REPORT FROM THE COMMISSION on action to be taken in the maritime transport relationship with the Central and West African countries
COMMISSION OF THE EUROPEAN COMMUNITIES Brussels, 11. 02. 1997 COM(97) 41 final REPORT FROM THE COMMISSION on action to be taken in the maritime transport relationship with the Central and West African countries Introduction. In June 1995 the Council requested the Commission to present a report with a proposal for Community action to be taken in the relationship with the Central and West African countries, taking into account actions already taken, notably the fact finding missions of early 1994, agreed upon by the Council of 29/30 November 1993, as well as recent evolutions in the sector. This report meets with that request and it follows after a readjustment of policy towards the countries in the region, as described in paragraph 20 below, since the Council lastly discussed the subject in some detail in November 1993. inefficiencies The economies of the countries in the Central and West African region suffer from considerable in their maritime transport sectors. It is generally recognized that they are mainly due to these countries' transport policies and practices. The causes are manifold, ranging from insufficient infrastructure, delays in ports, cumbersome customs procedures due to complex documentation rules and non-competitive national shipping companies to a continuation of protective transport policies which do little to improve the situation. The Community has for quite some time been directly involved in the shipping developments in the region, as they have a direct bearing on the economic development of the African countries in general as well as the commercial opportunities of the EU shipping lines. The Community has in particular shown its enduring commitment towards structural change which would benefit all commercial parties engaging in the shipping business to and from Central and West Africa. A brief history. Maritime transport relations between the Community and the countries of the Central and West African region have been strained for some time. The cause of the friction is well known and relates to the imposition of cargo reservation measures which are not in accordance with the relevant provisions of the UN Liner Code of Conduct which provides for a cargo-allocation arrangement within the conference to allow the national lines at each end of the trade to participate in the traffic on an equal footing. Other conference lines (the "cross-traders") can get a significant share of the trade such as 20% for all of them. This figure was the origin of the so-called 40/40/20 partition rule of the conference traffic on the basis of the Code of Conduct which by referring to cargo-allocation created the conception of cargo rights not only for national shipping lines but for countries. The Central and West African countries exploited this notion and basing themselves on a unilateral declaration made by the ACP countries in an Annex to the Lomé-IV Convention, they apply the 40/40/20 key as a cargo-sharing rule to the entire liner traffic and sometimes even to the bulk trade. To secure their allegedly rightful share of the cargo to West African national lines, the governments in the region established booking offices or shippers' councils which z allocate cargoes on an a priori basis. As a result, waivers are required before shipments destined for or originating in a Central or West African country can be taken on board while other arbitrary restrictive measures are also often applied. In October 1987, following a complaint by Denmark, the Council decided for coordinated action on the basis of Council Regulation 4058/86 in the form of diplomatic consultations, which were conducted in the framework of the Lomé Convention. These consultations led to a joint report, the so-called Mauritius Agreement, which in May 1988 was endorsed by the ACP/EEC Council of Ministers. This report established a number of principles aiming at the opening of the trade. It was denounced by the ACP partners shortly afterwards, however, and a subsequent meeting in April 1989 between ACP and EEC representatives did not lead to successful resumption of the dialogue. As it was felt that the failure was in part linked to the continuing existence of bilateral maritime agreements between a number of Central and West African countries and Member States, it was also decided that Council Reg. 4055/86 should be more effectively applied: in 1993 the Commission formally opened infringement procedures against the Member States which had not complied with their obligation to phase out or adjust the cargo-sharing arrangements in their existing bilateral agreements. Following complaints lodged in 1987 by Denmark and by several independent shipowners against a whole set of restriction practices, the Commission adopted in 1992 on the basis of Council Regulation 4056/86 two Decisions applying Community competition rules to the trade between the EU and Central and West Africa. In the first Decision, the Commission found that the