single entry point
- Pre-shipment and destination inspections shall not be required
- The use of customs brokers shall not be mandatory
• Freedom of transit Customs convoys for transit traffic shall not be required except in circumstances
of high risk. Transit formalities shall be minimal and charges shall only
represent the cost of services rendered.
• Customs cooperation Customs authorities shall endeavor to cooperate and share information
Expediting Trade
(ECOWAS Trade Liberalization Scheme
• Streamline and speed up the ETLS approval process
• Give preferred treatment to ETLS approved operators, as per ETLS rules
• Respect existing agreements on the duty free flow of regional goods, in
45
- ETLS) particular local agricultural products
Transport reform • Create a regional trucking market, including the abolishment of quotas
and the permission of cabotage (The aim is an ECOWAS-wide trucking market. However until this is achieved,
trucking can be deregulated on bilateral basis or among smaller groups of
countries)
• Improve truck/cargo allocation
• Encourage & facilitate fleet renewal/access to finance
• Professionalize of the industry
- Assure transporters are qualified, registered, solvent and
compliant with regulations
- Assure drivers are well trained in safety, driving and loading, and
knowledgeable of rules & regulations
� Provide training and information – radio programs/SMS service -on
transport in local languages
� update & improve Drivers’ Guides
• Improve safety
- Enforce axle load & vehicle dimension regulations
- Provide rest stops & parking areas
- Ensure the availability of towing services along corridors
Ports, border crossings and inland terminals
• Simplify procedures
• Provide expedited services for transit traffic
• Extend and harmonize working hours
• Provide express lanes for low-risk, transit and ETLS-approved shippers
Finance • Access to finance
• Currency convertibility
Insurance and cargo security bonds
• Implement the ISRT single security bond for transit goods A better alternative may be to replace the ISRT scheme with the well-established
international TIR system adopted by the UNECE and operated by the International
Road Union (IRU)
• Abolish the requirement that imported goods must be insured by a
national insurance company in order to be cleared by customs This is a requirement in Burkina Faso and possibly also in other West African
landlocked countries
Safety & security
• Ensure vehicles are in good driving conditions
• Ensure trucks are correctly loaded and respect authorized dimensions
• Ensure drivers are properly trained
• Provide proper rest stops along corridors
• Enforce speed limits and driving hours
Implementation &
enforcement of
regulations
• Harmonize traffic rules - develop & enforce a regional highway code
• Enforce Axle load regulations
Corruption
• Eliminate fixes road checkpoints (Dec 15/2005/CM/UEMOA) Use mobile & targeted inspections for compliance, safety and security
• Punish corrupt officers & publicize policies and actions taken
• Establish toll-free hotlines & report on outcomes
46
Issues and opportunities can further be divided into broad national or regional ones and narrow
issues that are corridor or node specific. It is also useful to categorize issues and opportunities as
either strategic or tactical.
Strategic issues will usually have greater impact and may often be regional in nature, but are usually
complex with legal or regulatory implications and are therefore likely to be difficult and time
consuming to resolve. Tactical issues are national, corridor or node specific issues which require
process rather than regulatory change and are therefore likely to be easier and faster to resolve but
may have less impact than strategic ones. All the issues and opportunities listed above are found
throughout the region. However there are also problems and opportunities specific to each country,
to each corridor and to each node of transport, be it a port, a border crossing, or and inland
terminal.
Advocacy & Action for Change
For change to happen, effective advocacy based on evidence rather than perception and anecdotes
is required. This is why the Trade Hub has supported and promoted on one hand the establishment
of the private-sector-led Borderless Alliance for advocacy, and on the other the West Africa
Transport & Facilitation Observatory for timely and reliable evidence.
In order to develop effective strategies for advocacy and action on a particular issue, one must be
prepared to present well documented discussion papers to policy makers and other stakeholders
with constructive ideas on how an issues can be improved, and to gain support for change. Such
discussion papers must describe the issue in sufficient detail, provide context of why it is an issues
and how it has evolved over time, estimate the organizational and costs implications of both inaction
and action, and a discussion on how the issue is dealt with according to best practices. Consultation
with stakeholders interested in and/or affected by the issue is also of utmost importance.
It should be kept in mind that few issues can be resolved without close cooperation between the
public and private sectors and that it is almost always a good idea to involve civil society.
Plea for Availability of Information and Transparency
One of the rationales for undertaking the corridor studies was, from the beginning, to address the
lack of information which stakeholders have identified as one of the more serious hurdles to
efficient trade and transport in the region. Much information relevant to transport and trade
facilitation is available held by government agencies, uniformed services, chambers of commerce
and shippers councils, as well as associations and private companies, but accessing it is often
difficult, if not impossible.
We would therefore like to conclude this report by making a plea for transparency and information-
sharing.
For example, if one takes the issue of checkpoints which was the genesis of the corridor reports,
police and the gendarmerie point to the challenges of security and safety and the problems with
non-compliant trucks and drivers. Customs justifies checkpoints by pointing to the issue of diverted
cargo – and thus lost revenue – and problems with smuggling of arms and drugs and other illegal
products, as well as non-compliant and fraudulent traders and transporters.
47
These are all very real, serious and difficult problems on which fixed checkpoints are unlikely to have
much impact. Instead fixed checkpoints are seen by both public and private sector stakeholders as
primarily an excuse for officials to collect bribes. This has not only a negative effect on trade and
transport, but also on the image of the uniformed services (who are often seen as “thieves” by
ordinary people), and the trust between governments and their citizens.
The issues brought up by the police, gendarmerie and customs are however very real, and it is in the
interest of both the private and public sector to find effective ways to address them. One important
way to accomplish this is for the police, the gendarmerie and customs to be open and transparent
with the information they gather. For example, the police and gendarmerie should report on
accidents, security incidents, fines issued and collected, and on what is happening at checkpoints,
while customs should report on the incidents of diverted cargo and other misdemeanors. This will
greatly improve the public image and understanding of the work done by these government
agencies, provide the necessary information to enable dialogue, and allow private sector and civil
society stakeholders to contribute constructively to finding solutions.
Tema – Ouaga – Bamako
Corridor
References & Annexes
49
REFERENCES
Adjavor, B. Coordination and harmonization of policies towards an effective transit trade regime in
West and Central Africa. Ministry of Foreign Affairs, Regional Integration and NEPAD (2008)
African Development Bank and UNECA. Review of the implementation status of the trans-African
highways and the missing links (2003)
Anson, Cadot & Olarreaga, Tariff Evasion and Customs Corruption: Does Pre-Shipment Inspection
Help? HEC Lausanne (2006)
CARANA Corporation. Final report for the TESS special study on the impact of transport and logistics
on trade competitiveness prepared for USAID, Trade and Enhancement for the Services Sector
(2005)
Chemonics International Inc. Evaluation of port fees and efficiency: Ghana vis-a-vis Benin, Côte
d’Ivoire, Nigeria, Togo and Dominican Republic. Prepared for USAID, Trade and Investment
Program for a Competitive Export Economy (TIPCEE) (2008)
Christ and Ferrantino. Land transport for exports: the effects of cost, time and uncertainty in sub-
Saharan Africa, US International Trade Commission, April 2009
Committee on Regional Cooperation and Integration. Trade facilitation to promote intra-African
trade (2005) www.uneca.org/crci/trade_facilitation.htm
Consia consultants, SITRASS, BESTE – Etude des impacts de la réduction des charges des véhicules
poids lourds EUROPAID/125136/D/SER/BF (2008)
Darbéra R. “Measuring the benefits from road haulage deregulation—example of some French
results”, Proceedings of the World Conference on Transport Research, Antwerp (1998)
Djankov, S. et al. Trading on time, World Bank, Doing Business document (2006)
De Wulf, Luc., Ghana Leads West Africa in Transit Reform, Investment Climate in Practice,
ECOWAS 2009. Vision document, March 2010
European Conference of Ministers of Transport. Regulatory reform in road freight transport:
Etudes des impacts de la réduction des charges des véhicules de poids lourds. Proceedings of
international seminar OECD Publication Service. Europaid/125136/D/SER/BF, octobre 2008
Essien, V. Regional trade agreements in Africa: a historical and bibliographic account of ECOWAS and
CEMAC (2006)
Hummels, D. “Calculating tariff equivalents for time in trade” USAID/Nathan Associates Inc. (2007)
Limao, N., and A. Venables. “Infrastructure, geographical disadvantage and transport costs.” World
Bank economic review 15 (3): 451–79. (2001)
McKinnon A.. “Past trends”, Regulatory reform in road freight transport: proceedings of the
international seminar, February 2001
N’Guessan, N. “Improvement in transit transport in West Africa”. First session of the
Intergovernmental Preparatory Committee of the International Ministerial Conference on
Transit Transports Cooperation, New York (2003)
Ouedraogo R. et al. - Etude sur les possibilités d’optimisation de l’utilisation du corridor ghanéen par
les chargeurs du Burkina Faso. Conseil Burkinabé des Chargeurs (2007)
PADECO 2009. Etude comparative de faisabilité sur la création de guichets uniques dans les
principaux ports du corridor Abidjan-Lagos: rapport final provisoire mai
Raballand, G. & P. Macchi. Transport prices and costs - the need to revisit donors’ policies in transport
in Africa, World Bank (2008)
République Togolaise & République de Haute-Volta. Protocole d’accord de transports routiers entre
la république togolaise et la république de Haute Volta. 14 avril [1/3 :2/3 & agreement] (1984)
Teravaninthorn S. & G. Raballand. Transport prices and costs in Africa: a review of the international
corridors, World Bank (2008)
USAID, Senegal. “Dakar-Bamako Corridor Cost of Transport Analysis”, Prepared by Booz Allen
Hamilton (2010)
50
USAID West Africa Trade Hub. “Transport and Logistics Costs on the Tema-Ouagadougou Corridor”
April 2010
USAID West Africa Trade Hub 2012. “Transport and Logistics Costs on the Lomé -Ouagadougou
Corridor” January 2012
Zerelli, S., O. Hartmann & B. Stoven. West African road transport and transit Facilitation Strategy.
ECOWAS Technical Assistance Project, Regional Transport and Transit Facilitation Program (Ref
9 ACP ROC 08) (2008)
Zerelli, S & A. Cook. Trucking to West Africa’s landlocked countries—market structure and conduct,
USAID West Africa Trade Hub (2010)
ANNEX A: ASSUMPTIONS, EXCHANGE & INFLATION RATES
ANNEX A.1: CASE STUDY ASSUMPTIONS
Most costs encountered by the importer or exporters are transaction based, i.e. they are independent of the type, value or tonnage of the cargo. However whenever there are charges that are not transaction based, we use the following assumptions in the detailed costs and procedure tables in the annexes that follow for both the Tema-Ouaga and Tema-Bamako corridors: IMPORT – General Assumption: The import tables in the following Annexes document costs for the following cargo:
- Mode: 20 foot container (TEU) - Type: Edible Oil - Value: USD 22,000 (a fully loaded container17) - Weight: 22 tonnes
With those general assumptions, two cases are considered for benchmarking and comparison: Case 1: Container arrives in Tema in a sealed container and is transported to Ouagadougou in
the same container, and offloaded at importer’s premises at final destination (referred to as “container door-to-door”)
Case 2: Container arrives in Tema, and cargo is offloaded from the container and loaded into a
truck at Tema port for onward carriage to Ouagadougou (referred to as “break-bulk”) EXPORT – General Assumptions: The export tables in the following Annexes document costs for the following cargo:
- Mode: 20 foot container (TEU) - Type: Shea nuts - Value: USD 8.500 - Weight: 17 tonnes
Case 1: Container is loaded with cargo in Ouagadougou and is transported to Tema for export
(referred to as “container door-to-door”) Case 2: Cargo is loaded into a truck in Ouagadougou, transported to Tema, and loaded into a
container at the Shipping line’s container yard (referred to as “breakbulk”) The assumptions for both Import and Export are based on real and documented cases that were
part of the original 2010 Tema-Ouaga study We have chosen to concentrate on comparing moving goods in containers versus as break-bulk because using containers has many advantages such as:
• less handling and therefore less theft and damage; • faster processing;
17
The maximum gross mass for a 20 ft (6.1 m) dry cargo container is 24,000 kg, and for a 40-ft (including the 2.87 m (9 ft 6
in) high cube container), it is 30,480 kg. Allowing for the tare mass of the container, the maximum payload mass is
therefore reduced to approximately 22,000 kg for 20 ft (6.1 m), and 27,000 kg for 40 ft (12 m) containers. See
http://en.wikipedia.org/wiki/Containerization
Annex A: Assumptions, Definitions, Inflation & Exchange Rates
52
• less likelihood of overloading and therefore less damage to road infrastructure and safer driving;
• Less likelihood of local fraud and smuggling if the cargo stays in a sealed container from origin to final delivery.
However in spite of these advantages most goods is still moved as break-bulk and there is an urgent need to understand the dynamics of containers versus break-bulk in order to find ways of promoting containerization.
ANNEX A.2: DEFINITION OF COSTS USED IN THE STUDY
Formal costs: All receipted costs
Informal costs: All un-receipted costs This definition is interpreted more carefully in this study than was the case in previous corridor studies. For example the fee of a “Coxeur” in Tema port who is an independent agent matching a cargo owner with a transporter is “informal” as it is not receipted. However it is not an “illicit” payment as it is a voluntary payment for a service considered useful and not provided effectively by the formal sector. On the other hand, the charges by “Goro” boys at the Paga border who take the drivers documents and present them to Customs are considered “illicit” because it is an unnecessary service which seems to be imposed through intimidation.
