24th irtg report.pdf

Observatory on Abnormal Practices

24th Road

Governance

Report

UEMOA

Version pro

This report, which has two sections, coinformation on the number of controlscharges and delays noted between 1 April to 30 June 2013: 1 – For this quarter, data were collected only on six of the eight corridors covered by the Road Transport Governance InitiativeOuagadougou, Ouagadougou- Bamako via Koury, Ouagadougou- Bamako via Hérémakono, Ouagadougou, Dakar- Bamako, AbidOuagadougou, and Abidjan-Bamako. Trucks under observation are in condition and the drivers and cargoes are properly docuemented. 2 – The four corridors of agricultural and food produce monitored by CILSS are- Niamey, Ouagadougou – Ashaiman, Parakou Niamey, Pouytenga – Parakou.

1 April

Road

overnance

This report, which has two sections, co ntains information on the number of controls /checks, illicit

noted between 1 April to 30

For this quarter, data were collected only on six of the eight corridors covered by the Improved

(IRTG): Tema-Bamako via Koury,

Bamako via Hérémakono, Lomé-Bamako, Abid jan-

Trucks under observation are in roadworthy condition and the drivers and cargoes are properly

four corridors of agricultural and food produce monitored by CILSS are : Bouake

Ashaiman, Parakou –

Survey Results

for the

quarter

1 April– 30 June 2013 1

Survey Results

for the second

2013

24th Road Governance report

Road governance 1 April – 30 June 2013 2

SECTION 1 – Observatory on Abnormal Practices in We st Africa – Outcome of investigations conducted on UEM OA corridors.

Summary and recommendations Detailed analysis of data this quarter brings to the fore several observations made on all countries under the IRTG initiative. In spite of the new road safety challenges, Togo ma intains its enviable status Since 2011, Togo has been the undisputed leader of good governance in the area of road transport. However, it is alleged that the removal of police and gendarmerie barriers has negatively impacted road safety. Reports indicate that the non-compliance of traffic regulations is on the ascendancy on roads in Togo. The objective now is to sensitize road users without having recourse to excessive road barriers, which give rise to road transport harassment. Remarkable progress in Senegal Significant efforts were made by Senegalese authorities, particularly by the gendarmerie and police, to reduce road harassment. Senegal is still making progress in the area of free movement of goods and people; results for this quarter with regards to the “free movement of goods and people” are the best achieved for this country since the beginning of the project. Efforts made in Côte d’Ivoire Following drawbacks in the last quarter, Ivorian authorities have put in extra efforts this quarter. All indicators dropped this quarter, reaching levels of the last quarter of 2012. It is hoped that this improved situation will be sustained in the coming quarters similar to the levels achieved by Ghana and Togo. Ghana improves its good performance

This quarter, Ghana has recorded low indicators for the Tema-Ouagadougou route. Additionally, Ghana is among the best exponents of free movement in the region. Unlike the other borders, the Paga border post is one of the borders that offer easy passage. Despite this good performance, controls are becoming increasingly rampant at the Tema port exit. It is, therefore, important to look into this situation with respect, particularly, to the increased number of police barriers on the corridor. Mali remains in the same position Though there is improvement in the “delay” situation, thanks to the effort of all uniformed service personnel, Mali has recorded the highest harassment rate in the region this quarter, despite the fact that heavy-duty vehicle drivers staged several protest demonstrations. The Heremakono border post on the Ouagadougou-Bamako corridor is where harassment is most intense. This is regrettable, though, but it must be noted that the political situation did not have a negative impact on the situation on the corridors in question.



The IRTG does not seem to have made any impact in B urkina Faso Indicators have slightly dropped this second quarter of 2013, but a close look at the situation over the past four years shows that the situation has not changed, particularly with respect to bribes paid to customs officers. Despite the efforts made by Burkinabe authorities, the problem persists.. Figure 1: Road Governance initiative data map

Road governance

Introduction The Improved Road Transport Governancethe West Africa Economic and Monetary Economic Community of West African Statesthis observatory in the region. financial support of the United States Agencythrough the West Africa Trade Hub The objective of the IRTG is to institute good governance transit corridors of West Africa. The corridors that Ouagadougou, OuagadougouHeremakono, Lomé-Ouagadougou, DakarBamako and Cotonou-Niamey.

General Trends Figure 2 below shows the trend

The average trend with respect to harassment on the corridors covered by the initiative has slightly improved over the past yeardropped. Illegal payments dropped by by17% and 30% respectively over the past one yearlowest harassment levels, while Mali is the worst offender in terms of governance in West Africa.

I. Number of controls /checks The IRTG differentiates between legitimate controls carried out at the borders and those inconsistent with decision N°15/CM/UEMOA regional road control plan of the Union, dated 1 Decision A/DEC.13/01/03 “Relating to facilitation program in support of intraJanuary 2003


1 April – 30 June 2013

Improved Road Transport Governance (IRTG) on transit corridors is an initiative of Economic and Monetary Union (UEMOA), following a de

Economic Community of West African States (ECOWAS) to set up, among other things, The IRTG was instituted in 2005, with the technical and

financial support of the United States Agency for International DevelopmentWest Africa Trade Hub project.

is to institute good governance of road usage of West Africa. The corridors that have been monitored so

Ouagadougou, Ouagadougou-Bamako via Koury, Ouagadougou-Ouagadougou, Dakar-Bamako, Abidjan-Ouagadougou

in the indicators according to surveys this quarter .

respect to harassment on the corridors covered by the initiative has slightly improved over the past year. During the second quarter of 2013

payments dropped by 18%, while delays and controls also dropped over the past one year. Togo is still the country with

lowest harassment levels, while Mali is the worst offender in terms of poor road

/checks

between legitimate controls carried out at the borders and those N°15/CM/UEMOA on practical modalities for enforcing the

regional road control plan of the Union, dated 16th December 2005.