shipowners' committees set up in respect of trade between France and 11 Central and West African countries constituted agreements which were contrary to the provisions of Article 85 of the EC Treaty and that their practices were in breach of Article 86. The purpose of the shipowners' committees was to apportion between their members all the freight carried by liners, with a machinery to supervise this arrangement set up to cover each of the shipping lines. The members of the shipowners' committees systematically shared out between them, on a monthly basis, all the traffic between France and 11 African countries. Competition was accordingly eliminated, leading to excessively high freight rates. In addition, after seeking the adoption, by the authorities in the African countries concerned, of measures intended to reserve all freight traffic for themselves, the members of the shipowners' committees took a willing and active part in the implementation of such measures with a view to denying access to the traffic concerned to shipowners wishing to operate outside the committees. The Commission imposed fines totalling ECU 15 million on those shipping lines which were members of the shipowners' committees for these infringements. In fixing the level of the fine, the Commission took account of the fact that the main member of the shipowners' committees had given certain important undertakings which ensured that active steps were taken to open up the market to competition. The same desire of the Commission to open the trades to effective competition from independent lines lay behind the adoption of the second Decision in December 1992 against the CEWAL liner conference. The Commission found that on the routes between northern European ports and Zaire, the shipping lines which were members 3 of CEWAL had abused their dominant position in breach of Article 86 of the Treaty in various ways in order to eliminate competition from their chief competitor. Fines totalling ECU 10. 1 million were imposed by the Commission on four shipowners which were member of CEWAL. In a recent judgement dated 8 October 1996, the Court of First Instance has rejected the appeal lodged by the shipping lines members of CEWAL against this Decision and has confirmed the full application of EC competition rules to international transport liner services serving the Europan Union. Due to the action of the Commission, the trades affected by these Decisions became subject to more effective competition and the level of freight rates decreased. 6. In order to avoid or to limit the application of EC competition rules to their trades and to pursue their protectionist policies, various countries took a number of measures including the relocation of freight offices from the Community to Africa. In response, the Commission services then developed a new approach in another effort to convince the African partners that their protective policies in the long run would not serve their own best interests. A compromise approach was devised which would have secured for the countries concerned a certain percentage of the total liner trade for a transitional period. Access to the bulk trade would have remained free. This solution was to be presented by the Community to the African partners with so-called accompanying measures which would have entailed the provision of funding for development assistance, tailored to the specific needs of each country, and dedicated to upgrade the maritime infrastructure and enhance the active participation of the African shipping lines in the trade to and from the Community. The fact-finding missions. 7. In the spring of 1994 the Commission services conducted high-level missions to Senegal, Ghana, Ivory Coast and Cameroon respectively. They were meant to test the ground for the compromise approach described in the previous paragraph and increase the awareness with the West African political decision makers that inefficient and expensive maritime transport between the Community and the region hurt the competitiveness of each country's exports and unnecessarily increased the price of its imported goods. To this end discussions took place with a considerable number of key government ministers and officials of the four countries concerned. The missions were also used to address the issue of the cargo sharing arrangements which were still part of a number of existing bilateral maritime transport agreements between some Member States and various countries of Central and West Africa. Council Reg. 4055/86 requires the adjustment of these cargo sharing arrangements so as to make them compatible with Community legislation. The required adjustments of the cargo sharing arrangements are currently the subject of the application of the relevant Community procedures and are not further dealt with in this Report. The Commission services have reported on the two missions to the Council in Working paper SEC(94) 988 of 13 June 1994 ("Transports maritimes en Afrique centrale et occidentale: missions d'étude réalisées par la Commission"). World Bank involvement. 8. 