Port Costs: Formal and informal port and shipping line charges
Trucking costs & prices: All formal and informal charges associated with the organization of trucking, labor for loading of the truck, and the price of the trucking journey Note: Trucking prices Include Illicit payments by driver on the road,
payments to coxeurs (trucking middlemen) at origin, and all
payments made directly by the truck driver in the cargo clearance
process.
Customs processing costs: All formal and informal charges payable to customs authorities and other government agencies at the ports, at borders and at destination, as well as the fee for the bond required by the Ghanaian customs for all goods transiting Ghana – commonly referred to as the “guarantee” premium.
Forwarding costs: All formal and informal costs payable to forwarders for clearing goods and organizing transport
Duties and taxes: Customs duties and taxes
Annex A: Assumptions, Definitions, Inflation & Exchange Rates
53
Opportunity costs: The cost of capital locked up while goods are transported, or in the case of truck owners, when trucks are being unnecessarily delayed
ANNEX A.3: DEFINITION OF STANDARD TIME AND DELAYS
Standard Time is defined to be the average time spent on an activity, assuming all things is working normally. Standard time is equal to normal processing and travel time.
Delays are defined as the time spent over and above what respondents considered being normal processing and travel time at the various stages of the cargo clearance process. This includes waiting before processing, delays caused by computer or communication downtime, officers being absent, waiting for convoys or escorts etc.
ANNEX A.4: INFLATION & EXCHANGE RATES
Exchange rates and inflation rates used in the analysis are listed below:
Inflation 2008 - 2012
Inflation 2008 2009 2010 2011 2012 Cumulative
Ghana 16.5% 19.3% 10.9% 8.7% N/A 68%
Burkina 10.7% 2.6% 1.4% 2.8% N/A 18%
Source: Index Mundi - http://www.indexmundi.com/
Exchange Rates 2008 - 2012
Exchange
Rates
Tema-Ouaga study (2008)
Lomé -Ouaga study (2010)
2011 (Average)
2012 (September)
USD/GHS 0.9 1.42 1.52 1.91
USD/XOF 0.0024 0.0022 0.0021 0.0019
Source: www.fxconverter.com
Annex A: Assumptions, Definitions, Inflation & Exchange Rates
54
ANNEX A.5: EU AND NORTH AMERICAN TRANSPORT PRICE INDEXES
Through a web search we found transport price indexes for both Europe and North America. These indexes suggest that transport prices at the beginning and the end of the 2008-2012 period were fairly equal. This mirrors the transport costs development we observed on the Tema-Ouaga corridor.
In stark contrast to this, the Newark-Chicago case study with information from Maersk, which we use to compare transport performance in West Africa and North America, show that transport costs in North America have gone up by about 50%.
We don’t know if this contradiction can be explained.
US Transportation Price Index 2009-2012
Source: Transportation Price Index18 http://www.uship.com/tpi.aspx
European Transport Price Index 2008-2012
Source: Transport Market Monitor (Outlines developments in European road transport rates)
http://transporeon.com/fileadmin/tmm/en/2012/D2lp6q/130222_TMM14_EN.pdf
18
The Transportation Price Index (TPI) tracks monthly changes in prices paid for transportation services expressed in terms
of US$ per ton-mile
ANNEX B: TEMA – OUAGADOUGOU CORRIDOR (IMPORT)
ANNEX B.1: VESSEL ARRIVAL IN TEMA PORT
2008 2012
Process description
Formal
costs
(GHS)
Informal
costs
(GHS)
Average
standard
time (minutes)
Observed
average
delay (minutes)
Formal
costs
(GHS)
Informal
costs
(GHS)
Average
standard
time (minutes)
Observed
average
delay (minutes)
Comments
1 Vessel arrives at anchor 1.7 3.9 These activities are 24/24 whereas all other port activities are considered 8 hour days
2 Vessel at berth 0.9 1.7
Total 0.9 1.7 1.7 3.9
ANNEX B.2: PROCEDURES & COSTS IN TEMA PORT (TRANSIT IMPORT TO BURKINA FASO)
2008 2012
Process description
Formal
costs
(GHS)
Informal
costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(GHS)
Informal
costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
1 List of documents required: - commercial invoice (translated into English), - packing list, - copy or original Bill of Lading
2 Rotation number to be provided by carrier when vessel at berth (needed for the customs declaration)
15 15
3 Invoice and packing list sent to customs valuation officer
7 120 240 10 30 120 Faster process
4 In transit electronic customs declaration submitted to GCNet
60 20
5 Receive GCNet electronic entry ready to be printed. To assess the SIC insurance bond, send all documents to
2008: Done by “Bond seat”
2012: Done by Compliance officer
30 120 Bond seat no longer exists
Annex B.2: Procedures & costs in Tema port (Transit imports)
57
2008 2012
Process description Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
6 Pay SIC bond and satellite tracking box, at the bank in the long room
2008: GHS 50 for GPS trans-ponder plus 0.50 % of the duty payable had the goods been imported to Ghana
2012: USD 50 for GPS trans-ponder plus 0.50 % of the duty payable
Customs duty: 20% on cooking oil
valued at USD 22,000
50
USD 22
15 30 USD 50
USD 22
0 10 30 GPS transponder fee currency has been changed from GHS to USD due to GHS volatility. Payment made in GHS based on current USD/GHS exchange rate
7 2008 : Return to the bond seat, with the bank receipt to be presented to the customs officer for system update
2012: Forwarder takes declaration and bank receipt to assigned compliance officer for verification and certification
2 60 2 10 60
8 Go to SIC with the bank receipt to print the bond
10 60 60
9 Go to the customs compliance officer, where the set of documents is verified. This officer assigns an examination officer at the freight station
2 60 5 10 60
Annex B.2: Procedures & costs in Tema port (Transit imports)
58
2008 2012
Process description Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
10 With the GCNet declaration number, the forwarder goes to the shipping line for the exchange of documents and pays the shipping charges. A Delivery Order (DO) is given back to forwarder
USD 102 120 0 USD 112
0 60 180 Increase in delays in processing times at some shipping lines while others have improved
11 With the declaration number, the forwarder goes to CBC to establish the 'freight declaration' and gets the 'CBC loading note' or 'bon de
chargement' (needed for the truck ‘laissez passer’ to enter the port), pays for the CBC way bill and goes to OTRAF for its loading advice.
OTRAF: XOF 10,000/truck;
CBC Waybill: XOF 2,500 (by agent)
(Drivers pay an additional XOF 10,000 to CBC, included in trucking price)
XOF 12,500
60 0 XOF 12,500
30 0 Quicker process
12 Burkina Faso Chamber of commerce: payment of PMD 'Passage Magasin Douane' (based on Bill of Lading) ; 20'/40' container: XOF 13,000/21,000; bulk XOF 385 per tonne
XOF 13,000
60 XOF 13,000
60
Annex B.2: Procedures & costs in Tema port (Transit imports)
59
2008 2012
Process description Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
13 Go to the freight station (GPHA, MPS, Golden Jubilee) with the shipping company's DO and the Burkina Chamber PMD, pay the handling charges and obtain an entry permit to load truck (a payment receipt)
2008: Handling charges GHS 18.92/20' plus MPS dock transfer fees: USD 10.68
2012: Handling charges of USD 23.76 plus MPS dock transfer costs USD 15.58 (VAT included)
18.92
USD 10.68
8 60 USD 39.34
60
Annex B.2: Procedures & costs in Tema port (Transit imports)
60
2008 2012
Process description Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
14 With handling charges payment receipt, entry permit and CBC 'bon
de chargement', the forwarder and the driver enter the freight area and see the customs examiner to proceed to the examination (seal checking, car chassis number, cargo and number of packages also checked if container to be stripped…)
GCNet on line release and issue of delivery allowance. Truck is loaded
CASE 1 (container):
CASE 2 (break-bulk) – stripping fee:
2008: Fee based on 2.39 GHS/tonne,
minimum 25t/TEU
2012: Fee per unit USD 71.5/TEU
0
59.75
0
13
60
420
120
0
USD 71.5
0
10
50
420
120
15 2012: New procedures include weighing the loaded truck and issuing a weight certificate which is checked at the exit gate
n/a n/a n/a n/a 0 20 20
16 At the exit gate, GPHA security checks on system if all is OK and issues the Waybill
1 60 5
Annex B.2: Procedures & costs in Tema port (Transit imports)
61
2008 2012
Process description Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
17 At the exit gate, a customs official checks if the cargo has received the delivery approval by a customs examination officer
1 60 5
18 Escorted by GPHA security to the Transit Parking Yard. Wait until sufficient number of trucks before departure in a convoy
2 60 60 30 60 2012: When congested up to 10 GHC may be paid at the gate for quicker exit
19 Go to SIC, at the port and buy a log book (GHS 2.5) plus a sticker (GHS 1) filled by a customs agent. Information to be filled and given back to SIC for stamp and signature
3.5 60 3 15 Quicker process
20 Buy a customs seal at transit park customs office. The seal number is written on the entry
60 2 30 Quicker process
21 Go to the parking yard GCNet office to get the satellite device (paid in step 5). The officer keys the satellite devise number and the seal number into the system
2 60 10 60 120 Increased delays due to occasional device shortages - informal fees paid for quicker service.
Annex B.2: Procedures & costs in Tema port (Transit imports)
62
2008 2012
Process description Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
22 Go to the National Security service at the main port with all documents (GCNet entry, log book, commercial invoice, packing list) to vet the documents and sign the logbook
2 60 10
23 At transit park, a customs official detaches a copy of the documents
60 2 30
24 At transit park exit, customs check the seals
1 30 30 5
25 At the exit gate GPHA security verify the waybill
2 15 15 10
26 At exit gate National Security verifies that log book has been signed by their colleague at the port.
15 60 5
27 Transporter union fee (JAPTU) 6 15 15 6 1
28 Truck is allowed to leave and has 5 days to reach the border.
Forwarding fees:
2008 : USD 135/180 per 20’/40’
2012 :USD 150/200 per 20’/40’
USD 135 USD 150
Annex B.2: Procedures & costs in Tema port (Transit imports)
63
2008 2012
Process description Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(GHS)
Informal costs
(GHS)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
TOTAL: Case 1 (Container) GHS 87.42
+
USD 265.68
+
XOF 25,500
GHS 40 1,335
(22.3 hours)
(2.8 days)
570
(9.5 hours)
(1.2 days)
GHS 98.5
+
USD323.34
+
XOF 25,500
GHS 37 641
(10.7 hours)
(1.3 days)
650
(10.8 hours)
(1.4 days)
Decrease in standard time
TOTAL: Case 2 (Break-bulk) GHS 147.17
+
USD 265.68
+
XOF 25,500
GHS 53 1,755
(29.3 hrs)
(3.7 days)
690
(11.5 hrs)
(1.4 days)
GHS 98.5
+
USD 394.84
+
XOF 25,500
GHS 47 1061
(17.7 hrs)
(2.2 days)
770
(12.8 hrs)
(1.6 days)
Decrease in standard time
GRAND TOTAL Case 1: USD (Container)
GRAND TOTAL USD Case 2: USD
(Break-bulk)
424.0
490.4
44.4
58.9
2.8 days
3.7 days
1.2 days
1.4 days
423.35
494.85
19.4
24.6
1.3 days
2.2 days
1.4 days
1.6 days
ANNEX B.3: ROAD TRANSPORT LEG - TRANSIT IMPORT TO BURKINA, MALI & NIGER
Annex B.3.1: TRUCKING PRICES 2008 AND 2012 – NORTHBOUND CARGO
2008 Formal costs 2012 Formal costs Comments
Trucking rate
Case 1 (Container):
Up to 15MT per 20’: 900,000
Additional fee per tonne: 30,000
(cargo =22 tonnes)
Up to 30 MT per 40’ : 1,300,000
Case 2 ( Break-bulk - per tonne):
Average Bulk per tonne: 30,000
Assumption: Importer pays for full
load of 40 tonnes
1,110,000
1,200,000
Trucking rate
Case 1 (Container):
Up to 15MT per 20’ : 1,100,000
Additional fee per tonne : 40,000
(cargo =22 tonnes)
Up to 30 MT per 40’ : 1,400,000
Case 2 ( Break-bulk - per tonne):
Average Bulk per tonne: 40,000
Assumption: Importer pays for full
load of 40 tonnes
1,380,000
1,600,000
OTRAF Reference
rates
TOTALS Case 1: USD
TOTALS Case 2: USD
2,664
2,880
2,622
3,040
Bribes at checkpoints & borders
(Factored into trucking price)
Source: 8th IRTG REPORT
33
Bribes at checkpoints & borders
(Factored into trucking price)
(21st REPORT June-Sept 2012)
14
Note: An importer can do a number of things to reduce the trucking price including: a) Negotiate a better rate (possibly)
b) For containers: Transport two 20’ containers on one truck
c) For break-bulk: Share the load so that the importer only pays his share of the full load
• Other costs paid by trucker directly include payment to truck middlemen, coxeurs, for finding cargo: XOF 60,000 in both 2008 and 2012.
Annex B.3: Road Transport Leg - Transit Import to Burkina, Mali & Niger
65
Annex B.3.2: PROCEDURES & COSTS AT PAGA (GHANA BORDER WITH BURKINA FASO) – TRANSIT TO BURKINA, MALI OR NIGER
2008 2012
Process description
Formal
costs (XOF)
Informal
costs (XOF)
Average
standard
time (minutes)
Observed
average
delay (minutes)
Formal
costs (XOF)
Informal
costs (XOF)
Average
standard
time (minutes)
Observed
average
delay (minutes)
Comments
1 Driver or border middleman, Goro boy, gives the documents (customs entry, sub-consignment note, ISRT logbook, freight station waybill) to customs office for verification & registration.
0.00 7,000 10 15 0.00 7,000 10 15 XOF 5,000 to ‘border middle-man’ and XOF 2,000 (customs)
2 Customs officer physically checks that the truck, container or cargo correspond to the customs entry. The GCNet officer removes the GPS tracking device.