Relating to the establishment of a regional road transport and transit facilitation program in support of intra-community trade and cross-border movements

Road Governance report

4

is an initiative of ecision1 by the

to set up, among other things, , with the technical and

for International Development (USAID)

of road usage on the main far are: Tema--Bamako via

Ouagadougou, Abidjan-

in the indicators according to surveys this quarter .

respect to harassment on the corridors covered by the initiative 2013, all indicators

and controls also dropped Togo is still the country with the

road

between legitimate controls carried out at the borders and those on practical modalities for enforcing the

the establishment of a regional road transport and transit border movements” dated 31

Road governance

This quarter, Ghana, one of the best examples of the controls increasing on the Temaof the corridor. The same goes for Mali, on the makes Mali the country with the most difficult roads to use in the region, while Togolese roads are the easiest to ply. Figure 3: Number of controls per trip

Table 1: Number of controls per trip

Note : In all tables, figures are rounded In Mali, all uniformed service noted, however, that the political and security situation has imposed its own control demands. Burkina Faso followscontrols. As usual, all the uniformed this, and while in Burkina Fasothe gendarmerie and the police have reduced the number of controls on the In Senegal , significant progress has been made by all particularly by the Customs. However, in

Corridor / CountryControls on theroad except at

the border

Abidjan-Bama ko 27

Côte d'Ivoire

Mali

Abidjan-Oua ga 23

Burkina Faso

Côte d'Ivoire

Bamako-Abidjan

Côte d'Ivoire

Mali

Bamako-Dakar

Mali

Sénégal

Bamako-Ouaga via Héré makono 15

Burkina Faso

Mali

Bamako-Ouaga via Koury 16

Burkina Faso

Mali

Da ka r-Ba mako 20

Mali

Sénégal



This quarter, Ghana, one of the best examples of the IRTG, has unfortunately Tema-Ouagadougou corridor, especially in the northern part

. The same goes for Mali, on the Bamako-Ouagadougou makes Mali the country with the most difficult roads to use in the region, while Togolese

umber of controls per trip , per corridor and sub-corridor

controls per trip , per corridor and sub-corridor

rounded which explains some incorrectness in additions.

rvice personnel contribute to unauthorised controlsnoted, however, that the political and security situation has imposed its own control

follows Mali as the country with the second highest number of uniformed service personnel have their share of responsibility in

Burkina Faso , the Customs service has the highest number ofand the police have reduced the number of controls on the

, significant progress has been made by all uniformed serviceparticularly by the Customs. However, in Côte d’Ivoire there is an upsurge of controls,

Controls on theroad except at

the border

Controls at the border

27 6

12 2

16 4

23 8

5 5

18 3

5 2

3 1

2 1

9 3

5 2

4 1

15 5

5 2

10 3

16 6

6 2

10 4

20 6

11 3

9 3

Corridor / CountryControls on theroad except at

the border


Lomé -Oua ga dougou 10

Burkina Faso 6Togo 4

Oua ga -Abidja n 3

Burkina Faso 0

Côte d'Ivoire 3

Oua ga -Ba ma ko via Hé ré makono 22

Burkina Faso 4

Mali 18

Oua ga -Ba ma ko via Koury 21

Burkina Faso 3

Mali 18

Oua ga dougou-Lomé 4

Burkina Faso 2

Togo 2

T e ma-Oua ga dougou 27

Burkina Faso 5

Ghana 23


5

, has unfortunately seen corridor, especially in the northern part

corridor . This makes Mali the country with the most difficult roads to use in the region, while Togolese

unauthorised controls. It is to be noted, however, that the political and security situation has imposed its own control

highest number of have their share of responsibility in has the highest number of controls,

and the police have reduced the number of controls on the corridors.

service personnel, surge of controls,


6

3 3

5

3

2

7

3

4

7

3

4

3

1

2

5

3

3

Road governance

especially by the gendarmerie and police. The improved in Togo . Figure 4: Density of controls per

The ranking of countries surveyed for controls remains improvement in each countrydropped by 30% this quarter, reaching its best level since the beginning of the initiative in this country in 2009.

Figure 5: Trend of number of controls

II. Illegal payments This quarter, the Bamako- Ouagadougouespecially on the Malian side; this situation was inherited from the previous year. Lomé-Ouagadougou and Temachanged since the previous quarter



especially by the gendarmerie and police. The road governance situation

per country and per uniformed service outfit

The ranking of countries surveyed for controls remains mostly unchangedimprovement in each country. The only exception is Senegal, where controls have

this quarter, reaching its best level since the beginning of the initiative in

Trend of number of controls per 100 km per country

Illegal payments

Ouagadougou corridor has the highest level of illegal levies, especially on the Malian side; this situation was inherited from the previous year.

Tema-Ouagadougou corridors, the level of bribes has not changed since the previous quarter.