9. Practically at the same time as the fact-finding missions took place, the Commission was informed that the World Bank was giving equally significant attention to the maritime transport sectors of the countries in the sub-region in the context of substantial loans to be granted to these countries on an individual basis. The main thrust of the World Bank approach was to obtain far reaching concessions in the form of liberalisation of the various economic sectors which were considered of key importance for the development and encouragement of trade in the countries involved. As maritime transport was considered to be one of these sectors, this particular transport mode was also targeted. In Cote d'Ivoire as well as in Senegal, World Bank insistence and lengthy negotiations, at which the Commission at the request of the World Bank actively participated, concerning so called Structural Adjustment Loans have to considerable changes in the legislation of these countries: led as for Senegal, this country adopted an "Arrêté" in January 1995 stating that as from 1 March of that year access to the non-conference traffic would be free and cargo sharing would only apply to conference traffic in accordance with the UN Liner Code (see Annex I). Waivers are no longer required. The provisions of the Arrêté are currently effectively applied; in Cote d'Ivoire, as per the same 1 March 1995 access to the liner traffic was also liberalised and the waiver system abandoned. In addition, as per 1 January 1997 all cargo reservation for specialised (or bulk) cargoes will be abolished. Till that date Ivoriah shipping lines will, for this transitional period, be entitled to 50% of transport of bananas, pineapples and palm oil. OCAB, the private Ivorian organisation of shippers of bananas and pineapples, will be allowed to charter its own ships for the carriage of its produce, while the Office Ivoirien des Chargeurs is to be partly privatized. The above-mentioned elements have now been laid down in new "Décrets" and "Arrêtés" which were adopted by the Ivorian government in March 1996 (attached as Annex II). 10. The World Bank has repeatedly expressed their acknowledgement to the Commission for the Community's efforts since the late 1980s to bring about a change in the Central and West African region, upon which the Bank has been able to build their recent progress. The Community's continued attention to the subject and the various actions by the Commission has implied a consistent exercise of pressure on the African partners which has moulded the minds of decision makers in the countries concerned towards accepting change in spite of strong resistance of those African commercial parties which have a vested interest in the continuation of the status quo and which continue to try and convince their national Governments that cargo reservation is the only way to preserve the national carriers, be they vessel or non- vessel operators. It should be realised, however, that on the basis of experience so far, rather than persuasion by facts and figures or, alternatively, compulsion by using Community legislation, the carrot of the World Bank in the form of the provision of r development funds has proved the most effective means for the encouragement of change. 11. It should be noted that the World Bank has not been successful everywhere it undertook to negotiate conditions to its loans. In Cameroon, the Government refused to yield to the Bank's insistence to open up the maritime transport sector but yet obtained its financial support; this in exchange for concessions related to transport modes other than maritime which the World Bank considered satisfactory. The Commission services and the World Bank consult on a regular basis on the ongoing developments and possible actions to be undertaken by one or the other institution. Currently, negotiations are under way between the World Bank and Nigeria, Benin and Togo. The Cotonou Round Table Conference and the Sub-Saharan Africa Transport Program (SSATP). 12. 13. In June 1992, CMEAOC (or MINCONMAR: Ministerial Conference of Western and Central Africa on Maritime Transport) and the World Bank organized, with substantial financial assistance from the Community, the Cotonou Round Table Conference (Cotonou I) to review the prevailing situation in the region and to identify options for reform. The Conference brought together a large number of experts and interested parties who recognized the need to lessen public sector involvement in shipping policies and to deal with them in a regional rather than national framework. The Conference also pointed at the importance of developing a better understanding of the factors influencing maritime transport services. To meet with this vital point, a program of studies was launched in 1994 under the name "International Trade and Transport" as a partnership program between CMEAOC and the SSATP. The SSATP is a comprehensive program to develop and improve all transport sectors in Sub- Saharan Africa. One part of this extensive SSATP program is the International Trade and Transport component, the main objective