0.00 2,000 15 15 0.00 2,000 15 15
3 Customs and GCNet verify in the system if the documents are in line with the information entered at Tema.
0.00 0.00 15 15 0.00 0.00 15 15
4 If OK, the customs officer electronically approves the shipment in GCNet.
0.00 0.00 15 15 0.00 0.00 15 15
5 Driver or border middleman gives the truck documents to customs for manual registration. Customs allows the truck to cross the border after removing the SIC sticker.
0.00 1,000 5 0 0.00 1,000 5 0
Totals 0 10,000 60 60 0 10,000 60 60
Annex B.3: Road Transport Leg - Transit Import to Burkina, Mali & Niger
66
Annex B.3.3: IMPORT PROCEDURES & COSTS AT DAKOLA (BURKINA FASO BORDER WITH GHANA)
2008 2012
Process description
Formal
costs (XOF)
Informal
costs
(XOF)
Average
standard
time (minutes)
Observed
average
delay (minutes)
Formal
costs (XOF)
Informal
costs
(XOF)
Average
standard
time (minutes)
Observed
average
delay (minutes)
Comments
1 The driver goes to the police for registration with his driver's license, ECOWAS Brown Card certificate, international permit or ‘Carte grise’
and roadworthiness certificate. He then hands the customs documents over to the forwarder.
10 30 10 30
2 The forwarder checks the truck, cargo or container and documents (invoice, packing list, bill of lading, Ghana customs declaration, CBC interstate way bill issued at Tema).
5 10 5 25
3 The forwarder gives the waybill to the ‘Garde Magasin’ (warehousing customs officer) for registration, who assigns an entry number to the truck.
2,000 10 20 2,000 10 20
4 With this entry number the forwarder fills in and pays for the ISRT logbook issued by the Chamber of Commerce.
2,887 20 20 2,887 20 20
5 The forwarder submits the declaration for online entry into the Burkinabé customs system (computer available at customs office).
10 45 2,530 10 45
6 The customs declaration is issued and the file is sent to the compliance officer.
2,000 10 20 2,000 10 20
Annex B.3: Road Transport Leg - Transit Import to Burkina, Mali & Niger
67
2008 2012
Process description
Formal
costs
(XOF)
Informal
costs
(XOF)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(XOF)
Informal
costs
(XOF)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
7 After these checks, the forwarder sends the file for approval by the head of the customs office.
30 60 30 60
8 2008: After acknowledgement by the head of the customs office, documents are sent to a cashier for the payment of i) the ‘guarantee fund premium’ or customs bond of 0.25% of the cargo value (USD 55 on cargo value USD 22,000), ii) customs overtime XOF 5,521 per file (vat inclusive) and iii) the IT fee per file of XOF 5,000 plus XOF 1,000 per additional cargo type
2012: Customs Overtime increased to XOF 6,528
10,521
USD 55
1,000 15 15 11,528
USD 55 1,000 15 15
Increase in customs overtime fee
9 Garde Magasin sends the file to the escort agent.
2,000 10 10 2,000 5 10
10 2012: Truck is weighed and weight certificate issued
7,130 20
11 Customs escort receives file, including the ISRT logbook, for the escort to Ouagadougou, and the truck waits for the escort to depart.
Case 1: Containerized
Case 2: Stripped
10,000
10,000
120
120
120
120
5,000
10,000
10
10
45
No escort for containerized cargo in 2012
Escort fee: XOF 5,000
Road taxes : XOF 5,000 per truck
Annex B.3: Road Transport Leg - Transit Import to Burkina, Mali & Niger
68
2008 2012
Process description
Formal
costs
(XOF)
Informal
costs
(XOF)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(XOF)
Informal
costs
(XOF)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
12 2012: Truck is weighed and weight certificate issued
7,130 20
Forwarding fees
2008 : XOF 30,000 per truck
2012 : XOF 37,000 per truck
30,000 37,000
TOTALS
Case 1 : (Container)
Case 2: (Breakbulk)
23,408 +
USD 55
23,408 +
USD 55
7,000
7,000
240 (4hrs)
240 (4hrs)
350 (5.8hrs)
350 (5.8hrs)
29,075 +
USD 55
34,075 +
USD 55
7,000
7,000
165 (2.8 hrs)
165 (2.8 hrs)
245 (4.1 hrs)
290 (4.8 hrs)
GRAND TOTAL Case 1: USD
(Container)
GRAND TOTAL Case 2: USD (Breakbulk)
111.18
111.18
16.8
16.8
4hrs
4hrs
5.8 hrs
5.8 hrs
110.24
119.74
16.8
16.8
2.8 hrs
2.8 hrs
4.1 hrs
4.8 hrs
ANNEX B.4: IMPORT PROCEDURES & COSTS AT OUAGARINTER 2008 &2012
Annex B.4.1: OUAGARINTER – IMPORT PROCEDURES AND COSTS IN 2012
Process description
Formal costs
(XOF)
Informal costs
(XOF)
Standard delay
(minutes)
Average delay
(minutes) Comments
1 Arrival of the truck at Ouagarinter: weighing fee paid to the Chamber of Commerce (CCIBF), ONASER inspects the axle load.
0 0 5 0 The time needed depends on the number of trucks that have arrived.
2
a) Escort vehicles: the escort officer from Bitou transmits the transit receipt “IM8”, the T1 Customs Declaration and the escort order to the ‘Bureau de Suivi de transit’ (Transit tracking office)-BST who physically inspects the vehicles in presence of the escort agent. The BST transmits the documentation to the ‘Brigade commerciale’ (Trade Division) - BC which then proceeds with the identification.
b) Free convoy trucks: these trucks travel with their customs documentation and submit them directly to the BC officer.
0 0 20 0
For trucks with an escort, this operation requires the presence of the escort officer. The maximum delay for a truck from Bitou is 48 hours. The BST transmits the documents to the BC as soon as the truck arrives.
3
The BC submits a copy of the set of Customs documents to the Chamber of Commerce (CCIBF) where the goods are recorded and the documents are returned to the BC; in the case of containerized goods, the customs documents are transmitted to the “Terminal Routier à Contenur du Burkina” (Container Road Terminal of Burkina)-TCRB for the mandatory deposit of the container. The BC transmits the documents to the "Garde
Magasin” (Customs Storekeeper) - GM.
Case 1 : Containerized - container handling fee
147,500
0
60
120
10 minutes if the goods are not containerized; delays depend on the rush.
The TCRB rates are: XOF 125,000 for a 20’ container and XOF 200,000 for a 40’ container + 18% VAT (including delivery)
The container handling fee was introduced in 2010
4
The Garde magasin (GM) - Customs Storekeeper - validates the T1 Declaration in ASYCUDA and allocates a handling number. The GM transmits the documents to the Chief of the Customs Office
0 2,500 240 240
The delays are the result of new customs procedures (from May 1st 2012) which require that all clearing operations be done at Ouagarinter.
Annex B.4: Import costs & procedures at Ouagarinter 2012
70
Process description
Formal
costs
(XOF)
Informal
costs
(XOF)
Standard
delay
(minutes)
Average
delay
(minutes) Comments
5
The Customs Office Chief decides whether to offload the goods into a warehouse or authorize the clearing on the vehicle. He submits the documents to the GM who in turn transmits them to the forwarding agent.
0 0 60 0
6 The forwarding agent establishes the Declaration in the ASYCUDA system which indicates the amount due for the prepayment of duties and taxes.
0 0 30 60 80% of declarations are made in the Customs Offices and there are always system connectivity issues
7
The forwarding agent pays the duties and taxes to the cashier; the cashier delivers a prepayment receipt.
Electronic taxes: XOF 5,000 + XOF 1,000 per type of goods + 1/000 of the CIF value** (not included here) + Duties and customs taxes depending on the goods.
5,000 0 20 30
The waiting period can be long depending on the rush
8
The forwarding agent confirms his/her declaration in ASYCUDA and prints it. The system allocates one of the 5 circuits to the file (green, blue, yellow, red, dispute); except for the green circuit, the Declaration is allocated to an auditor.
2,530 0 10 30
XOF 2,530 per Declaration + XOF 1,000 per type of goods
9 The forwarding agent returns the Declaration to the GM in a bound folder for stamping (office stamp and recording number of all the documents attached)
0 2,000 5 20 Average informal costs of XOF 2,000
10 the GM returns the stamped Declaration to the "Chef de Visite" (Visit Chief) who after a brief inspection, transmits it to the Customs auditor designated by ASYCUDA
0 0 5 20
11 The auditor inspects the declaration ; the physical inspection depends on the type of circuit selected (blue, yellow, red, …) 13,500 0 60 30
13,500 – Additional time (TS) for the visit. Documents will not be processed if the TS receipt is not attached
Annex B.4: Import costs & procedures at Ouagarinter 2012
71
Process description
Formal
costs
(XOF)
Informal
costs
(XOF)
Standard
delay
(minutes)
Average
delay
(minutes) Comments
12
The Chief of the Customs Office ensures that the Declaration is correct and transmits it to the cashier who prints the final receipt
0 0 30 15
The Chief of the Customs Bureau can question the work of the Customs conformity agent and perform an additional check
13 The forwarding agent pays the additional amount to the customs cashier (if necessary) and receives the final receipt 0 0 5 30
The Customs duties and taxes can be invoiced in excess if the value or nomenclature has changed
14
The forwarding agent proceeds to the customs conformity officer with the final customs receipts to retrieve the BE (Release Warrant) and then to the Brigade Commerciale (Trade Division)
0 0 10 15
The Customs auditor releases the warrant by recording it in the register that will be transmitted to the Trade Division.
15 The BC records the BE and designates an “Ecor” agent at the exit
6.120 0 60 60 Ecor costs: XOF 6,120/truck
16
The forwarding agent pays the "Passage Magasin Douane" (Customs warehousing) – PMD at the Chamber of Commerce as well as the parking fee (if necessary)
27,500 0 30 30
PMD costs XOF1,250 or 4,750/t in case loading is carried out in the warehouse
10 days of exemption for the parking fee
17 At the exit of the warehouse, the ‘Ecor’ officer inspects the goods or proceeds with the inspection at the forwarding agent’s office if the goods are to be inspected there.
0 XOF
25,000/ camion
120 120 The escort is mandatory. These costs are averagely XOF 25,000/truck and can reach up to XOF 100,000 to avoid ‘Ecor’
18
At the exit of Ouagarinter, the documents are inspected by the "Brigade d'enquête et d'intervention" (Investigation and Intervention Division) and the "Brigade Mobile" (Mobile Division)
0 0 10 0
Forwarding fee 225,000 2008 &2012: 225,000 per 20’; 350,000 per 40’
Annex B.4: Import costs & procedures at Ouagarinter 2012
72
Process description
Formal
costs
(XOF)
Informal
costs
(XOF)
Standard
delay
(minutes)
Average
delay
(minutes) Comments
Total Case 1: (Container)
Total Case 2: (Breakbulk)
426,150
279,650
29,500
29,500
780
720
820
700
GRAND TOTAL CASE 1 (Container): USD
GRAND TOTAL CASE 2 (Breakbulk): USD
809.68
529.44
56.05
56.05
13 hrs
12 hrs
13.7 hrs
11.7hrs
Annex B.4.2: OUAGARINTER – CHANGES IN IMPORT PROCEDURES AND COSTS FROM 2008 TO 2012
2008 2012
Process description
Formal
costs
(XOF)
Informal
costs
(XOF)
Average
standard
time (days)
Observed
average
delay (days)
Formal
costs
(XOF)
Informal
costs
(XOF)
Average
standard
time (days)
Observed
average
delay (days)
Comments
GRAND TOTAL CASE 1
(Container): USD
GRAND TOTAL CASE 2 (Breakbulk): USD
1034.91
1034.91
148.8
148.8
3.1
3.0
809.68
529.44
56.05
56.05
1.6
1.5
1.7
1.5
Major changes that took place in Ouagarinter from 2008 to 2012 include:
• Introduction of the TCRB container handling fee for containerized cargo : XOF 125,000 per 20’/ XOF 200,000 per 40’ + 18% VAT
• Reduction in overall processing time from 6 days to about 3.5 days, eliminating need for payment of truck demurrage charges.
OUAGADOUGOU-TEMA CORRIDOR (EXPORT) Annex C:
ANNEX C.1: EXPORT PROCEDURES AT OUAGARINTER (SOUTHBOUND CARGO)
2008 2012
Process description
Formal
costs
(XOF)
Informal
costs
(XOF)
Average
standard
time (minutes)
Observed
average
delay (minutes)
Formal
costs
(XOF)
Informal
costs
(XOF)
Average
standard
time (minutes)
Observed
average
delay (minutes)
Comments
1 The shipper gives all documents to the forwarder to do the export declaration. These include the invoice, packing list, certificate of origin and, if necessary, phyto-sanitary certificate.
2 The forwarder goes to the customs office to enter the export declaration on the ASYCUDA customs IT system that displays the amount of the ASYCUDA tax payable to the customs cashier.
-ASYCUDA tax : XOF 5,000 for one type of good and 1,000 per additional type of good + customs overtime: XOF 11,200
-2012 includes 2,530 FCFA for the Chamber of Commerce document
16,200 30 60 18,730 30 30
3 The cashier validates the payment online and issues a receipt. The forwarder returns to the customs ASYCUDA office to print the declaration and then sends it to the Garde Magasin (GM) along with
2,000 30 60 30 30
Annex C.1: Export procedures at Ouagarinter
75
2008 2012
Process description
Formal
costs
(XOF)
Informal
costs
(XOF)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(XOF)
Informal
costs
(XOF)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
export documents: invoice, packing list, certificate of origin.