6

situation has further

mostly unchanged, with limited where controls have

this quarter, reaching its best level since the beginning of the initiative in

corridor has the highest level of illegal levies, especially on the Malian side; this situation was inherited from the previous year. For the

of bribes has not

Road governance

The Heremakono border in harassment, with more than FCFAborder in Ghana recorded the lowest level of bribes300 per trip. Figure 6: Illegal levies per truck/trip

Table 2: Illegal levies per truck/trip



border in Mali has become the border with the worst level of FCFA13, 000 of illegal levies per truck/trip, while the

recorded the lowest level of bribes in the sub-region with less

levies per truck/trip (FCFA)

Illegal levies per truck/trip (FCFA)


7

has become the border with the worst level of levies per truck/trip, while the Paga

region with less than FCFA



This quarter, Mali , followed by Côte d’ivoire, are the countries where the highest unlawful money collections have been noted. Senegal has made some progress, thanks to the drop in amounts collected by the police and gendarmerie. The status of Burkina Faso has not changed, while Ghana , despite the number of controls, has become the cheapest in the sub-region, followed by Togo, which, for more than a year, has been the best in this category. Figure 7: Density of unlawful collections per country and pe r uniformed service personnel

Corridor / CountryBribes on theroad except at

the border (USD)

Bribes at the border (USD)

Abidjan-Ba mako 62 36

Côte d'Ivoire 27 13

Mali 35 22

Abidjan-Ouaga 53 26

Burkina Faso 9 18

Côte d'Ivoire 44 8

Bamako-Abidjan 12 7

Côte d'Ivoire 7 4

Mali 5 2

Bamako-Da ka r 30 15

Mali 19 11

Sénégal 11 4

Bamako-Ouaga via Hé rémakono 35 26

Burkina Faso 8 5

Mali 27 20

Bamako-Ouaga via Koury 32 16

Burkina Faso 11 4

Mali 21 12

D aka r-Ba mako 43 28

Corridor / CountryBribes on theroad except at

the border (USD)

Bribes at the border (USD)

Mali 25 14

Sénégal 18 14

Lomé -Oua ga dougou 14 14

Burkina Faso 9 9

Togo 6 4

Oua ga-Abidja n 26 22

Burkina Faso 0 13


Oua ga-Ba mako via Héré ma kono 51 39

Burkina Faso 9 13

Mali 42 26

Oua ga-Ba mako via Koury 59 39

Burkina Faso 9 14

Ma li 50 25

Oua gadougou-Lomé 6 7

Burkina Faso 4 3

Togo 2 3

T e ma -Oua gadougou 12 11

Burkina Faso 9 10

Ghana 3 0

Road governance

As in the case of number of controls, Senegal has, this quarter, recorded the lowest level of bribes. poor performance, and is behind which, for more than one year, was the best in this category, has been overtaken byGhana. Figure 8: Trend of illegal levies per



As in the case of number of controls, Mali is the most expensive country to travel acrosshas, this quarter, recorded the lowest level of bribes. Côte d’Ivoire

, and is behind Burkina Faso , which has a stable situationfor more than one year, was the best in this category, has been overtaken by

per 100 km/country


9

is the most expensive country to travel across. Côte d’Ivoire also has a

, which has a stable situation. Togo, for more than one year, was the best in this category, has been overtaken by

Road governance

III. Delays

The Dakar-Bamako and Ouagadougourecorded the longest delays with an average of route has become the fastest, with less than one hour delay at The Kidira-Diboli border between the most time to cross, with more than Zegoua border between Côte-d’Ivoire Figure 9: Delays per trip (minutes) p

Table 3: Delays per trip (minutes)



Ouagadougou -Bamako corridors have, for this quarter, the longest delays with an average of 5 hours per stop. The Bamakobecome the fastest, with less than one hour delay at checkpoints.

border between Senegal and Mali remains the border postto cross, with more than 2.5 hours of delay, and the fastest is the

d’Ivoire and Mali.

(minutes) p er corridor and sub-corridor

(minutes) per corridor and sub-corridor


10

corridors have, for this quarter, Bamako -Abidjan

.

mains the border post that takes .5 hours of delay, and the fastest is the Pogo-



There has been a remarkable drop in delays in Côte d’Ivoire this quarter due, undoubtedly, to the determination of Ivorian authorities to fight this harassment phenomenon. Burkina Faso and Ghana have recorded slight drops in delay duration, while the situation remains the same in Senegal. Togo is, indisputably, the best performer in terms of delays.. Despite a slight reduction in time lost, Mali remains the worst performing country in this respect in the region. Figure 10: Density of delays per country and per uniformed se rvice personnel

Corridor / CountryDelays on theroad except at

the border (min)

Delays at the border (min)

Abidja n-Ba ma ko 153 107Côte d'Ivoire 36 42

Mali 117 66

Abidja n-Oua ga 105 73Burkina Faso 25 44


Ba ma ko-Abidja n 15 6Côte d'Ivoire 6 2

Mali 9 4

Ba ma ko-Daka r 154 112Mali 104 87

Sénégal 50 25

Ba ma ko-Ouaga via Héré ma kono 60 47Burkina Faso 28 24

Mali 33 23

Ba ma ko-Ouaga via Koury 61 49Burkina Faso 30 25

Mali 32 24

Corridor / CountryDelays on theroad except at

the border (min)

Delays at the border (min)

Da ka r-Ba ma ko 186 152Mali 147 78

Sénégal 39 74

Lomé -Oua gadougou 49 47Burkina Faso 34 23

Togo 15 24

Ouaga -Abidjan 9 20Burkina Faso 0 14

Côte d'Ivoire 9 6

Ouaga -Ba ma ko via Héré ma kono 148 129Burkina Faso 22 60

Mali 126 69

Ouaga -Ba ma ko via Koury 145 102Burkina Faso 20 52

Mali 125 50

Ouaga dougou-Lomé 27 59Burkina Faso 20 20

Togo 8 39

T e ma -Oua ga dougou 133 47Burkina Faso 18 20

Ghana 116 27

Road governance

Note: When several services are found at the same border post Figure 11: Trend of control duration



are found at the same border post, control duration/time is distributed

of control duration per 100 km/ country


12

ol duration/time is distributed equally



Methodology, objectives and acknowledgements The indicators reported from the surveys are defined as follows:

• The number of controls is the average number of stops that drivers experience imposed by a given uniformed service person, excluding voluntary stops by drivers to eat or sleep.