of which is to improve maritime transport efficiency in order to strengthen the international competitiveness of the Sub-Saharan Africa countries. Financial support was provided by the EU, France and Canada. The Commission provided the Member States with full background information on the project on 28 March 1994, see Document MAR/94/22. Annex III gives an overview of the six respective studies which have been completed in the fall of 1996. In the beginning of this year two seminars took place to discuss the preliminary findings of three Studies, one on the restructuring of the West and Central African Shippers' Councils (Study R5) and the other two on Central and West African shipping policy and companies (Studies R1/R6) respectively, as these studies were considered to be covering the key issues to be addressed. The seminars allowed for a thorough discussion on the respective subjects by all interested parties concerned, emanating from either the private or the public sector. The first seminar took place in Ouagadougou in January of this year and unfortunately proved to be used mainly by regional advocates of the continuation of the status quo (i. e. the national shippers' councils) as a platform to defend their own interests. On the other hand, the thematic seminar in Accra of 18/19 April 1996 drew a much more varied and wider audience such as representatives from private shippers, private and national shipping lines, 14. 15. Government ministries and international organisations, though all mainly of African origin. They provided different views allowing for better, more diverse and more comprehensive discussions on a wider range of issues related to maritime transport such as intermodality, customs procedures, human resources and regional co operation. Nonetheless, the conclusions of the meeting were not necessarily in favour of the structural changes the Commission would like to see occur in the region. The respective conclusions of the two seminars are attached as Annex IV; they give a due picture of the issues which were deemed of relevance by the participants of the seminars. The Second Round Table Conference which is meant to formally close the program of studies, is to take place again in Cotonou in the beginning of 1997 (Cotonou II). It should ideally adopt recommendations aiming at establishing a basis for a common, market-oriented regional maritime policy which would bring a lasting improvement in the maritime sectors of the Central and West African countries. Such change should not only focus on the application of the UN Liner Code and the cargo reservation issue but should also address subjects such as the easing of customs procedures, facilitation, the development of hub ports, promotion of feedering services and joint operations etc. , in short all aspects which are conducive to developing competitive and efficient shipping sectors in the countries concerned. As the conclusions or recommendations to be formulated and adopted by Cotonou II can be expected to be of great importance for the future direction of the maritime transport policy to be pursued by the governments in the region of Central and West Africa, Member States are encouraged to actively participate and, preferably, positively influence the outcome of the proceedings to the extent possible. In this respect, it should be borne in mind that the advocates of traditional policies will do their utmost to preserve or, in the case of Cote d'Ivoire and Senegal, reinstate the situation which has hitherto prevailed. An objective appraisal during Cotonou II of the substance of the outcome of the studies should inevitably convince the African decision makers of the merits of the new approach; the political reality, however, might well lead to different conclusions. Present situation in Central and West Africa. 16. Not all the countries in the region have a restrictive transport policy. On the basis of information available, the following countries do not put any obstacles in the way of EU or other shipping lines wishing to participate in the traffic between Europe and the Central and West African region: the Central African Republic, Chad, Equatorial- Guinea, Gambia, Ghana, Guinea-Bissau, Liberia, Mauritania, Sierra Leone. Consequently these countries need not be addressed although developments should continuously be followed so as to allow for timely discovery of any change in the present situation. Zaire does not apply market restrictions either but it does impose a tax ranging from 0. 5 to 1. 8% of the net freight. As for Cote d'Ivoire and Senegal, the new rules which presently apply have been described in paragraph 9 above. 