4 GM stamps its visa on the declaration and sends the file to the customs compliance officer who checks if all inputs in the ASYCUDA system are in line with the documents given by the forwarder, and if the file is validated online, manually registered and transferred to the head of customs for approval.
1,000 30 60 30 60
6 After being checked by the customs head, the file is sent back to the cashier who prints the final customs receipt for the forwarder.
15 60 15 30
7 The forwarder goes to the customs compliance officer with the final customs receipt to obtain the release note and proceeds to the customs officer who physically checks the cargo involved in the shipment and stamps the export declaration.
2012; Frais d’Ecor XOF 6,120
2,000 15 60 6120 15 30 (Possibility exists to
pay a bribe to accelerate service)
8 After being registered at the customs inspection office, the forwarder gives the export
Annex C.1: Export procedures at Ouagarinter
76
2008 2012
Process description
Formal
costs
(XOF)
Informal
costs
(XOF)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(XOF)
Informal
costs
(XOF)
Average standard
time
(minutes)
Observed average
delay
(minutes)
Comments
declaration and other documents to the driver who can leave for border. A customs escort is not needed.
Forwarding fee 2008 :
XOF 50,000 per truck
Forwarding fee 2012 :
XOF 52,500 per truck
50,000 52,500
Totals 66,200 5000 120
(2 hrs)
300
(5 hrs)
24,850 0 120
(2 hrs)
180
(3 hrs)
GRAND TOTAL USD : 158.88 12 2 hrs 5 hrs 146.96 0 2 hrs 3 hrs
ANNEX C.2: ROAD TRANSPORT LEG – BURKINA EXPORT (SOUTHBOUND CARGO)
Annex C.2.1: TRUCKING PRICES 2008 AND 2012 – BURKINA EXPORT (SOUTHBOUND CARGO)
2008 Formal costs 2012 Formal costs Comments
Trucking rate
Case 1 (Containerized):
Per truck : 800,000
Case 2 ( Breakbulk - per tonne ):
Average Bulk per tonne : 16,500
(Assuming a 17 tonnes)
XOF 800,000
XOF 280,500
Trucking rate
Case 1 (Containerized):
Per truck : 800,000
Case 2 ( Breakbulk - per tonne ):
Average Bulk per tonne : 16,500
(Assuming a 17 tonnes)
XOF 800,000
XOF 280,500
TOTALS USD Case 1 (Container):
TOTALS USD Case 2 (Breakbulk):
1,920
673
1,520
533
Bribes at checkpoints & borders
(Factored into trucking price)
Source: 8th IRTG REPORT
33
Bribes at checkpoints & borders
(Factored into trucking price)
(21st REPORT June-Sept 2012)
11
Annex C.2: Road Transport Leg - Southbound Cargo (Transit)
78
Annex C.2.2: EXPORT PROCEDURES AT DAKOLA (SOUTHBOUND CARGO)
2008 2012
Process description
Formal
costs
(XOF)
Informal
costs
(XOF)
Standard
time
(minutes)
Observed average
delay
(minutes)
Formal
costs
(XOF)
Informal
costs
(XOF)
Standard
time
(minutes)
Observed average
delay
(minutes)
Comments
1 The driver enters the export parking lot and gives the documents (invoices, packing list, export declaration, cargo details notes) to the forwarder.
30 0.00 30
2 The border middleman registers the file at Garde Magasin who allocates a Garde Magasin exit file number. Customs overtime is paid.
4,682 30 6582 30
Customs overtime fee increased
3 After registration, the forwarder sends the file to the customs agent assigned to inspect the goods, who stamps the exit visa on the cargo detail notes. Charges are applied per truck
4,000 30 4000 30
4 The forwarder gives all documents (packing list, invoice, export declaration, way bill, and customs-stamped cargo detail notes) to the driver, who can cross the border to Paga in Ghana.
30 30
The border closes at 6:00 pm; if the truck arrives after 3:00 pm, it will stay parked until the following day.
Forwarding fee :
2008 : XOF 10,000 per truck
2012 : XOF 10,000 per truck
10,000 10,000
Annex C.2: Road Transport Leg - Southbound Cargo (Transit)
79
2008 2012
Process description
Formal
costs (XOF)
Informal
costs (XOF)
Standard
time (minutes)
Observed
average delay
(minutes)
Formal
costs (XOF)
Informal
costs (XOF)
Standard
time (minutes)
Observed
average delay
(minutes)
Comments
Totals 14,682 4,000 120
(2hrs) 0 16,582 4,000
120
(2hrs) 0
GRAND TOTAL USD : 35.24 9.6 2hrs 0 31.50 7.6 2hrs 0
Annex C.2: Road Transport Leg - Southbound Cargo (Transit)
80
Annex C.2.3: TRANSIT EXPORT PROCEDURES AT PAGA, (SOUTHBOUND CARGO)
2008 2012
Process description
Formal costs
(GHS)
Informal costs
(Local
Currency)
Standard time
(min)
Observed average
delay
(min)
Formal costs
(GHS)
Informal costs
(Local
Currency)
Standard time
(min)
Observed average
delay
(min)
Comments
1 The driver gives the truck papers to the police (vehicle registration document, insurance documentation). The police issues a laissez passer with the driver's name. The driver goes through immigration controls with his passport. He takes the truck, goes to the export parking yard and gives all documents (invoice, packing list, Burkina Faso export declaration) to the forwarder
GHS 29
(for non-Ghanaian
trucks)
N/A 240 120 GHS 76 for non-
Ghanaian trucks
30 120 Formal fee for laissez passer increased, delay for processing decreased significantly.
2 The forwarder prepares the manual declaration and gives all documents to customs. Customs agents physically check the vehicle for truck, container numbers, etc.)
N/A N/A 15 45 15 45 Delay depends on number of people waiting
3 Customs prepares the Trans 1 form. (In cases where the cargo is destined for the local Ghanaian market, customs makes a GCNet entry). No duties are charged for export cargoes in transit through Ghana.
USD 200 N/A 90 60 USD 200 90 60
Annex C.2: Road Transport Leg - Southbound Cargo (Transit)
81
2008 2012
Process description
Formal
costs (GHS)
Informal
costs (Local
Currency)
Standard
time (min)
Observed
average delay
(min)
Formal
costs (GHS)
Informal
costs (Local
Currency)
Standar
d time (min)
Observed
average delay
(min)
Comments
Transit fee 200 USD per declaration (can be more than one truck)
4 Customs agents send the file to their compliance officer and then to the customs escort agents.
2008 Customs Escort fee: USD 65 per truck/day + GHS 20 per truck
2012: USD 65 per truck/day for 2 days
USD
135
60 30 USD
130
90 60
5 Truck leaves the border for Tema. 240 240 Convoy system in place causing delays
Forwarding fee :
2008 & 2012 : XOF 10,000 per
truck
XOF
10,000
XOF
10,000
Totals
USD 335
+
XOF 10,000
0 165
(2.8hrs)
375
(6.3hrs)
USD 330
+
XOF 10,000
0 195
(3.3hrs)
405
(6.8 hrs)
Fee and times for laisser passer procedures for non- Ghanaian trucks not included in total for 2008, also for 2012
GRAND TOTAL USD USD 359 0 2.8 6.3 USD 349 0 3.3 6.8
ANNEX C.3: PROCEDURES & COSTS AT TEMA PORT (TRANSIT EXPORT)
2008 2012
Process description
Formal costs
(GHS)
Informal costs
(GHS)
Standard time
(min)
Observed
average delay
(min)
Formal
costs
(GHS)
Informal costs
(GHS)
Standard time
(min)
Observed
average delay
(min)
Comments
1 Forwarder makes booking with shipping line. 60 60 0 0 30 15
2 Goods arrive by truck in Tema in container at shipping- agency yard or in bulk at warehouse and are offloaded from the truck after customs checks details against the landing account.
Offloading goods from a truck (if not containerized) is an additional GHS 10 in informal costs and takes up to 3 hours longer & USD 80 for loading gang charge
Case 1 : Container
Case 2 : Break-bulk
USD 80
5
15
60
120
60
120
USD 80
5
15
60
120
60
180
3 Forwarder prepares GCNet export declaration (required documents: Paga custom declaration, commercial invoice, certificate of origin and phytosanitary certificate, if applicable).
60 60 60 60
Annex C.3: Cargo procedures at Tema port (Transit Export)
83
2008 2012
Process description
Formal
costs (GHS)
Informal
costs (GHS)
Standard
time (min)
Observed
average delay
(min)
Formal
costs (GHS)
Informal
costs
(GHS)
Standard
time (min)
Observed
average delay
(min)
Comments
4 Forwarder presents the GCNet export declaration to customs to check compliance.
2012: Declaration is sent electronically to customs for vetting, and entry is assigned in system to customs examination officer for release.
2012: Formal fee to forwarder associations GHS 3
60 30 3 35 10 120
Less standard time, more delays and more informal fees.
Informal fees :
GHS 5 - compliance
GHS 30 - exam
5 Forwarder pays port handling to GPHA or MPS and customs endorses the release note upon proof of payment of port handling charges.
2008: Handling : GHS 20.35/20' and GHS 40.70/40'
2012: Handling : GHS 77.23/20’ and GHS 154.46/40’
20.35 5 30 15 77.23 10 30 15
6 The forwarder presents the customs release to the export department of the shipping line for approval to load cargo on nominated vessel.
15 5
Annex C.3: Cargo procedures at Tema port (Transit Export)
84
2008 2012
Process description
Formal
costs (GHS)
Informal
costs (GHS)
Standard
time (min)
Observed
average delay
(min)
Formal
costs (GHS)
Informal
costs
(GHS)
Standard
time (min)
Observed
average delay
(min)
Comments
7 When the vessel sails, the forwarder pays operational and administrative charges to shipping agencies.
2008: Lift on/lift off : 29.70/20' and 59.30/40' and yard-to-port transfer: USD 41.8/20' and USD 79.20/ 40';
Administrative: 87.50 /20' and 169.00/40'
2012: Lift on/lift off : USD 60/20' and USD 120/40' and yard-to-port transfer: USD 55/20' and 110/40’
Administrative: USD 87.50/20' and 169.00/40'
USD 159 60 0 USD 202.5 60 0
8 The shipping line issues the bill of lading (2 working days after the vessel’s departure).
60 30 10 10 30
9 The forwarder goes to the customs export department with the copy of the bill of lading to have the file approved in the GCNet system.
2012 : This step not included
60 30
Annex C.3: Cargo procedures at Tema port (Transit Export)
85
2008 2012
Process description
Formal
costs (GHS)
Informal
costs (GHS)
Standard
time (min)
Observed
average delay
(min)
Formal
costs (GHS)
Informal
costs
(GHS)
Standard
time (min)
Observed
average delay
(min)
Comments
Forwarding fee
2008 : USD 120/150 per 20’/40’
2012 : USD 120/150 per 20’/40’
120 120
TOTALS
Case 1: Containerized
Case 2: Break-bulk
GHS 20.35 +
USD 279
GHS 20.35 +
USD 359
10
20
465
(7.8 hrs)
525
(8.8 hrs)
285
(4.8 hrs)
345
(5.8 hrs)
GHS 80.23 +
USD 322.5
GHS 80.23 +
USD 402.5
60
70
265
(4.4 hrs)
325
(5.42 hrs)
240
(4 hrs)
390
(6.5 hrs)
GRAND TOTALS USD
Case 1: Container
Case 2: Break-bulk
301.6
381.6
11
22
7.8 hrs
8.8 hrs
4.8 hrs
4.8 hrs
364.5
444.5
31.4
36.6
4.4 hrs
5.42 hrs
4 hrs
5.42 hrs
ANNEX D: OUAGADOUGOU – BAMAKO SUB-CORRIDOR (MALI IMPORTS & EXPORT)
PROCEDURES AND COSTS IN TEMA PORT (TRANSIT IMPORT TO MALI) Annex D.1:
Tema port costs and procedures are the same for the Tema-Bamako and the Tema-Ouaga scenario with the few exceptions listed below
Tema-Bamako port costs versus Tema-Ouaga port costs – applies to both container and break-bulk scenarios
Changes in Tema port
(Bamako versus Ouagadougou)
Currency Type of cost
Description
-12,500 XOF Formal Payments to CBC and OTRAF - not applicable to Bamako traffic
-13,000 XOF Formal Burkina Chamber of Commerce PDM fee for 22t of cargo to Ouaga – not applicable to Bamako traffic
+9,000 XOF Formal
-13 USD Formal Difference in Road Fund Guarantee: Tema-Ouaga is USD 22 while Tema-Bamako is USD 9. The lower value
for Bamako is due to the much lower value of the goods (USD 9,051 for textiles versus USD 22,000 for
cooking oil
Minus XOF 16,500
+
Minus USD 13
Total in actual currency
- 49.3 USD Total in USD
Annex D: Ouagadougou – Bamako Sub-corridor (Mali Imports & Exports)
87
TRUCKING PRICES – TRANSIT IMPORT TO BAMAKO Annex D.2:
Load Type March 2008
(XOF) Load Type
June 2009 (XOF)
Load Type Sept 2012
(XOF)
1x20’ (up to 15 tonnes) 1,700,000 1x20’ (up to 19 tonnes) 2,200,000 1x20’ (up to 19 tonnes) 1,800,000
2x20’ (up to 35 tonnes) 2,600,000 2x20’ (up to 28 tonnes) 2,200,000
2x20’ (up to 33 tonnes) 2,600,000
1x40 (up to 30 tonnes) 2,200,000 1x40 (up to 28 tonnes) 2,200,000 1x40’ 2,200,000
Additional containerized cargo per tonne 50,000 Additional containerized
cargo per tonne 50,000
Bulk: Average per tonne 56,500 Bulk: Average per tonne 80,000 Bulk: Average per tonne 75,000
Annex D: Ouagadougou – Bamako Sub-corridor (Mali Imports & Exports)
88
MALI IMPORT THROUGH TEMA PORT (NORTH & WEST BOUND CARGO) Annex D.3:
FARAMANA (BURKINA BORDER WITH MALI) – PROCEDURES FOR MALI IMPORT Annex D.2.1:
Process Description Formal
costs
(XOF)
Informal
costs
(XOF)
Standard
time
(minutes)
Average
delay
(minutes)
Comments
1
The documents (including the T1 declaration) are handed over to Customs by the escort officer, or by the driver if the truck is not obliged to travel in convoy
5 5
2 Customs physically inspects the trucks
1,000 5 5
3 Customs audits the declaration in ASYCUDA++.
Payment of the TS. Customs delivers a pass to the driver 30,000
5 20
Depends on the number of trucks waiting, computer connectivity and electricity supply issues
4 The driver crosses the border barrier with his pass
1,000 5
5
The Burkinabè Customs forwards the documents to the Malian Customs at Sona –No need for a forwarding agent to cross the border
30 300 One departure twice a day for Customs at 12 pm and 6 pm – immediate forwarding of documents can be requested for a XOF 15,000 fee.