• Delays are the total time spent at a checkpoint, excluding voluntary rest stops (lunch, rest, prayers).

• Bribery refers to illegal amounts collected from drivers by uniformed personnel. Bribes taken by other actors, such as forwarders, are not included. National averages are calculated according to the length of each corridor.

Though indicators are the same between section 1 UEMOA and section 2 CILSS, the methodologies vary in important ways, due to the different categories of trucks and goods. Trucks monitored by UEMOA haul all kinds of products, are in good condition, and have valid documents. On the other hand, trucks monitored by CILSS transport specific goods, most of which are perishable food staples, and correspond to value chains surveyed by the project. Not all these trucks and their goods have legal status. Thus, in Burkina Faso for instance, a truck monitored by the UEMOA paid about FCFA 2, 000 per 100 km, whereas a truck monitored by the CILSS paid about FCFA 7, 000 per 100 km. The UEMOA, Borderless and CILSS teams highlight the most representative results of the surveys carried out and to bring to the fore key aspects of road governance in West Africa, while ensuring data reliability and statistical relevance.. This report is to sensitize decision-makers at the highest level within the public and private sectors, and also the civil society, on facilitating trade in the sub-region in a sustainable and profitable manner for all and sundry. This report presents results based on surveys carried out between 1st April 2013 and 30st June 2013. The IRTG wishes to thank all actors who contributed to the drafting and distribution of this report, namely truck drivers, who fill out the survey forms, transport owners and unions, focal points and national coordinators, the media and civil society organisations.



ANNEX1: Data source, 1st April 2012 – 30th June 201 3 p

Note: The currency used in the analysis is the CFA Franc (XOF). In the second quarter of 2013, 1 GHS was equivalent to 252 XOF. In the first quarter of 2012, 1 GHS was equivalent to 260 XOF, and in the second quarter of 2012, it was equivalent to 273 XOF. (Source: http://www.oanda.com/currency)

T2-2013 130 1174 8.4 4.3 6.1 1.3 20.3 1.7 9 523 9 835 6 248 3 394 29 238 2 490 140 12

T1-2013 151 1174 9.9 4.6 6.6 0.4 21.8 1.9 11 552 8 354 6 587 2 798 29 582 2 520 155 13

T2-2012 92 1174 10.1 4.8 6.9 1.1 22.9 1.9 14 388 3 880 5 628 5 317 29 214 2 488 115 10

T2-2013 130 710 4.4 1.2 2.3 0.9 8.9 1.2 4 617 4 256 2 138 1 675 12 707 1 790 43 6

T1-2013 151 710 5.2 1.4 2.8 0.3 9.7 1.4 5 436 3 077 2 538 2 270 13 322 1 876 48 6.8

T2-2012 92 710 4.8 1.8 3.4 0.4 10 1 5 041 2 866 3 156 3 890 14 953 2 106 70.2 9.9

T2-2013 130 464 4.0 3.1 3.7 0.4 11.5 2.5 4 907 5 579 4 109 1 718 16 531 3 563 97 21.0 T1-2013 151 464 4.7 3.2 3.8 0.2 12.1 2.6 6 116 5 277 4 049 528 16 261 3 504 107 23

T2-2012 92 464 5.3 3.0 3.5 0.7 12.5 2.7 9 347 1 014 2 472 1 428 14 261 3 074 45 10

T2-2013 145 1263 5.4 6.5 6.9 0.6 19.7 1.6 8 857 7 213 9 828 11 562 37 461 2 966 104 8

T1-2013 152 1263 6.3 6.6 7.8 1.9 23.7 1.9 8 614 6 623 9 892 18 283 43 412 3 437 109 9

T2-2012 106 1263 5.9 7.8 4.4 1.5 19.5 1.5 7 550 10 618 7 060 10 661 35 889 2 842 98 8

T2-2013 145 517 1.6 3.3 1.6 0.0 6.5 1.3 3 770 2 620 3 748 5 425 15 562 3 010 42 8

T1-2013 152 517 1.3 3.1 1.4 0.1 6.0 1.2 3 000 2 229 2 939 9 621 17 789 3 441 38 7.3

T2-2012 106 517 1.1 3.9 0.9 0.1 6.0 1.2 3 481 3 360 2 754 4 432 14 027 2 713 40 7.8

T2-2013 145 746 3.8 3.3 5.3 0.6 13.2 1.8 5 088 4 593 6 080 6 138 21 899 2 935 62 8

T1-2013 152 746 5.0 3.5 6.4 1.8 17.7 2.4 5 614 4 394 6 953 8 661 25 623 3 435 71 9.6

T2-2012 106 746 4.8 4.0 3.4 1.4 13.5 1.8 4 068 7 259 4 306 6 229 21 862 2 931 58 7.7

T2-2013 104 1382 8.4 3.9 6.5 0.0 18.9 1.4 11 235 11 288 6 318 4 849 28 841 2 087 302 22

T1-2013 89 1382 8.7 4.2 5.9 0.0 18.8 1.4 11 261 10 494 5 443 4 849 27 198 1 968 304 22

T2-2012 108 1476 9.3 3.0 6.1 0.1 18.4 1.2 13 741 11 626 6 203 4 849 31 833 2 157 355 24

T2-2013 104 700 4.3 3.3 2.7 0.0 10.4 1.5 6 299 8 193 2 703 2 470 17 195 2 456 208 30

T1-2013 89 700 4.7 3.4 2.5 0.0 10.6 1.5 6 640 7 287 2 263 2 470 16 190 2 313 211 30.1 T2-2012 108 794 4.4 2.4 2.4 0.0 9.2 1.2 8 037 9 047 2 250 2 470 19 334 2 435 248 31.2 T2-2013 104 682 4.0 0.6 3.8 0.0 8.5 1.2 4 935 3 095 3 615 2 379 11 645 1 708 94 14