17. An overview of the prevailing regimes in the other countries with restrictive legislations in place is provided in Annex V. It follows that, in general, the situation in each of these countries follows a similar pattern with the application of the cargo 3 sharing rule of the UN Liner Code to all liner trade instead of to the conference trade only; taxes which amount to a higher or lower percentage of the freight; an obligatory waiver which should be obtained (and paid for) before any shipment can be taken on board; and the levying of fines in case of a breach of the rules which are often arbitrarily imposed. The responsibility for and supervision of these activities mostly lie with the national shippers' council of each country, being government agencies whose main function is to manage the flow of cargoes. EU shipping lines are thus prevented from effectively competing for cargoes on the basis of free market conditions. With the disappearance from the West and Central African scene of all but one conference, the application of the UN Liner Code by most countries not only to the conference trade but to all liner trade has become increasingly awkward. 18. Central and West Africa is not alone in attempting to provide preferential access for its national lines to international shipping. However, the region stands increasingly alone in attempts to expand the application of cargo sharing to all liner cargo and sometimes even to include bulk cargoes. Today, the region is largely isolated in its approach to shipping as other developing countries turn towards more competitive and liberal approaches to shipping. As observed in paragraph 16 above, a number of countries do not restrict access to the market while some others have undertaken measures of liberalisation. This implies that the approach towards maritime policy is becoming more diverse and this development can be considered as an encouragement - to further promote change in those countries which have not yet converted to a more open market. Commission initiatives. 19. So far, the Commission's response to the unilateral measures has been to initiate, at the appropriate administrative and political levels of the country concerned, discussions and to undertake démarches aimed at the abolishment or easing of the. restrictions in place. These initiatives are normally undertaken in cooperation with Member States and the Community shipping industry which is a key source of information required. These actions are in general not exclusively undertaken with the transport authorities but also, depending on the case, to the relevant authorities responsible for economic, financial and trade matters who tend to have a broader view taking into account the overall country interest and not only that of the, more limited, transport sector. These actions have in some cases been successful; in Angola and Ghana the Commission has till now been able to prevent the application of restrictive national legislation on cargo reservation. Unfortunately, more often than not, the authorities of a particular country refuse to yield to the Commission's arguments and the lack of sufficient leverage at the Community's side has proved a serious drawback to the achievement of substantial change either in individual countries or at a regional level. Although the Commission intends to further pursue these actions, it is of the opinion that firmer action is called for, as set out below. 20. In view of the achievements of the World Bank in the Central and West African region, the Commission has undertaken to reinforce the World Bank's approach by through adopting a similar policy which is intended to give parallel support coordinated measures in the next round of development programs under the Lomé Convention. The Commission has abandoned the idea of limited cargo reservation of * liner trade, as reflected in paragraph 6, and has initiated the use of development policy instruments to encourage the Central and West African states not only to liberalize but also to strengthen their shipping and improve their port and inland infrastructure. This could be achieved by making good use of the national and regional indicative programmes (NIP's and RIP) as well as the structural adjustment programmes (SAP) negotiated on the basis of the provisions of the Lomé Convention. Indicative programmes are agreed upon between the EU and the relevant Central and West African countries, and they establish the priority areas for development assistance. As the discussions on the mid-term review of the Lomé-Convention have been finalised and the funds for the new financial protocols have been agreed upon, negotiations will start in the second half of this year with a view to conclude national indicative programs with each ACP state and a regional indicative program with the ACP states as a regional grouping. The Commission's objective is to ensure that, even if shipping does not figure among the priority sectors for co-operation with the include countries concerned, references to a commitment by both sides to develop a more competitive system of maritime transport services, based on free and fair access to the market. This will be particularly easy and appropriate in those cases where transport is one of the focal areas for EU aid or for programmes specifically dedicated to making certain export sectors more competitive. In such cases, references to the liberalization of shipping should include specific undertakings by the relevant governments as a pre-condition for the release of Community funds. the indicative programmes with those countries 21. As for the structural adjustment programmes which provide macroeconomic financing, there are grounds for creating a linkage between them and a form of liberalisation with wider knock-on effects even if the counterpart funds generated by such macroeconomic support go to areas of the economy not directly connected to maritime trade or transport. Proposed action. 