Totals
Parking fee is XOF 1000 per truck
(always applicable)
30,000 2,000 50 330
GRAND TOTAL USD USD 57 USD 3.8 0.9hrs 5.5
Annex D: Ouagadougou – Bamako Sub-corridor (Mali Imports & Exports)
89
KOURY (MALI BORDER WITH BURKINA) – PROCEDURES FOR MALI IMPORT Annex D.2.2:
Process Description
Formal costs
(XOF)
Informal costs
(XOF)
Standard time
(minutes)
Average delay
(minutes) Comments
1 The forwarding agent retrieves the documents from the Burkinabè Customs to fill a Malian TRIE form
12,000 5 10 A new Malian TRIE (ISRT: interstate road transit) replaces the one from Burkina Faso: XOF 12,000
2 Electronic entering in ASYCUDA++ at Customs and printing of the T1 Customs declaration
5 10 The time spent depends on the number of items. If the items are of the same nature, the process is fast.
3 Payment of the FGR 10,000 10 10 TS XOF 10,000 + payment of Road Warranty fund : 0.25% of the CIF value
4 The T1 declaration is taken to the scanning office 2 5 The T1 Declaration has to be submitted to the scanning office to await its turn
5 Scanning by order of arrival of T1 60 180 Time spent depends on the queue and on the fact that the forwarding agents can dispute the results of the scanning
6 Forwarding of the scanning result to the Brigade Chief for his/her signature
30,000 60 120 The Brigade Chief authorizes the truck to leave in case they are no suspicions.
7 Retrieval of scanning results/the truck leaves 5 10 Each forwarding agent retrieves his/her documents to hand them over to the driver who is now free to leave.
TOTALS 22,000 30,000 147 345
GRAND TOTAL (USD) USD 41.8 USD 57 2.5 hrs 5.8 hrs
Annex D: Ouagadougou – Bamako Sub-corridor (Mali Imports & Exports)
90
FALADIE (BAMAKO TRUCK TERMINAL) – PROCEDURES FOR MALI IMPORT Annex D.2.3:
Procedure
Formal costs
(XOF)
Informal costs
(XOF)
Standard time
(minutes)
Average delay
(minutes) Comments
1 Truck is weighed 6,000 10 Depends on the queue
2 Verification of transport documents 22,000 0 10 20 XOF 1,000/tonne
3 Retrieval of the T1 declaration and ISRT logbook for entry of the declaration into ASYCUDA ++
0 0 5 5 To prepare the Declaration
4 Entry of customs declaration into ASYCUDA ++ 15,000 0 5 5
Except for connectivity issues which can delay the process, capturing the declaration is fast. The XOF 5,000 costs represent the electronic charges and the XOF 10,000 is the amount of the Customs TS
5 Deposit of the declaration for assessment of duties/changes
10,000 30 120 XOF 10,000 informal fees are paid to speed up the process
6 Physical inspection of the goods 5,000 30 60 Payment of informal fees to speed up the process
7 Statement of payments due 5,000 60 120 If there are no connectivity issues, it usually takes between 1 and 2 hours maximum.
8 Payment of customs duties to treasury 45 60 The Treasury is represented at the Faladie Customs office. The queue can be long.
9 Delivery note (Bon à enlever - BAE) 10,000 30 60 Some Customs service take advantage of the truck leaving the port to squeeze money from the drivers (between XOF 5,000 and 10,000 per truck
10 Weighing of truck 6,000 10 (CHECK POSITION OF THIS STEP) Depends on the queue , weighing fee.
Totals 49,000 30,000 235 450
GRAND TOTAL USD USD 93.1 USD 57 4 hrs 7.5 hrs
Note: Formal costs in the table exclude customs duties, and 1,00OFCFA per tonne as import levy to SDV on behalf of customs.
Annex D: Ouagadougou – Bamako Sub-corridor (Mali Imports & Exports)
91
MALI EXPORT THROUGH TEMA PORT (EAST & SOUTH BOUND CARGO) Annex D.4:
Annex D.3.1: FALADIE (BAMAKO TRUCK TERMINAL) – PROCEDURES FOR MALI EXPORT
Process Description
Formal
costs
(XOF)
Informal
costs
(XOF)
Standard
time
(minutes)
Average
delay
(minutes)
Comments
1 Entry of the Export Declaration in SYDONIA 15,000 5 10 Electronic charges of XOF 5,000 and XOF 10,000 of Customs TS
2 Inspection of the goods 5,000 10 15 Exporting is encouraged by Customs. However some officers find ways to demand XOF 5,000 for the physical inspection of the goods
Total 15,000 5,000 15 25
Grand Total (USD) 28.5 9.5 0.3 hrs 0.4 hrs
Annex D.3.2: KOURY (MALI BORDER WITH BURKINA) – PROCEDURES FOR MALI EXPORT
Process Description
Formal
costs
(XOF)
Informal
costs
(XOF)
Standard
time
(minutes)
Average
delay
(minutes)
Comments
1 Registration of the truck with the E1 Export Declaration, the purchase invoice and the packing list
10,000 5,000 5 15 The intervention of a forwarding agent is not necessary. Payment of a TS to Customs (XOF 10,000) and informal costs (XOF 5,000)
Total 10,000 5,000 5 15
GRAND TOTAL (USD) 19 9.5 0 0.3 hrs
Annex D: Ouagadougou – Bamako Sub-corridor (Mali Imports & Exports)
92
Annex D.3.3: FARAMANA (BURKINA BORDER WITH MALI) – PROCEDURES FOR MALI EXPORT
Process Description
Formal costs
(XOF)
Informal costs
(XOF)
Standard time
(minutes)
average delay
(minutes)
Comments
1 The forwarding agent fills the load status – the forwarding agent performs the pre-declaration in ASYCUDA++ in the designated computer at the Customs office
30 60 Possible delay in case of rush (only 1 computer available) and generator issues
2 With the load status, the forwarding agent proceeds to the writing section of Customs. Customs delivers the bulk manifest and assigns a registration number.
15,000 5 30
Bribes: XOF 10 000/truck for the Office chief and XOF 5,000/truck for the customs officer- electricity supply issues can delay the process
3
With this number, the forwarding agent validates his/her declaration in SYDONIA++. The name of the auditor appears. The forwarding agent hands the documents of the goods (invoice, packing list, load status and export declaration from Mali) to the auditors who certify the value of the goods.
10,000 30 30 Bribes: XOF 10,000/truck for the auditor who usually has up to 72 hrs to finalize the case.
4
Printing of the Declaration and payment of charges: Electronic charges XOF 5,000 + XOF 1,000 per type of additional item + printout from Chamber of Commerce XOF 2,530 +Guarantee Fund 0.25% of the value in Customs + TS Customs : XOF 9,100
16,710 3,000 5
Purchase of the vet audit or phytosanitary bulletin, if applicable. Based on tariff
5 5
5 The auditor prints the Declaration and hands it over to the forwarding agent in charge of organizing the escorts
30 15
6 Organization and departure of the escort: XOF 20,000/truck. There is one departure per day to Bobo-Dioulasso but not after 4.30 pm.
1,000 110 100
Note : No escort for containers and selected products (vehicles, metallurgical goods, salt, cement, rice, medications, fresh food, donations)
Total 16,710 29,000 105 140
GRAND TOTAL (USD) USD 31.8 USD 39.9 1.8 hrs 2.4 hrs
ANNEX E: REVISION TO THE 2010 TEMA-OUAGA CORRIDOR DATA
ANNEX E.1: INTRODUCTION
In order to be able to compare the data collected in 2008 (published in 2010) with the data collected
in 2012 we had to make a number of revisions to the 2010 data. The general revisions are explained
below while the detailed revision to each scenario is presented in the sections that follow.
Total Costs
• The initial Tema-Ouagadougou report (2010) considered different cargoes for the container
door-to-door container scenario: (i) textiles, 18t, USD 9,051 for import and (ii) shea, 17t, USD
8,500, and (iii) cashew, 16t, USD 95,200, for export of 20’ containers, while (iv) cooking oil, 22
MT, USD 22,000 was used in the break-bulk scenario.
For ease of comparison and trend analysis cooking oil is now used for all import scenarios
and shea nuts for all export scenarios. The 2008 cost numbers were revised accordingly. This
has had the effect of increasing specific costs for containerized cargo that were based on
cargo weight or value, for example the PMD tax in Tema port and Ouagarinter.
• Transport prices in the original Tema-Ouaga report for containerized cargo were based on
the assumption of two containers carried simultaneously on a truck. Current analysis is based
on a single container per truck. This results in a significant increase in the road transport
charge. This also applies to export
• Forwarding fees in Tema (import): Reduced from 281 USD (GIFF 2007 indicative tariff) to 135
USD (average according to interviews with various freight forwarders).
• Forwarding fee in Tema (export) has been reduced from 347 USD (which was forwarding
charge quoted in XOF, less shipping administration fee, customs and port charges) to USD
120 being average from interviews with forwarders.
• Average escort fee was increased from 60 GHC per container to 117 GHC per container
according to the Customs Harmonized System and Tariff Schedule which is 65 USD per
truck/day.
• Road Transport Tema-Ouaga: The Coxeur fee, the checkpoint bribes, the laisser passer fee at
Dakola are now excluded from total costs because they are included in the transport price.
The Coxeur fee has also been also excluded from informal costs, even though it is not
receipted, since they actually provide a service asked and paid for voluntarily and therefore
not illicit.
• Fond de Garantie (FGR) fees were previously classified as a tax and excluded from totals, this
is now included and added to total costs (2008: USD 22 in Tema and USD 55 in Dakola).
Standard Times and Delays
• Road Transport leg standard times and delays in the previous corridor studies were based on
averages obtained from interviews with stakeholders. Numbers used in the current
comparison are based on data sheets filled by drivers in the road governance initiative.
Average travel time has been used to represent standard time and standard deviation is used
to represent the average delay.
• Other standard times and delays are based on the aggregate of times recorded in the
summary tables as obtained from interviews with stakeholders capturing all procedures in
the clearance process.
Annex E: Revisions to the 2010 Tema-Ouaga Corridor Study Data
94
• The 2010 Tema-Ouaga corridor report attempted to separate standard times and delays for
the difference actors such as port, customs, trucking and forwarding as well as by transport
leg. This led to some incidences of double counting. In the current report we only break down
cost and times by transport leg, i.e. port, trucking and inland terminal.