T1-2013 89 682 4.0 0.9 3.4 0.0 8.3 1.2 4 621 3 207 3 180 2 379 11 008 1 614 93 13.7 T2-2012 108 682 4.9 0.5 3.7 0.1 9.2 1.4 5 704 2 579 3 953 2 379 12 499 1 833 107 15.7 T2-2013 97 934 6.0 10.8 6.3 0.5 24.4 2.6 9 216 15 657 9 452 3 741 38 066 4 076 192 21

T1-2013 54 934 7.2 9.9 6.1 0.5 24.6 2.6 12 631 12 121 7 482 3 444 35 678 3 820 195 21

T2-2012 25 934 5.9 9.9 6.0 5.3 27.1 2.9 8 938 11 488 7 425 12 850 40 700 4 358 150 16

T2-2013 97 502 1.0 5.0 1.0 0.0 7.2 1.4 1 485 6 253 1 164 103 9 005 1 794 66 13

T1-2013 54 502 1.0 4.7 0.9 0.0 6.7 1.3 2 657 5 175 1 876 141 9 848 1 962 63 12.6 T2-2012 25 502 1.0 5.2 1.0 0.4 7.5 1.5 1 488 4 250 1 938 200 7 875 1 569 56 11.1 T2-2013 97 432 5.0 5.8 5.2 0.5 17.2 4.0 7 731 9 404 8 288 3 638 29 061 6 727 126 29

T1-2013 54 432 6.2 5.3 5.2 0.5 17.9 4.1 9 974 6 947 5 606 3 303 25 830 5 979 132 30.5 T2-2012 25 432 4.9 4.7 5.0 4.9 19.5 4.5 7 450 7 238 5 488 12 650 32 825 7 598 94 22

T2-2013 61 1035 6.2 10.6 6.5 0.7 25.3 2.4 8 394 15 503 8 076 4 589 36 729 3 549 238 23

T1-2013 89 1035 6.2 10.8 6.8 0.6 25.8 2.5 8 516 14 365 7 957 4 567 35 640 3 443 246 24

T2-2012 24 1035 5.8 8.5 4.4 3.3 22.0 2.1 9 482 11 439 6 224 4 766 31 911 3 083 131 13

T2-2013 61 488 1.0 4.6 1.3 0.0 7.1 1.4 1 444 6 241 1 830 0 9 683 1 984 63 13

T1-2013 89 488 1.0 4.9 1.4 0.0 7.5 1.5 1 550 5 937 1 748 0 9 468 1 940 60 12.4 T2-2012 24 488 0.7 3.6 0.8 0.4 5.6 1.1 1 042 3 753 1 647 250 6 692 1 371 47 9.5

T2-2013 61 547 5.2 6.0 5.2 0.7 18.2 3.3 6 950 9 262 6 245 4 589 27 046 4 944 175 32

T1-2013 89 547 5.3 5.9 5.3 0.6 18.3 3.3 6 966 8 429 6 210 4 567 26 172 4 785 185 33.9 T2-2012 24 547 5.1 4.9 3.5 2.9 16.5 3.0 8 439 7 687 4 576 4 516 25 218 4 610 85 15.5 T2-2013 122 1020 2.8 6.7 1.4 0.0 10.9 1.1 2 742 5 027 2 443 4 10 217 1 002 91 9

T1-2013 168 1020 2.7 8.6 1.5 0.0 13.4 1.3 2 635 5 412 2 353 431 10 830 1 062 102 10

T2-2012 208 1020 2.6 10.6 1.0 0.2 14.4 1.4 2 741 6 149 1 984 134 11 008 1 079 122 12

T2-2013 122 274 1.0 3.5 1.4 0.0 5.9 2.1 1 411 2 621 2 418 0 6 451 2 354 48 18

T1-2013 168 274 1.0 4.1 1.4 0.0 6.5 2.4 1 484 2 566 2 324 0 6 374 2 326 52 18.9 T2-2012 208 274 1.0 4.8 1.0 0.0 6.8 2.5 1 458 2 574 1 984 0 6 016 2 196 61 34.5 T2-2013 122 746 1.8 3.2 0.1 0.0 5.0 0.7 1 331 2 406 25 4 3 766 505 43 6

T1-2013 168 746 1.7 4.5 0.1 0.0 6.9 0.9 1 151 2 846 28 431 4 456 597 50 6.8

T2-2012 208 746 1.6 5.8 0.0 0.2 7.6 1.0 1 283 3 575 0 134 4 992 669 61 8.2

T2-2013 15 1057 15.1 13.6 3.2 0.0 13.1 1.2 3 250 2 946 3 617 0 9 814 4 749 174 34

T1-2013 65 1057 8.6 11.7 0.9 0.0 21.2 2.0 3 858 7 879 1 675 0 13 412 4 899 273 83

T2-2012 59 1057 9.2 12.4 1.0 0.3 22.9 2.2 2 827 7 255 2 184 0 12 266 4 861 194 60

T2-2013 15 176 1.5 2.1 3.2 0.0 6.8 3.9 2 392 1 985 3 617 0 7 994 4 542 31 18

T1-2013 65 176 0.9 3.2 0.9 0.0 5.0 2.8 1 525 4 227 1 675 0 7 427 4 220 114 65.0 T2-2012 59 176 1.0 3.7 1.0 0.0 5.7 3.2 1 153 4 292 2 184 0 7 629 4 334 83 47.1 T2-2013 15 881 13.6 11.5 0.0 0.0 6.3 0.7 858 961 0 0 1 820 207 143 16.2 T1-2013 65 881 7.7 8.5 0.0 0.0 16.2 1.8 2 333 3 652 0 0 5 985 679 159 18.0 T2-2012 59 881 8.2 8.7 0.0 0.3 17.2 2.0 1 674 2 963 0 0 4 638 526 111 12.7