22. In principle, all Central and West African countries with which the Commission intends to conclude an arrangement for a national indicative program, will be subject of the Commission's effort to include meaningful provisions on maritime transport in those programs. Taking into account that seventeen countries in the region are organised in the CMEAOC, a co-ordinated and consistent approach for all member countries is considered the best option to work towards achieving comprehensive results which should, preferably, be applicable for the entire region. 23. When establishing the list of countries which should receive the Commission's attention as a matter of priority, a distinction should firstly be made between the landlocked countries of the region and those bordering the Atlantic Ocean. The first category includes Mali, Burkina Faso, Niger, Chad and the Central African Republic. Although they have the same cargo reservation legislation in place as most of their sea bordering partners and although they equally nourish a number of non vessel operating national carriers, these countries are from a shipping point of view not as important as their neighbours and their protective policies consequently have a more limited impact. As for the other category, the negative effects of the restrictions which are in place in the respective above-mentioned countries have greater effect 3 24. 25. when (1) the maritime traffic to and from each country is important and when (2) a major cargo-generating ports of the region is affected. Data presented at Cotonou I showed that the traffic through the ports of Senegal, Cote d'Ivoire, Nigeria, Ghana and Cameroon accounts for 75 % of the traffic in tonnage terms to and from the entire region. From this viewpoint these countries should be a first priority. Cote d'Ivoire and Senegal have adapted their legislation and the application of the new rules is satisfactory. Ghana does have restrictive legislation but in practice it is not applied and there are no signs that this will change in the near future which was confirmed to the Commission services during their fact-finding mission to Ghana in 1994. Even so, assurances should be obtained that this de facto situation will continue to exist. Nigeria and Cameroon are the other important maritime nations of the region and, in principle, they should therefore be given due attention. However, Nigeria's human rights record has led the Community to suspend its development assistance to the country and consequently no new programmes are planned for the immediate future. The Community has therefore at present no direct means at its disposal to engage in a dialogue with the Nigerian authorities in the framework of the indicative programmes or an adjustment programme under the Lomé Convention but once the political discussions with Nigeria are resumed, maritime transport will feature high on the agenda. This leaves Cameroon as the country of pre-eminent importance to be addressed. The Commission will be able to draw from the World Bank's experience when they negotiated on a change in the maritime policy of Cameroon in 1995 but failed to obtain any commitments for this sector the main reason being that the Cameroonian Government has remained adamant not to give up the protection of their national shipping line Camship. The countries other than Cameroon will also be addressed with some urgency but, in comparison with the above considerations, as a second priority. Although the distinction between more and less important countries as far as maritime transport is concerned may not be as clear, the countries with the bigger ports stand out. Benin with Cotonou as a regional hub port of some renown would be such a country while Angola, with the port of Luanda, may not yet have fully recovered from the recent upheaval but it certainly is a nation with significant economic potential. Furthermore, on the basis of the overview presented in Annex V of the countries which apply restrictions to access to the supply of shipping services in place, Congo, Gabon and Togo also count among the countries to be included in the second priority group. 26. The Commission proposes to act in conformity with the outline given in paragraphs 22 - 25 of this Report. Negotiations on the various programmes with the countries of the region have just commenced or will be initiated shortly. At this stage it is therefore not yet possible to be more specific on the progress which has been made in the dealings with the individual countries so far. The General Agreement on Trade in Services. 