ANNEX E.2: REVISION TO THE 2008 CORRIDOR COST & TIME DATA
The section below reviews in detail the revision that was made to the 2008 data for both costs and
time for all scenarios. It should be noted that certain differences in formal and informal costs
between the original 2008 data and the revised 2008 data are difficult to trace because some
computations were not well defined in the 2010 report. Note: Delays are equal to “Total time” minus
“Standard processing time”
Import Scenario 1: One 20’ container (TEU), door to door
PORT
2008 2012
Total costs
(Informal costs in bracket)
(USD)
Standard & Total time
(including delays)
(days)
Total costs
(Informal costs in bracket)
(USD)
Standard & Total time
(including delays)
(days)
Grand TOTAL revised Container (import) 4,444 (267) 10.5-18.1 4,058 (125) 8.9-17.3
Change 2008 - 2012 -9% (-53%) -15% & 11%
As reported in the 2010 Tema-Ouaga study 4,275 (384) 13.5-22.2
Differences: Revised minus original numbers +169 (-117) -3.0 / -3.1
Import scenario 1.A: Revisions to the 2008 costs
Change (USD)
Type of costs
Description
+288 Formal Increase in load from 18t to 22t @ XOF 30,000 (USD 72) per tonne
+72 Formal Customs bond fees included in the revised total cost
+7.39 Formal PMD fees increased with tonnage
-157.28 Formal Eliminating double counting in the transport price
+210.11 Total formal
+169 Difference between revised and original numbers
+41.11 Unexplained difference
-143 Informal Removing the Coxeur fee from “informal costs”
-143 Total informal
-117 Difference between revised and original numbers
+26 Unexplained difference
Annex E: Revisions to the 2010 Tema-Ouaga Corridor Study Data
95
Import scenario 1.B: Revisions to the 2008 time & delays
Change (days)
Type of time Description
-0.625 Standard Basic scenario changed from stripped container to door-to-door
-0.6 Standard Road transport time
-1.75 Standard Double counting of port processing time (shipping lines and customs)
-3.0 Total change in standard time
-3.0 Difference between revised and original numbers
0 Unexplained difference
-1.5 Delay Double counting of port processing time (shipping lines and customs)
+0.6 Delay Road transport time
-0.9 Total change in delays
-0.1 Difference between revised and original numbers
+0.8 Unexplained difference
Import Scenario 2: One 20’ container (TEU), break-bulk to Ouagadougou
PORT
2008 2012
Total costs
(Informal costs in bracket)
(USD)
Standard & Total time
(including delays)
(days)
Total costs
(Informal costs in bracket)
(USD)
Standard & Total time
(including delays)
(days)
Grand TOTAL revised Breakbulk (import) 4,741 (282) 11.4-19.2 4,281 (131) 9.7-18.1
Change -9% (-54%) -15% & 8%
As reported in the 2010 Tema-Ouaga study 4,804 (399) 13.5-22.2
Differences: Revised minus original numbers -63 (-117) -2.1 / -3.0
Annex E: Revisions to the 2010 Tema-Ouaga Corridor Study Data
96
Import scenario 2.A: Revisions to the 2008 costs
Change (USD)
Type of costs
Description
+72 Formal Customs bond fees included in the revised total cost
+7.39 Formal PMD fees increased with tonnage
-157.28 Formal Eliminating double counting in the transport price
-77.89 Total formal
-63 Difference between revised and original numbers
+15 Unexplained difference
-143 Informal Removing the Coxeur fee from “informal costs”
-143 Total informal
-117 Difference between revised and original numbers
+26 Unexplained difference
Import scenario 2.B: Revisions to the 2008 time & delays: IMPORT - One 20’ container (TEU), break-bulk
Change (days)
Type of time Description
-0.6 Standard Road transport time
-1.75 Standard Double counting of port processing time (shipping lines and customs)
-2.35 Total change in standard time
-2.1 Difference between revised and original numbers
+0.25 Unexplained difference
-1.5 Delay Double counting of port processing time (shipping lines and customs)
+0.6 Delay Road transport time
-0.9 Total change in delays
-0.9 Difference between revised and original numbers
0 Unexplained difference
Annex E: Revisions to the 2010 Tema-Ouaga Corridor Study Data
97
Export Scenario 1: One TEU), door to door, from Ouagadougou to Tema
OUAGARINTER
2008 2012
Total costs (Informal costs in bracket)
(USD)
Standard & Total time (including
delays) (days)
Total costs (Informal costs in bracket)
(USD)
Standard & Total time (including
delays) (days)
Grand TOTAL revised Container (export) 2,808 (32) 3.3-5.7 2,451 (39) 3.5-4.9
Change -13% (+30%) +6% & -41%
As reported in the 2010 Tema-Ouaga study 1,755 (66) 5.8-8.5
Differences: Revised minus original numbers +1,053 (-34) -2.5 /-0.3
Export scenario 1.A: Revisions to the 2008 costs
Change (USD)
Type of costs Description
+62.7 Formal Escort fee increased from 60 GHS to 117 GHS as per customs tariff
-227 Formal Tema Forwarding fee changed from GIFF tariff to forwarder average
+960 Formal Trucking charges now based on one container per truck instead of two
+277 All other fees based on one container per truck instead of two (forwarding fees ouaga (60), Ouagarinter declaration (19),Dakola procedures(18), Paga fees (180)
+1,076 Total formal
Difference between revised and original numbers
Unexplained difference
-33 Informal Removing the IRTG fee from “informal costs”
Total informal
Difference between revised and original numbers
Unexplained difference
Export scenario 1.B: Revisions to the 2008 time & delays
Change (days) Type of time Description
-2.0 Standard Road Transport
-2.0 Total change in standard time
-2.5 Difference between revised and original numbers
-0.5 Unexplained difference
-0.4 Delay Road Transport
-0.4 Total change in delays
-0.3 Difference between revised and original numbers
+0.1 Unexplained difference
Annex E: Revisions to the 2010 Tema-Ouaga Corridor Study Data
98
Export Scenario 2: One 20’ container (TEU), break-bulk from Ouaga to Tema
OUAGARINTER
2008 2012
Total costs
(Informal costs in bracket)
(USD)
Standard & Total time
(including delays)
(days)
Total costs
(Informal costs in bracket)
(USD)
Standard & Total time
(including delays)
(days)
Grand TOTAL revised Breakbulk (export) 1,646 (43) 3.4-5.8 1,549 (45) 3.6-5.2
Change -6% (+5%) +6% & -33%
As reported in the 2010 Tema-Ouaga study
(half of 2x20 container/break-bulk) 1,934 (64) 5.8-8.5
Differences: Revised minus original numbers - 288 (-21) -2.4 / -2.7
Export scenario 2.A: Revisions to the 2008 costs
Change (USD)
Type of costs Description
-365 Formal Trucking fee reduced from USD 1038 per cntr (half of full truck cost ) to 673 ( cost per tonne X 17 MT)
Total formal
-288 Difference between revised and original numbers
-77 Unexplained difference
-33 Informal Removing the IRTG fee from “informal costs”
-33 Total informal
-21 Difference between revised and original numbers
-12 Unexplained difference
Export scenario 2.B: Revisions to the 2008 time & delays
Change (days) Type of time Description
-2.0 Standard Road Transport
-2.0 Total change in standard time
-2.4 Difference between revised and original numbers
0.4 Unexplained difference
-0.4 Delay Road Transport
-0.4 Total change in delays
-0.3 Difference between revised and original numbers
+0.1 Unexplained difference
Annex E: Revisions to the 2010 Tema-Ouaga Corridor Study Data
99
ANNEX E.3: REVISION TO THE 2010 NORTH AMERICAN BENCH MARKING DATA
While preparing an update of the Tema-Ouagadougou corridor report, the North America-West
Africa transport costs comparison was also reviewed and we found that the 2010 comparison did not
always compare likes with likes.
The data for North America were obtained from Maersk and it was realized that comparable U.S.
import and export land transport costs were underestimated. The comparison cited the Maersk
quoted inland haulage fee of USD 654, and export haulage of USD 765, but consultations with Maersk
revealed that additional costs should have been included. Tema –Ouagadougou import costs for the
purpose of comparison on the other hand were overestimated because they included the costs of
clearing the goods in Ouagadougou while Maersk’s data did not include clearance costs. The tables
below explain the adjustments made for US imports and exports:
US Imports - 1x20’ container Newark to Chicago)
Formal costs
(USD)
Transit
time (days)
As reported in the original Tema-Ouaga study (2010) 654 5
As reported in the current analysis (2012) 1,339 5
Differences: Revised minus original numbers +685 -
Changes in costs
Change (USD)
Type of costs Description
+5 Formal Port security surcharge
+390 Formal Handling charges at destination
+ 200 Formal Import fuel surcharge
+90 Formal Equipment management fee
+5 Formal Port security surcharge
+685 Total formal
+685 Difference between revised and original numbers
- Unexplained difference
Import fuel surcharges (USD 200); port security surcharge (USD 5); handling charges at destination
(USD 390); and equipment management fee (USD 90)
Annex E: Revisions to the 2010 Tema-Ouaga Corridor Study Data
100
US Exports - 1x20’ container Chicago to Newark
Formal costs
(USD)
Transit
time (days)
As reported in original 2010 Tema-Ouaga study (2010) 765 2.5
As reported in the current analysis (2012) 1060 3
Differences: Revised minus original numbers +295 +0.5
Changes in costs
Change (USD)
Type of costs
Description
200 Formal Export fuel surcharge
90 Formal Equipment management fee
5 Formal Port security surcharge
+295 Total formal
+295 Difference between revised and original numbers
- Unexplained difference
Change (days)
Type of time
Description
-0.5 Standard Rounding error
-0.5 Total change in standard time
-0.5 Difference between revised and original numbers
- Unexplained difference
WEST AFRICA COSTS AND TRANSIT TIMES REVISED
Imports (Tema-Ouagadougou)
The import costs/delays have been updated for 1x20 foot containerized cargo as per revised figures
in the current analysis. However the costs and time spent at final destination (Ouagarinter) have not
been included as this has no corresponding cost/time in the US scenario. As such this component is
removed from the revised Tema-Ouagadougou import cost for a more accurate comparison:
Discounting Ouagarinter costs and delays from Tema- Ouaga costs and standard time/delays
Costs: USD 4,444 – USD 1,184 = USD 3,260
Standard Time /Delays: (11-18) days – (3-3) days = 8 –15 days
Exports (Ouagadougou- Tema)
Export costs/delays have also been updated as per revised figures in the current report. The number
is comparable to US exports as shipping line quote includes port processing charges at Newark
Costs: USD 2,808
Standard Time/Delays: 3-6 days
ANNEX F: TRAVEL TIME, TRUCK UTILIZATION & BORDER CROSSINGS
ANNEX F.1: TRUCK TRAVEL TIMES AND DELAYS ON THE TEMA-OUAGA-BAMAKO CORRIDOR
Import Tema-Ouaga 2008 Import Tema-Ouaga 2012
Average: 3.8; Median: 3.0; Std. deviation: 1.7 days Average: 4.3; Median: 4.0; Std. deviation: 1.4 days
Export Tema-Ouaga 2008 Export Tema-Ouaga 2012
Average: 2.0; Median: 2.0; Std. deviation: 1.2 days Average: 2.6; Median: 3.0; Std. deviation: 0.5 days
Import Ouaga-Bamako 2012 Import Ouaga-Bamako 2012
Average: 3.3; Median: 3.0; Std. deviation: 0.7 days Average: 3.2; Median: 3.0; Std. deviation: 0.7 days
01020304050607080
1 2 3 4 5 6 7 8 9
Number of trucks
Number of days
Distribution of travel time on Tema-Ouaga corridor - 2008
0
10
20
30
40
50
60
1 2 3 4 5 6 7 8 9
Number of trucks
Number of days
Distribution of travel time on Tema-Ouaga corridor - 2012
0
20
40
60
80
100
1 2 3 4 5 6 7 8 9
Number of trucks
Number of days
Distribution of travel time on Ouaga-Tema corridor - 2008
0
5
10
15
20
1 2 3 4 5 6 7 8 9
Number of trucks
Number of days
Distribution of travel time on Ouaga-Tema corridor - 2012
0
10
20
30
40
50
60
1 2 3 4 5 6 7 8 9
Number of trucks
Number of days
Distribution of travel time on Ouaga-Bamako via Koury corridor - 2012
0
10
20
30
40
50
60
70
1 2 3 4 5 6 7 8 9
Number of trucks
Number of days
Distribution of travel time on Ouaga-Bamako via Heremakono corridor - 2012
Annex F: Travel Time Distribution, Truck Utilization & Border Crossings
102
Export Bamako-Ouaga 2012 Export Bamako-Ouaga 2008
Average: 4.0; Median: 4.0; Std. deviation: 1.3 days Average: 3.9; Median: 4.0; Std. deviation: 1.6 days
Source: Data from the UEMOA/Trade Hub Road Governance Initiative (OPA)
ANNEX F.2: TRUCK UTILIZATION TEMA-OUAGA-BAMAKO CORRIDOR
Source: Data from the UEMOA/Trade Hub Road Governance Initiative (OPA)
0
5
10
15
20
25
30
35
1 2 3 4 5 6 7 8 9
Number of trucks
Number of days
Distribution of travel time on Bamako-Ouaga via Koury corridor - 2012
0
10
20
30
40
50
1 2 3 4 5 6 7 8 9
Number of trucks
Number of days
Distribution of travel time on Bamako-Ouaga via Heremakono corridor - 2012
0 5 10 15 20 25 30
Bamako-Ouaga via Koury
Ouaga-Bamako via Koury
Bamako-Ouaga via
Hérémakono
Ouaga-Bamako via
Hérémakono
Nombre de jours
Attente entre le déchargement
précédent et le chargement
Attente entre le chargement et
le départ
Temps de voyage
Attente avant le déchargement
à l'arrivée
Annex F: Travel Time Distribution, Truck Utilization & Border Crossings
103
ANNEX F.3: BORDER CROSSING TIMES
A. Stakeholder data from focus groups and interviews:
Import 2008
(hrs)
2012 (hrs)
Border Crossing at Paga 0.1-0.2 0.1-0.2
Border Crossing at Dakola 0.5-1.2 0.4-0.9
Border Crossings at Faramana & Koury 0.6-2.1
Total borders Tema-Bamako 1.1-3.2
Export 2008
(hrs)
2012
(hrs)
Border Crossing at Dakola 0.3 0.3
Border Crossing at Paga 0.4-1.2 0.4-1.3
Border Crossings at Koury & Faramana 0.5
Total borders Tema-Bamako 0.9-2.1
B. Road governance (OPA) data
Import Tema-Ouaga
Export Tema-Ouaga
Annex F: Travel Time Distribution, Truck Utilization & Border Crossings
104
Import Burkina-Mali via Koury
Export Burkina-Mali via Koury
C. BORDER crossing dwell times at Paga, Dakola and Ouagarinter (By the Trade Hub Business Environment Team)
The data in the table below are average dwell times, from when a truck parks at a border (or Ouagarinter)
to the time it leaves/crosses the border. The times are measured on a 24 hour scale and represent the
average time for 15 outbound trucks and 15 inbound trucks per survey with no distinction made between
transit trucks and trucks involved in bilateral regional trade.
Center
Survey #1 Survey #2
Date Outbound
(hrs) Inbound
(hrs) Date Outbound
(hrs) Inbound
(hrs)
Paga August 2012 6:26 7:21 February 2013 12:34 6:25
Dakola September 2012 1:41 35:29 February 2013 1:38 14:47
Ouagarinter November 2012
107:14 February 2013
70:30
In Paga, export times slightly increased. I couldn’t get a hold of any reason why this was the case. Most
likely it was sample variation, since more trucks arrived later in the day and had to wait to be processed on
the next day.