Burkina Faso

Ghana

Bamako-Ouaga via

Koury

Burkina Faso

Mali

Ouagadougou-Tema

Burkina Faso

Mali

Ouagadougou-Lomé

Burkina Faso

Togo

Bamako-Ouaga via

Hérémakono

TotalRatio over 100 km

Abidjan-Bamako

Côte d'Ivoire

Mali

Abidjan-Ouaga

Corridor / Country Quarter No. of trips

Distance travelled

inn km

Burkina Faso

Côte d'Ivoire

Bamako-Dakar

Mali

Sénégal

Delays per trip (min)

Police CustomsGendar-merie Others Total

Ratio over 100 km

Police Customs Gendarmerie Av. no. Of barriers per uniformed personnel per trip Average unlawful payments in FCFA/uniformed personnel/trip

Others TotalRatio over 100 km



Regional Support Programme for Access to Markets (P RA/Marchés)

SECTION 2 – Abnormal practices on corridors monitor ed by CILSS : Presentation and analysis of results Figure 1: Map of abnormal practices

COMITE PERMANENT INTER-ETATS DE LUTTE CONTRE LA SECHERESSE DANS LE SAHEL PERMANENT INTERSTATE COMMITTEE FOR DROUGHT CONTROL IN THE SAHEL

Executive Secretariat

Bénin Burkina Faso Cap Vert Côte d’Ivoire Gambie Guinée Guinée Bissau Mali Mauritanie Nige r Sénégal Tchad Togo



Introduction The former USAID/West Africa Agribusiness and Trade Promotion (ATP) and Expanded Agribusiness and Trade Promotion (E-ATP) projects were to increase the value and volume of intraregional agricultural trade in West Africa, in order to contribute to the attainment of the 6% annual agricultural growth target set by the Comprehensive Africa Agricultural Development Programme (CAADP) of African Union’s New Partnership for African Development (NEPAD). The objective of these two projects was also to contribute to implementing the ECOWAS Common Agricultural Policy (ECOWAP), the Agricultural Policy of the UEMOA (PAU), and its regional federated programmes. These centered on six value chains (maize, onion/shallot livestock/meat, millet/sorghum, rice, and poultry) along the transport corridors linking the production areas to consumer markets in West Africa. The projects gathered data on road harassment cases for each value chain along the main trade corridors, regional markets and at borders. The data collected was transferred to CILSS, i.e. on the same products, same corridors under the USAID CILSS/E-CILSS projects. CILSS could extend the project if additional financial resources were available. This will enable the sustainability of the collection of data and monitoring to reduce road harassment. It is in this vein that CILSS carried out surveys on road harassment in the 2nd quarter of 2013. The corridors surveyed are: Farm Produc e Corridors Distance

(Km) Grains (Maize) Bouake (Côte d’Ivoire) to Niamey (Niger) 1,371 Livestock : Small and large ruminants

Ouagadougou (Burkina Faso) to Accra (Ghana)

1,004

Grain s (Maize) Parakou (Benin) to Niamey (Niger) 605 Livestock : Large ruminants

Pouytenga (Burkina Faso) to Parakou (Benin)

565

Road governance

Transporting these agro-pastoral products by road along these difficult, in view of the high number of controls, the high The level of abnormal practices on the main interCILSS is staggering. Abnormal practices are harmful to national economies and also contribute to hiking the cost of basic food and agribusiness productsresults of surveys on harassment cases, implementation of strategiesinitiatives for reducing road harassment

Summary Of the four corridors monitored by 6.6 for Côte d’Ivoire; 4.9 for Burkina FasoThe average amount of bribes paid912 for Burkina Faso; 70 857 regard to average delays (minutes) Faso; 143 for Niger; 35 for Ghana

I. Number of contr olsThe number of controls per trip varies from country, depending on the trade corridorAmong the uniformed service services are at the most culpableAmong the two value chains investigated during the period, the maize value chain highest number of controls. Figure 2: Average numbe r

0 1 2

Côte d'Ivoire

Burkina Faso

Niger

Ghana

Benin



pastoral products by road along these corridors difficult, in view of the high number of controls, the high levels of bribery and long delays

abnormal practices on the main inter-State roads of corridors monitored by Abnormal practices are harmful to national economies and also

contribute to hiking the cost of basic food and agribusiness products. However, with the on harassment cases, implementation of strategies

harassment must be intensified.

four corridors monitored by CILSS, the average number of controls Burkina Faso; 5.3 for Niger; 5.4 for Ghana, and

bribes paid in FCFA per 100 Km is 11 808 for Côte d’Ivoire70 857 for Niger; 5 786 for Ghana, and 34 785 for

(minutes) per 100 km, it is 38 for Côte d’Ivoire; Ghana, and 33 for Benin.

ols The number of controls per trip varies from country to ; it also varies within the same country, depending on the trade corridor.

uniformed service personnel that have the most checkpointsat the most culpable in Francophone countries, and for Ghana it is the police

the two value chains investigated during the period, the maize value chain

r of controls per 100 km.

