Sub-Saharan Africa has a serious infrastructure deficit—estimated at about $48 billion a year—which is impeding the continent's competitiveness and hence its economic growth. How to solve this problem? Some advocate building more infrastructure while others suggest privatizing, or contracting out to the private sector, the management of infrastructure so that the discipline of the market will lead to more and better quality services. This book graphically illustrates the problem in the case of Africa's ports. With the exception of Durban, cargo dwell times—the amount of time cargo spends in the port—average about 20 days in African ports, compared with 3-4 days in most other international ports. None of the past attempts to solve this problem have worked. The reason—and this is the major contribution of this volume—is that long dwell times are in the interest of certain public and private actors in the system. Importers use the ports to store their goods. Customs brokers have little incentive to move the goods because they can pass on the costs of delay to the importers. And when the domestic market is a monopoly, the downstream producer has an incentive to keep the cargo dwell times long as a way of deterring entry of other producers. The net result is inordinately long dwell times, ineffective interventions, and globally uncompetitive industries in African countries. The solution to decrease dwell time in these ports relies mainly on the challenging task of breaking the private sector's collusion and equilibrium between public authorities, logistics operators, and some shippers and not on investing massively in infrastructure. Addressing the challenge will also require that there be political support from the general public for reforms that will promote their interests. And before they offer their political support, the public needs to be informed. This book is a step in that direction.

This book proposes policy options to reduce cargo dwell time in ports in Sub-Saharan Africa.

Sub-Saharan Africa has a serious infrastructure deficit--estimated at about 48 billion a year--which is impeding the continent's competitiveness and hence its economic growth. How to solve this problem? Some advocate building more infrastructure while others suggest privatizing, or contracting out to the private sector, the management of infrastructure so that the discipline of the market will lead to more and better quality services. This book graphically illustrates the problem in the case of Africa's ports. With the exception of Durban, cargo dwell times--the amount of time cargo spends in the.

The blue economy, comprising coastal and marine resources, offers vast benefits for sub-Saharan Africa: of the 53 countries and territories in the region, 32 are coastal states; there are 13 million sq km of maritime zones; more than 90% of the region’s exports and imports come by sea; and the African Union hails the blue economy as the ‘new frontier of African renaissance’. Despite their importance, the region’s coastal and marine resources have been neither fully appreciated nor fully utilized. They are only now being recognized as being key to Africa’s potential prosperity. As the region grows, it has, in general, not taken adequate safeguards to protect these valuable resources. That is partly because some of the problems (pollution, for example) are regional and know no borders. All too often, short-term gains are made at the expense of the long term (overfishing, for example). This book provides, for the first time, a study of the constraints and opportunities the blue economy offers for sub-Saharan Africa. It includes an introduction and overview; sectoral analyses (including tourism, fisheries, mineral resources, culture, shipping and maritime safety); country case studies; and analyses of regional and international efforts towards better coastal zone and marine management.

Trade and transport corridors are fundamental to the overland movement of international trade, particularly for landlocked countries. This book provides tools and techniques for the design of trade and transport corridor projects. It is meant for task managers, policy makers, and corridor service providers.

Sub-Saharan Africa is vastly diverse, and the 49 countries of the region range significantly in terms of population, size and economic scale. The region also differs in topography, climate, history, culture, languages and political systems. Given this vast diversity, it is, accordingly, difficult to draw general conclusions about the continent’s economic performance as a whole. Additionally, the lack of current statistics for several countries makes it difficult to make accurate assessments of economic conditions. Nevertheless, some broad comparisons can be made: of the world’s developing areas, sub-Saharan Africa has the worst record in virtually all of the most important social and economic indicators: the region has the lowest gross national income per head, the lowest life expectancy at birth, the lowest youth literacy rate, the highest rate of adult HIV infection and the highest number of children not living past five years of age. This volume begins by examining recent economic developments and trends. It then looks at the major economic constraints the region has faced in recent years, breaking down those constraints as either ‘external’ (e.g. terms of trade) over which the individual countries have but limited control, or ‘internal’ (e.g. governance and economic policy), over which there is more control. The book concludes by arguing that, despite the notable challenges cited above, sub-Saharan Africa is poised for a transformation, based on closer regional economic co-operation, a growing middle class, increased demand for locally produced goods and services, and a young population.

Port Development and Competition in East and Southern Africa analyzes the 15 main ports in East and Southern Africa (ESA) to assess whether their proposed capacity enhancements are justified by current and projected demand; whether the current port management approaches sufficiently address not only the maritime capacity needs but also other impediments to port efficiency; and what the expected hierarchy of ports in the region will be in the future. The analysis confirms the need to increase maritime capacity, as the overall container demand in the ports in scope is predicted to begin exceeding total current capacity by between 2025 and 2030, while gaps in terms of dry and liquid bulk handling are expected even sooner. However, in the case of many of the ports, the issue of landside access—the ports’ intermodal connectivity, the ease of international border crossing, and the port-city interface—is more important than the need to improve maritime access and capacity. The analysis finds that there is a need to improve the operating efficiency in all of the ESA ports, as they are currently less than half as productive as the most efficient ports in the matched data set of similar ports across the world, in terms of efficiency in container-handling operations. Similarly, there is a need to improve and formalize stakeholder engagement in many of the ports, to introduce modern management systems, and to strengthen the institutional framework to ensure the most efficient use of the infrastructure and to be able to attract private capital and specialist terminal operators. Finally, given the ports’ geographic location and proximity to main shipping routes, available draft, and the ongoing port-and-hinterland development, the book concludes that Durban and Djibouti are the most likely to emerge as the regional hubs in ESA’s future hub-and-spoke system.