In Dakola there was a significant decrease in import times. This stemmed largely from improved
connectivity of customs’ computers running the ASYCUDA clearance systems. Connectivity problems
caused large delays during the baseline survey. There is still room to improve connectivity in Dakola, as
well as the need to increase the number of computers operated by Customs in order to further improve
clearance times. The BIC is looking to address these issues.
In Ouagarinter there was also a significant decrease in import times. This stemmed partly from Burkina
customs ending a procedure requiring clearing agents to retrieve documents from the Customs head office
in Ouaga. Some of the change may also stem from sampling errors, as there was a higher percentage of
trucks using bigger clearing agencies than in the first survey.
ANNEX G: UEMOA & GHANA SUMMARY TRAFFIC STATISTICS 2008-2012
ANNEX G.1: SUMMARY
PORT 2008 2009 2010 2011 2012 Increase
2012 - 2008
Cotonou 7,000 6,700 6,961 6,807 7,441 6% Import 6,135 5,967 6,240 5,757 6,274 2%
Export 863 731 720 1,047 1,165 35%
Transit sub-total 3,414 3,248 3,886 3,503 3,377 -1%
Lomé 7,281 7,326 8,006 8,248 7,772 7% Import 5,000 4,737 5,504 5,883 6,301 26%
Export 1,684 1,738 1,731 1,746 1,144 -32%
Transit sub-total 2,061 1,814 2,357 2,844 2,940 43%
Tema 8,727 7,406 8,697 10,749 11,469 31% Import 7,101 6,189 7,260 9,026 9,900 39%
Export 1,328 996 1,165 1,551 1,491 12%
Transit sub-total 864 509 447 614 530 -39%
Abidjan 20,740 22,633 22,484 16,643 21,714 5%
Import 20,027 21,375 21,446 15,878 20,101 0%
Export 9,569 10,741 9,683 7,015 8,101 -15%
Transit sub-total 712 1,258 1,038 765 1,613 126%
Dakar 10,003 8,743 10,271 11,409 11,870 19%
Import 7,477 6,749 7,766 8,016 8,518 14%
Export 1,829 1,295 1,720 2,119 2,227 22%
Transit sub-total 766 700 939 1,515 1,725 125%
Total all ports 53,751 52,809 56,420 53,855 60,265 12%
Import 45,740 45,018 48,217 44,560 51,095 12%
Export 15,274 15,501 15,019 13,479 14,128 -8%
Transit sub-total 8,881 8,124 9,447 9,845 10,688 20%
All ports: Export versus import 33% 34% 31% 30% 28%
All ports: Transit versus total 17% 15% 17% 18% 18%
Sahel sub-total 5,531 5,831 6,716 7,121 7,908 43% Sahel import sub-total 5,277 5,605 6,465 6,846 7,364 40%
Sahel export sub-total 253 226 251 275 545 115%
Sahel versus total traffic 10% 11% 12% 13% 13%
Sahel versus total transit traffic 62% 72% 71% 72% 74%
Sahel export versus Sahel total 5% 4% 4% 4% 7%
Source: Ports
Note: Sahel countries here comprises Niger, Burkina Faso & Mali
Summary international traffic 2008-2012: Landlocked countries (Niger, Burkina Faso, Niger)
Country Population 2008 2009 2010 2011 2012
Increase 2008 - 2012
Niger 14,5 million 1,670 1,310 1,585 1,677 -1% (2011)
Burkina Faso 15.7 million 1,821 2,373 2,615 3,183 2,400 32%
Mali 15.8 million 3,524 3,675 3,579 3,950 4,090 12%
Total 7,034 7,359 7,779 8,810 25% (2011)
Source: Shippers’ Councils (CBC, CNUT, CMC)
Note: The data from ports and from the Shippers Councils do not necessarily match because they are collected from different sources
Annex G: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
106
ANNEX G.2: PORT TRAFFIC (COTONOU, LOMÉ, TEMA, ABIDJAN, DAKAR)
Benin Cotonou: Total traffic (1,000 tonnes)
DESCRIPTION 2008 2009 2010 2011 2012
Import Benin 2,724 2,723 2,363 2,270 2,921
Import Transit 3,411 3,244 3,877 3,487 3,354
Export Benin 860 727 711 1,031 1,141
Export Transit 3 4 9 16 24
TOTAL 7,000 6,700 6,961 6,807 7,441
Cotonou: Transit import (1,000 tonnes)
2008 2009 2010 2011 2012
Chad 27 33 29 29 6
Niger 2,203 2,074 2,486 2,170 2,249
Burkina Faso 226 315 437 353 355
Mali 108 140 194 258 175
Nigeria 836 643 615 573 494
Togo 4 6 6 15 6
Other (Ghana, Côte d'Ivoire & transshipment)
8 33 110 90 67
TOTAL Import 3,411 3,244 3,877 3,487 3,354
Of which Sahel total 2,563 2,562 3,146 2,810 2,785
Cotonou: Transit export (1,000 tonnes)
2008 2009 2010 2011 2012
Chad 0 0 0 0 0
Niger 3 2 1 3 5
Burkina Faso 0 0 8 12 18
Mali 0 0 0 0 0
0 0 0 0 0
Nigeria 0 2 0 0 0
Togo 0 0 0 0 0
Other (Ghana, Côte d'Ivoire & transshipment)
0 0 0 1 0
TOTAL 3 4 9 16 24
Of which Sahel total 3 2 9 15 24
Source: Port autonome de Cotonou
Cotonou port total traffic & distribution
-
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
2008 2009 2010 2011 2012
Import Benin Import transit Export Benin
Export transit Total
0%
20%
40%
60%
80%
100%
Export transit
Export Benin
Import transit
Import Benin
Annex G: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
107
Togo Lomé: Total traffic (1,000 tonnes)
DESCRIPTION 2008 2009 2010 2011 2012
Import Togo 3,027 3,054 3,299 3,282 3,460
Import transit 1,973 1,684 2,205 2,600 2,841
Export Togo 1,595 1,608 1,580 1,503 1,045
Export Transit 89 131 151 244 99
Transhipment 597 851 771 619 327
TOTAL 7,281 7,326 8,006 8,248 7,772
Lomé:Transit import & export (1,000 tonnes)
DESCRIPTION 2,008 2,009 2,010 2,011 2,012
Chad 1 1 3 3 2
Niger 194 238 319 436 573
Burkina Faso 489 643 789 912 678
Mali 83 95 139 179 110
Nigeria 116 77 49 112 69
Benin 122 132 180 125 82
Ghana 1,025 558 857 1,029 1,414
Cote d'Ivoire 31 69 21 48 12
TOTAL 2,061 1,814 2,357 2,844 2,940
Export sub-total 89 131 151 244 99
Sahel sub-total 767 977 1,250 1,530 1,363
Source: Port autonome de Lomé
Lomé port total traffic & distribution
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
9,000
2008 2009 2010 2011 2012
Import Togo Import transit Export Togo
Export transit Transhipment TOTAL0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
2008 2009 2010 2011 2012
Transhipment
Export transit
Export Togo
Import transit
Import Togo
Annex G: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
108
Ghana
Tema: Total traffic (1,000 tonnes)
DESCRIPTION 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Import Ghana 5,491 6,403 6,937 5,675 6,121 6,260 5,694 6,823 8,432 9,383
Import-Transit 827 658 767 749 778 841 495 437 595 517
Export Ghana 809 1,072 1,182 955 1,099 1,305 981 1,155 1,532 1,477
Export-Transit 28 106 108 139 66 23 15 10 19 13
Transhipment 139 44 156 340 120 195 193 237 171 50
National coastal 97 165 100 189 196 102 29 35 27
Re-export 0 0 0 0
TOTAL 7,391 8,448 9,250 8,047 8,379 8,727 7,406 8,697 10,749 11,469
TEU (1,000) 306 343 393 425 489 555 526 590 757 822
Vessel calls 1,172 1,381 1,643 1,994 1,672 1,568 1,634 1,787 1,667 1,521
Tema: Import transit (1,000 tonnes)
DESCRIPTION 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
NIGER 78 87 151 141 98 241 46 76 66 52
BURKINA FASO 311 278 335 363 398 350 246 249 411 358
MALI 417 262 274 239 276 207 124 55 52 45
OTHERS 21 31 8 5 6 42 79 57 65 63
TOTAL 827 658 767 749 778 841 495 437 595 517
Tema: Export transit (1,000 tonnes)
DESCRIPTION 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
NIGER
BURKINA FASO 18 86 93 134 62 22 13 9 15 12
MALI 6 15 14 4 1 0 1
OTHERS 4 5 1 3 1 1 2 3 1
TOTAL 28 106 108 139 66 23 15 10 19 13
Source: Ghana Ports and Harbours / Port of Tema
Tema port total traffic & distribution
-
2,000
4,000
6,000
8,000
10,000
12,000
14,000
Import
Exports
Transhipment
Transit - imp
Transit - exp
TOTAL
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Import Exports Transhipment
Transit - imp Transit - exp
Annex G: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
109
Cote d’Ivoire (CI)
Abidjan: Total traffic (1,000 tonnes)
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Import Cote d’Ivoire 8,223 9,678 9,593 9,276 10,130 10,644 10,819 11,954 8,945 12,223
Import-Transit 130 301 433 530 707 526 1,074 847 683 1,390
Export Cote d’Ivoire 6,117 6,534 7,352 7,648 8,853 9,383 10,557 9,492 6,932 7,878
Export-Transit 63 120 159 170 187 186 184 191 82 223
TOTAL 14,533 16,633 17,537 17,624 19,876 20,740 22,633 22,484 16,643 21,714
Petroleum prod sub-tot 2,559 3,446 4,718 5,069 4,837 4,832 6,233 5,586 3,546 2,448
General cargo sub-total 8,746 9,228 8,210 8,204 11,044 11,560 11,486 11,179 9,387 14,071
Fish products sub-total 468 372 415 429 456 594 627 645 584 604
Vessels 2,746 2,652 2,375 2,193 2,109 2,235 2,438 2,329 1,756
TEU 610 562 546
Abidjan: Import transit (1,000 tonnes)
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Niger 0 0 0 0 0 1 12 1 1 8
Burkina Faso 13 132 279 249 444 282 482 442 331 668
Mali 116 162 153 279 262 243 579 402 350 700
Other countries 1 7 2 1 0 1 0 2 1 14
TOTAL 130 301 433 530 707 526 1,074 847 683 1,390
Abidjan: Export transit (1,000 tonnes)
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Niger
Burkina Faso 2 30 26 49 74 103 107 109 64 90
Mali 61 90 133 120 112 83 77 82 18 133
Other countries
0
TOTAL 63 120 159 170 187 186 184 191 82 223
Source: Port autonome d’Abidjan
Abidjan port total traffic & distribution
-
5,000
10,000
15,000
20,000
25,000
Import Cote d'Ivoire Export Cote d'Ivoire
Import - Transit Export - Transit
TOTAL
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Import Cote d'Ivoire Export Cote d'Ivoire
Import - Transit Export - Transit
Annex G: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
110
Sénégal
Dakar: Total traffic (1,000 tonnes)
Description 2008 2009 2010 2011 2012
Import Senegal 6,753 6,076 6,871 6,663 7,079
Import-Transit 724 673 896 1,353 1,439
Export Senegal 1,787 1,268 1,676 1,957 1,941
Export-Transit 42 27 43 162 286
Transhipment 520 499 566 971 730
Fish products 177 199 219 302 395
TOTAL 10,003 8,743 10,271 11,409 11,870
TEU (1,000) 347 331 349 416 402
Vessels 2,165 2,262 2,511 2,931 2,858
Dakar: Import transit traffic (1,000 tonnes)
2008 2009 2010 2011 2012
Niger 0 0 0 0 0
Burkina Faso 0 0 0 1 3
Mali 622 576 843 1,295 1,382
Gambia 6 15 8 15 14
Guinee Bissau 21 14 12 11 14
Guinee Conakry 6 5 4 6 5
Mauritania 69 62 29 26 21
Import transit TOTAL 724 673 896 1,353 1,439
Sahel sub-total 622 576 843 1,296 1,385
Dakar: Export transit traffic (1,000 tonnes)
2008 2009 2010 2011 2012
Mali export 42 27 43 162 286
Export transit TOTAL 42 27 43 162 286
Source: Port autonome du Dakar
Dakar port total traffic & distribution
-
2,000
4,000
6,000
8,000
10,000
12,000
14,000
2008 2009 2010 2011 2012
Import
Export
Transit-Imp
Transit-Exp
Transhipment
Fishing harbour
TOTAL
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
2008 2009 2010 2011 2012
Import Export Transit-Imp
Transit-Exp Transhipment Fishing harbour
Annex G: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
111
ANNEX G.3: LANDLOCKED COUNTRY TRAFFIC (NIGER, BURKINA FASO, MALI)
Niger
Niger: Total import (1,000 tonnes)
Origin 2005 2006 2007 2008 2009 2010 2011 2012
Nigeria 107 130 59 64 123 166 106
Bénin 619 713 919 967 765 871 994
Togo 192 140 204 196 173 308 365
Ghana 330 266 254 403 146 148 157
Cote d’Ivoire 52 39 33 32 35 33 36
Burkina 32 41 33 28 69 53 19
Mali 14 1 1 1 0 4 1
Totaux 1,346 1,330 1,504 1,690 1,310 1,585 1,677
Source: Conseil nigérien des utilisateurs des transports publics (CNUT)
Niger: Total export (1,000 tonnes) – no data Niger: Imports from port statistics
Port 2005 2006 2007 2008 2009 2010 2011 2012
Cotonou 2,203 2,074 2,486 2,170 2,249
Lomé* 194 238 319 436 573
Tema 241 46 76 66 52
Abidjan 1 12 1 1 8
Dakar
Tot.import 2,639 2,370 2,882 2,673 2,882
Source: Ports - Note*Lomé data is total import & export
Niger: Exports from ports statistics
Port 2005 2006 2007 2008 2009 2010 2011 2012
Cotonou 3 2 1 3 5
Lomé
Tema
Abidjan
Dakar
Tot.export 3 2 1 3 5
Source: Ports
Niger – total import (1,000 tonnes) Niger imports by country (1,000 tonnes)
-
200
400
600
800
1,000
1,200
1,400
1,600
1,800
20
05
20
06
20
07
20
08
20
09
20
10
20
11 -
200
400
600
800
1,000
1,200
Nigeria Bénin Togo Ghana Cote
d'Ivoire
Burkina
Annex G: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
112
Burkina Faso
Burkina Faso: Total maritime traffic (1,000 tonnes)
PORT 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
COTONOU 193 150 142 137 156 238 296 288 313 383
LOMÉ 499 670 481 798 853 492 820 1,022 1,382 716