3 4 5 6 7

Ratio maïs (Bénin/Niger) sur 100

km

Ratio bétail (Burkina/Bénin) sur 100

km

Ratio maïs (Côte d'Ivoire/Niger) sur

100 km

Ratio bétail (Burkina/Ghana) sur

100 km


17

corridors is still very and long delays.

State roads of corridors monitored by Abnormal practices are harmful to national economies and also

However, with the and advocacy

number of controls per 100 km is and 4.0 for Benin. Côte d’Ivoire; 21

for Benin. With ; 45 for Burkina

; it also varies within the same

checkpoints, the customs in Francophone countries, and for Ghana it is the police.

the two value chains investigated during the period, the maize value chain had the


Ratio bétail (Burkina/Bénin) sur 100





Table 1: Controls carried out per trip and per corridor Value c hain Corridor Distance No. of

controls per trip

Grains (Maize)

Bouak e (Côte d’Ivoire) to Niamey (Niger)

1 371 55

Côte d'Ivoire 318 21 Burkina Faso 932 26 Niger 121 8

Livestock

Ouagadougou (Burkina Faso), Paga-Accra (Ghana)

1 004 56

Burkina Faso 167 11 Ghana 837 45

Grains (Maize)

Parakou (Benin) to Niamey (Niger)

605 32

Benin 323 21 Niger 282 11

Livestock

Pouytenga (Burkina Faso) to Parakou (Benin)

565 18

Benin 319 5 Burkina Faso 246 13

Figure 3: Controls carried out per country and per value cha in

Maize value chain is the one that undergoes the highest number of controls, with 87 per trip over a distance of 1 976 Km. This number of controls is almost proportionally distributed among Côte d’Ivoire, Burkina Faso, Niger and Benin. The livestock value chain was subjected to 74 controls over a distance of 1 569 Km. More than half of this high number of controls is carried out by Ghana (45 out of 1 000 km).

0

10

20

30

40

50

60

Benin Burkina Faso Côte d'Ivoire Ghana Niger

Maïs

Bétail



Figure 4: Density of controls per country and per uniformed service personnel

Benin Burkina Faso

Côte d'Ivoire Ghana Niger TOTAL

Police 7 12 5 35 3 62 Customs 6 21 6 8 9 50 Gendarmerie 6 11 8 0 5 30 Others 6 6 2 2 2 18 TOTAL 25 50 21 45 19 160

The Customs service in francophone countries is the outfit that carried out the highest number of checks on traders/transport operators, followed by the gendarmerie, then the police and other services (crop-protection, unions, the municipalities, and forestry). Ghana, on its part, has a considerable number of police check points on its corridor. In Burkina Faso and Benin, and to a lesser extent in Niger and Côte d’Ivoire, city authorities, trade unions and crop-protection services carry out a high number of controls. In Côte d’Ivoire, the anti-drug brigade is the outfit that carries out the highest number of controls. II. Bribes Ranking countries according to the highest level of harassment carried out is as follows: Niger, Benin, Burkina Faso, Ghana and Côte d’Ivoire. As regards services that carry out checks, the customs service is in the lead, followed by the gendarmerie, the police and others.

0

10

20

30

40

50

60


Autres

Gendarmerie

Douane

Police

Road governance

Figure 5: Bribes recorded per

Table 2: Bribes recorded i n F Corridor

Maize: (Côte d'Ivoire/Niger)

Burkina Faso Cote d'Ivoire Niger

Livestock : (Burkina/Ghana)

Burkina Faso Ghana

Maize: (Benin/Niger)

Benin Niger

Livestock

Benin Burkina Faso

0 50000

Côte d'Ivoire

Burkina Faso

Niger

Ghana

Benin



recorded per trip, per country and per corridor

n FCFA per trip/country

Average unlawful payments per trip

Average unlawful payments per Km

d'Ivoire/Niger) 209 100 15 252

37 550 57 400 114 150

: (Burkina/Ghana) 106 825 10 64058 400 48 425 158 800 48 331158 800 133 601 128 700 22 77978 500 50 200

100000 150000 200000

Maïs (Bénin/Niger)

Bétail (Burkina/Bénin)

Maïs (Côte d'Ivoire/Niger)

Bétail (Burkina/Ghana)


20

Average unlawful payments per 100

15 252

10 640

48 331

22 779

Maïs (Bénin/Niger)

Bétail (Burkina/Bénin)

Maïs (Côte d'Ivoire/Niger)

Bétail (Burkina/Ghana)



Figure 6: Bribes in FCFA recorded per trip, per country and per value chain

Figure 7: Density of bribes (in FCFA) per trip, per country and per uniformed personnel

Police Customs Gendarmerie Others Burkina Faso 30 000 50 500 39 300 46 200 Benin 34 200 83 000 50 500 69 600 Côte d'Ivoire 5 000 9 850 19 200 3 500 Niger 8 800 213 050 10 000 15 900 Ghana 30 100 14 575 3 750

Traders/transport operators and drivers made average illegal payments (in FCFA) in the following amounts per trip on the corridors concerned:

� Maize: Côte d’Ivoire/Niger, 209 100 per trip, i.e. FCFA15, 252 per 100 km;

� Livestock: Burkina/Ghana, 106 825 i.e. FCFA10, 840 per 100 km; � Maize: Benin/Niger, 158, 800 i.e. FCFA 48, 331per 1 00 km; � Livestock: Burkina/Nigeria via Benin, 128, 700 i.e. FCFA 22, 779 per

100 km.