TEMA 319 364 489 496 393 446 323 386 499 382
TAKORADI 45 74 22 18 26 28 30
ABIDJAN 113 465 364 328 384 447 654 610 667 701
TOTAL 1,123 1,649 1,521 1,835 1,808 1,641 2,119 2,334 2,893 2,183
Burkina Faso: Maritime import – general cargo & petroleum products (1,000 tonnes)
PORT 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
COTONOU 189 140 141 137 148 237 292 280 296 357
LOMÉ 347 481 313 620 661 421 780 977 1,209 658
TEMA 301 278 396 361 322 424 306 369 481 370
TAKORADI 45 74 22 18 26 28 30
ABIDJAN 113 429 343 298 338 360 461 398 585 580
TOTAL 949 1,329 1,237 1,493 1,491 1,461 1,865 2,052 2,603 1,966
Burkina Faso: Maritime import of which petroleum products (1,000 tonnes)
PORT 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
COTONOU 170 131 126 133 134 233 284 272 287 349
LOMÉ 87 177 101 110 123 133 264 289 486 134
ABIDJAN 99 348 179 202 191 171 85 78 77 62
TEMA 0 0 61 35 31 94 47 26 27 12
TAKORADI
TOTAL 357 655 466 481 478 631 680 665 877 557
Burkina Faso: Maritime export (1,000 tonnes)
PORT 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
COTONOU 3 10 1 0 8 1 4 8 18 26
LOMÉ 152 189 169 178 192 71 40 45 173 58
TEMA 18 86 93 134 71 22 17 17 17 12
ABIDJAN 0 36 21 30 46 86 193 211 82 121
TOTAL 173 320 283 343 317 180 254 281 290 217
Source: Conseil Burkinabè des Chargeurs (CBC)
Burkina Faso: Import from port statistics (1,000 tonnes)
PORT 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
COTONOU 226 315 437 353 355
LOMÉ * 489 643 789 912 678
TEMA 350 246 249 411 358
ABIDJAN 282 482 442 331 668
DAKAR 0 0 0 1 3
TOTAL 1,347 1,686 1,917 2,008 2,062
Source: Ports – Note* Lomé data is total import & export
Burkina Faso: Export from port statistics (1,000 tonnes)
PORT 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
COTONOU 0 0 8 12 18
LOMÉ *
TEMA 22 13 9 15 12
ABIDJAN 103 107 109 64 90
DAKAR
TOTAL 135 120 126 91 120
Source: Ports
Annex G: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
113
Burkina – total import (1,000 tonnes) Burkina – total export (1,000 tonnes)
Burkina Faso – imports by port (1,000 tonnes)
Burkina Faso – exports by port (1,000 tonnes)
-
500
1,000
1,500
2,000
2,500
3,000
3,500
20
00
20
01
20
02
20
03
20
04
20
05
20
06
20
07
20
08
20
09
20
10
20
11
20
12
0
50
100
150
200
250
300
350
400
-
100
200
300
400
500
600
700
800
COTONOU LOME TEMA TAKORADI ABIDJAN
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
0
50
100
150
200
250
300
350
400
COTONOU LOME ABIDJAN TEMA TOTAL
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
Annex G: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
114
Mali
Mali: Import (General Cargo & Petroleum products - 1,000 tonnes)
Maritime Operations
2012
PORT 2008 2009 2010 2011 2012 Import Export
NIGERIA 1 8
Cotonou BENIN 131 175 260 223
Lomé (EMATO) 177 129 162 175 315 153
Tema (EMAGHA) 198 148 83 174 157 54
Abidjan (EMACI) 1,070 1,190 877 670 954 586 115
Conakry (EMAGUI) 51 61 51 67 67 60
Dakarroad (EMASE) 1,166 1,339 1,684 2,079 2,016 770 132
Dakarrail (EMASE) 244 271 274 227 172
Nouakchott (EMAMAU) 24 10 18 28 19 9
BURKINA FASO 15 35
TOTAL 3,079 3,367 3,410 3,642 3,699 1,632 247
Mali: Import – Petroleum products (1,000 tonnes)
PORT 2008 2009 2010 2011 2012
NIGERIA
Cotonou BENIN 131 175 260 223
Lomé (EMATO) 70 54 45 31 169
Tema (EMAGHA) 57 45 27 97 74
Abidjan (EMACI) 131 214 112 126 141
Conakry (EMAGUI)
Dakarroad (EMASE) 258 232 315 411 474
Dakarrail (EMASE) 13 5 9 4 11
Nouakchott (EMAMAU) 1 3 3 5 3
BURKINA FASO
TOTAL 661 727 771 898 871
Mali: Export (1,000 tonnes)
PORT 2008 2009 2010 2011 2012
NIGERIA 164 71 93 57 144
Cotonou BENIN 26 17 59 66
Lomé (EMATO) 17 16 8 24 11
Tema (EMAGHA) 8 30 1 0 13
Abidjan (EMACI) 25 35 13 13 11
Conakry (EMAGUI) 12 66 14 52 75
Dakarroad (EMASE) 54 42 40 57 70
Dakarrail (EMASE) 24 36
Nouakchott (EMAMAU) 2 1
BURKINA FASO
TOTAL 331 313 169 263 390
Source: Conseil malien des chargeurs
Annex G: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
115
Mali: Imports from port statistics (1,000 tonnes)
PORT 2008 2009 2010 2011 2012
COTONOU 108 140 194 258 175
LOMÉ * 83 95 139 179 110
TEMA 207 124 55 52 45
ABIDJAN 243 579 402 350 700
DAKAR 622 576 843 1,295 1,382
TOTAL 1,263 1,514 1,633 2,134 2,412
Source: Ports – Note *Lomé data is total import & export
Mali: Exports from port statistics (1,000 tonnes)
PORT 2008 2009 2010 2011 2012
COTONOU 0 0 0 0 0
LOMÉ *
TEMA 0 1
ABIDJAN 83 77 82 18 133
DAKAR 42 27 43 162 286
TOTAL 127 104 127 181 419
Source: Ports
Mali–total import (1,000 tonnes) Mali–total export (1,000 tonnes)
Mali – imports by port (1,000 tonnes) Mali – exports by port (1,000 tonnes)
-
1,000
2,000
3,000
4,000
2008 2009 2010 2011 2012
-
100
200
300
400
500
2008 2009 2010 2011 2012
-
500
1,000
1,500
2,000
2,500
Co
ton
ou
Lom
e
Te
ma
Ab
idja
n
Co
na
kry
Da
kar
No
ukc
ho
tt
2008
2009
2010
2011
2012
0
20
40
60
80
100
120
140
160
180
2008
2009
2010
2011
2012
ANNEX H: RECOMMENDATIONS FROM ROAD GOVERNANCE EVENTS
(From reports, workshops, and roadshows, Dec. 2009 – Oct. 2012)
Summary Table Issues Recommendations Benin Burkina
Faso Côte d’Ivoire
Ghana Mali Niger Senegal Togo
Regulations
enforcement
Enforce UEMOA axle load
control regulations x x x x
Enforce community
regulations regarding
import/export ban
x
Remove fixed checkpoints
or practices that are illegal
according to national
regulations
x x x x x x
Punish corrupted officers x x x x x x x x
Prohibit the use of
escort/convoy system x
Enforce the Inter-State
Road Transit (ISRT) x x x x x x x x
Procedures
simplification
Simplify procedure at
borders and reduce border
crossing time
x x x x x x x
Simplify procedure at ports
and reduce dwell time x x x x x
Simplify procedure to get
export authorization x
Capacity
building
Conduct drivers’ and
transporters’ training x x x x x x x x
Update the Drivers’ Guide
on a regular basis and
translate it in local
languages
x x x x x x x x
Conduct training and
awareness sessions to
uniformed services
x x x x x x x x
Checkpoints
and security
Reduce the number of fixed
checkpoints and promote
mobile patrols
x x x x x x x x
Improve security and safety
on the roads x x x x
Services to
stakeholders
Ensure Joint Border Posts
are operational x x x x
Provide more rest stops and
parking areas for drivers x x x x x x x x
Extend towing services
throughout the country x x x x x x x x
Establish toll free hotlines
to report offenses by any
uniformed services
x x x x x
Open border posts on a
24/7 basis x x x x x x
Improve communication
between the national
transport stakeholders and
the district level partners
x x x x x x x x
Improve access to finance
for transporters to renew
truck fleets
x x x x x x x
Annex H: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
117
To the Regional Economic Communities: • Conduct advocacy to ensure member states apply the community regulations (e.g. axle load control,
export/import ban, ISRT, brown card)
• Publish the road governance results on their websites
To authorities in each member country: • Conduct drivers’ and transporters’ training on road regulations, drivers’ rights and duties, border
crossing procedures, and best practices like loading techniques, insurance, etc. Drivers’ Guides could
be used for this training.
• Conduct training and awareness sessions to uniformed services to reinforce their role as trade
facilitators and reduce corruption practices
• Punish corrupted officers
• Re-launch ISRT related activities
To Development and implementation partners: • Improve collaboration for inclusive and effective advocacy work in the region, for instance between
Trade Hub, ATP, and ALCO
• Develop a regional guide to facilitate travel within the entire region
To authorities in Benin: • Enforce UEMOA axle load control regulations
• Enforce national and regional decrees regarding reductions of the number of checkpoints
• Simplify procedures at Malanville and reduce border crossing time
• All major authorities and organizations (transporters’ and drivers’ unions, Ministries, uniformed
services, shippers’ council) to be more deeply involved in fixing road governance issues and to
improve their collaboration
• Establish toll free hotlines to report offenses by the Police and Gendarmerie
To authorities in Burkina Faso • Enforce UEMOA axle load control regulations
• Make Cinkansé Joint Border Post fully operational
• Simplify procedures at Dakola and Bittou to reduce border crossing time
• Eliminate extra fees for overtime work (known as “TS” for “Travail Supplémentaire”) charged by
Customs – especially when requests are made during normal working hours
• Reduce the number of Customs fixed checkpoints and related bribes
• Remove Municipal Police fixed checkpoints
• Establish toll free hotlines to report offenses by the Customs and Gendarmerie
To authorities in Côte d’Ivoire • Enforce the limitation to 33 checkpoints throughout the country
• Reduce the harassment practices on the secondary axes and improve security
• Reduce the delays caused by cumbersome procedures at Abidjan port
• Prohibit various institutions (unions, shippers’ councils, unregistered institutions) from escorting
goods despite the inter-ministerial directives making escort illegal since the beginning of 2012
• Enforce the Inter-State Road Transit (ISRT)
Annex H: UEMOA and Ghana Port & Transit Traffic Statistics 2008-2012
118
To authorities in Ghana • Reduce the number of Police and Customs fixed checkpoints
• Simplify procedures at Paga and reduce border crossing time
• Improve access to finance for transporters to renew truck fleets
• Ghana Highway Authority to provide rest stops and parking areas for drivers
• Ghana Highway Authority to provide towing vehicles to remove faulty trucks from the road and
prevent accidents
• Reduce the number of road accidents
To authorities in Mali • Simplify procedures at Diboli, Sona, and Heremakono and reduce border crossing time
• Open Diboli border post on a 24/7 basis
• Establish toll free hotlines to report offenses by the Police
• Limit the number of uniformed services or other organizations authorized to raise checkpoints
• Enforce community regulations regarding export/import ban
• Enforce Kayes conference recommendations to reduce trade barriers
• Simplify procedure to get export authorization from the Ministry of Trade
To authorities in Niger • Enforce UEMOA axle load control regulations
• Simplify procedure at Gaya and reduce border crossing time
• Fix the lack of financing to ensure trucks are in good condition
• Eliminate illegal payment made to the unions and the municipalities, and payments (receipted) at
weighbridge stations that are not operational
• Improve security on the road
• Put in place new toll-free numbers
To authorities in Senegal • Enforce UEMOA axle load control regulations
• Simplify procedures at Kidira and reduce border crossing time
• Update the Drivers’ Guide on a regular basis and translate it in local languages
• Enforce the Ministry of Transport decree reducing the number of checkpoints to 3 between Dakar and
Kidira
• Renew truck fleet in view of the high age of the Senegalese’s truck compared to others countries like
Mali
• Improve packaging of goods like peanuts and cereals, that will facilitate transport and avoid losses
• Fund parking lots building in Kidira (Mali border)
To authorities in Togo • Establish toll free hotlines to report offenses by the Customs
• Make Cinkansé Joint Border Post fully operational
• Simplify procedures at Cinkanse and reduce border crossing time
• Improve communication between the national transport stakeholders and the district level partners
to discuss transport facilitation issues
• Promote mobile Police patrols to conduct snap checks and avoid the return of fixed checkpoints on
Togolese roads
• Remove illegal drivers’ union and municipal check points
• Reduce rate of road accidents