0

50000

100000

150000

200000

250000

300000


Maïs

Bétail

0

50000

100000

150000

200000

250000

300000


Autres

Gendarmerie

Douane

Police

Road governance

Figure 8: Density per 100 uniformed service personnel

Livestock ratio(Burkina/Ghana) per 100 km

Côte d'Ivoire Burkina Faso 34 970

Niger Ghana 5 786 Benin

Niger leads countries that have the highest followed by Benin with FCFA The ranking, in terms of illegal payments received by control servicesfollows: Customs, followed by the During the period in question, very high. Niger and Benin record

0 20000 40000

Côte d'Ivoire

Burkina Faso

Niger

Ghana

Benin



100 km of bribes in FCFA per country and per uniformed service personnel

ratio (Burkina/Ghana)

Maize ratio (Côte d'Ivoire/Niger) per 100 km

Livestock ratio (Burkina/Benin) per 100 km

Maize ratio(Bkm

11 808

6 159 24 608 94 339 47

20 407 49 164

leads countries that have the highest bribes per 100km, with FCFA CFA 34, 785. The lowest is Ghana with FCFA

in terms of illegal payments received by control servicesCustoms, followed by the gendarmerie, police and other outfits

During the period in question, bribes on all the corridors monitored by CILSS very high. Niger and Benin recorded the highest illegal payments.

40000 60000 80000 100000


km

Ratio bétail (Burkina/Bénin) sur

100 km


100 km


100 km


22

per country and per

Maize ratio (Benin/Niger) per 100 km

47 376

49 164

FCFA 70, 857, FCFA 5, 786;

in terms of illegal payments received by control services, is as and other outfits.

on all the corridors monitored by CILSS were





Road governance

III. Delays Delays are still long on all the corridorsThe longest delays were recorded on the maize corridor within Nigerthe shortest on the livestock corridor within Benin.The distribution of delays per country, from longest to shortest, is as follows: Burkina Faso, Côte d’Ivoire, Ghana, Figure 9: Average control duration trip/corridor

Livestock ratio (Burkina/Ghana) over 100 km

Côte d'Ivoire Burkina Faso 66

Niger Ghana 35 Benin

0 50 100

Côte d'Ivoire

Burkina Faso

Niger

Ghana

Benin



still long on all the corridors. The longest delays were recorded on the maize corridor within Nigerthe shortest on the livestock corridor within Benin. The distribution of delays per country, from longest to shortest, is as follows: Burkina Faso, Côte d’Ivoire, Ghana, and Benin.

Average control duration (minutes) per 100 km recorded per

atio (Burkina/Ghana)

Maize ratio (Côte d'Ivoire/Niger) over 100 km

Livestock ratio (Burkina/Benin) over 100 km

Maize ratio(Bover

38

34 34 236

50

30 35

100 150 200 250


km


100 km


100 km


100 km


23

The longest delays were recorded on the maize corridor within Niger territory and

The distribution of delays per country, from longest to shortest, is as follows: Niger,

recorded per

Maize ratio (Benin/Niger) over 100 km

50

35







Table 3: Average delays (minutes) recorded per trip, per co rridor and per country

Corridor Average delay per trip Maize: (Côte d'Ivoire/Niger)

Burkina Faso 3,109 Cote d'Ivoire 1,199 Niger 2,860

Livestock : (Burkina/Ghana)

Burkina Faso 1,102 Ghana 2,952

Maize: (Benin/Niger)

Benin 1,142 Niger 1,293

Livestock : (Burkina/Nig eria) via Parakou

Benin 1,086 Burkina Faso 727

The maize corridor between Côte d’Ivoire and Niger, with delays lasting 7168 minutes, undergoes the highest level of harassment in terms of delays. This is followed by the maize corridors between Burkina Faso and Ghana, where delays last 4,054 minutes, the maize corridor between Benin and Niger lasting 2,435 minutes, and the livestock corridor between Burkina and Benin (final destination: Nigeria) lasting 1813 minutes.

Conclusion The reduction in delays, in bribes, and in the number of checkpoints (barriers) will depend on the dissemination and advocacy strategy employed, with the assistance of CILSS with its partners. These strategies will have to be implemented with transport operators, drivers, traders, uniformed service personnel, trade unions and other stakeholders. Training of data collection assistants and their participation in road and market shows, will enable them to improve theirlevel of professionalism.

Observatory on Abnormal Practices

NOTES

1 April– 30 June 2013 30 June 2013 25

Road governance

COMITE PERMANENT INTERPERMANENT INTERSTATE COMMITTEE FOR DROUGHT CONTROL IN THE SAHEL

Executive Secretariat

Bénin Burkina Faso Cap Vert C ôte d’Ivoire Gambie Guinée Guinée Bissau Togo

Regional Support Programme for Access to Markets

(PRA/Marchés)PROMOTING REGIONAL TRADE IN FOOD PRODUCTS IN WEST AFRICA


COMITE PERMANENT INTER-ETATS DE LUTTE CONTRE LA SECHERESSE DANS LE SAHELPERMANENT INTERSTATE COMMITTEE FOR DROUGHT CONTROL IN THE SAHEL

Bénin Burkina Faso Cap Vert C ôte d’Ivoire Gambie Guinée Guinée Bissau Mali Mauritanie Niger Sénégal Tchad

Regional Support Programme for Access to Markets

(PRA/Marchés) PROMOTING REGIONAL TRADE IN FOOD PRODUCTS IN WEST AFRICA

AND IN THE SAHEL

26

ETATS DE LUTTE CONTRE LA SECHERESSE DANS LE SAHEL PERMANENT INTERSTATE COMMITTEE FOR DROUGHT CONTROL IN THE SAHEL

Mali Mauritanie Niger Sénégal Tchad

PROMOTING REGIONAL TRADE IN FOOD PRODUCTS IN WEST AFRICA

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