27. The GATS negotiations on maritime transport in the NGMTS did not produce the desired result and a positive outcome can not be expected in the near future as the negotiations have been suspended for the time being. The multilateral option in the framework of the GATS therefore at present offers no viable alternative or supporting 1 v^J avenue to the key approach described above. Only specific situations which may arise could be covered by the GATS as it currently applies, but this limited application of the Agreement does not provide an adequate means to address the present problem in Central and West Africa. Therefore, the more effective and purposeful way which could be conducive to substantial improvement of the situation would be the action proposed in this Report. Conclusion. 28. The Commission intends to fully implement its new policy aiming at the full liberalisation of shipping policy in the Central and West African region which is to be encouraged by committing the countries in the region through the development assistance programmes under the Lomé Convention. This approach will be supported by conventional diplomatic methods, where appropriate, which will aim at addressing individual cases and ad hoc situations for which solutions should be found which take into account not the sectoral, but the overall interests of the particular country concerned. The Commission will furthermore pursue all informal contacts with the relevant countries which aim at informing and convincing them of the advantages and disadvantages of the various policy options at their disposal. A^\ ANNEX Nouvelle frappe du texte officiel du Journal officiel, illisible à la reproduction ou à la photocopie. I Page 1 28 janvier 1995 JOURNAL OFFICIEL DE LA REPUBLIQUE DU SENEGAL MINISTERE DE LA PECrffi ET DES TRANSPORTS MARITIMES ARRETE INTERMINISTERIEL n° 509 M. P. T. M. -M. E. F. P. du 20 janvier 1995 portant réglementation du trafic maritime au Sénégal LE MINISTRE DE LA PECHE ET DES TRANSPORTS MARITIMES. LE MINISTRE DE L'ECONOMIE, DES FINANCES ET DE PLAN. Vu la Constitution, notamment en ses articles 37 et 65, Vu la convention de la Conférence des Nations-Unies pour le Commerce et le Développement, relative au Code de Conduite des Conférences maritimes, Vu la loi n° 62-32 du 22 mars 1962 portant Code de la Marine marchande, Vu la loi n° 65-32 du 19 mai 1965 relative à la police des ports maritimes, Vu la loi n° 75-51 du 3 avril 1975 portant création du Conseil sénégalais des Chargeurs, modifiée, Vu la loi n° 94-58 du 26 juin 1992 abrogeant et remplaçant la loi n° 86-14 du 27 mars 1986 relative aux droits de trafic maritime international du Sénégal et à leur exploitation, Vu le décret n° 78-179 du 2 mars 1978 portant réglementation du trafic maritime au Sénégal Vu le décret n° 93-723 du 7 juin 1993 portant répartition des services de l'Etat et du contrôle des établissements publics, des sociétés nationales et des sociétés à participation publique entre la Présidence de la République, la Primature et les ministères, Vu l'arrêté interministériel n° 14. 460 du 21 octobre 1987 abrogeant et remplaçant l'arrêté interministériel n° 8131 du 25 juillet 1980 portant application du décret n° 78-179 du 2 mars 1978 portant réglementation du trafic maritime au Sénégal. ARRETENT : Article premier - Les compagnies maritimes hors conférence pourront effectuer leurs chargements à destination ou en provenance des ports sénégalais sans autorisation du Conseil sénégalais des Chargeurs pour compter du 1er mars 1995. Art. 2 - A partir de cette date, la répartition des cargaisons sera appliquée uniquement aux Page 2 compagnies maritimes membres des conférences. Art. 3 - La répartition des cargaisons maritimes appliquées aux conférences permettra de garantir les 40% du trafic réservés au Sénégal, conformément au Code de conduite. Art. 4 - A compter du 1er mars 1995, tous les textes en vigueur seront mis en conformité avec le présent arrêté. Art. 5 - Sont abrogées toutes dispositions antérieures contraires. Art. 6 - La Direction de la Marine marchande, le Conseil sénégalais des Chargeurs sont chargés, chacun en ce qui le concerne, de l'exécution du présent article. Fait à Dakar, le 20 janvier 1995. Le Ministre de l'Economie des Finances eet du Plan Papa Ousmane S AKHO Le Ministre de la Pêche et des Transports maritimes Abdourahmane SOW il ANNEX II HIUISTEBK ECONOHlQCrBS DES XNTJRASTKDCTURES HEPUBLIQCFE D8 COTE D ' r v Q I RE DECRET N". ^ - ? 1? - DO. - 3. J W ? ï_ A 2 2 6. l ^ R T A KT L I B E R A L I S A T I ON DU K S G I ME DES TRANSPORTS MARITIMES S P E C I A L I S ES LE PKESXDE2ÎT DC LA REBuTJLIQUE SLUT rapport du Ministre des Infrastructures économiques ; Vu Vu VU Vu Vu Vu Vu la Constitution ; la loi n* 61-349 du 9 novembre 1961 relative à l'Institution d'un Code de la Marine inarchanô» telle que modifié par la loi a" 62-254 du 31 juillet 1962 : lo décret n" 93-319 du 11 mars 1993 portant affectation des droits de trafic maritime ivoiriens à la Société Ivoirienne des Transports Maritimes (SITRAMJ ; le décret n" 94-569 du 14 octobre 1994 portant affectation des droits de trafic maritime ivoiriens sur la façade atlantique aux armements nationaux et à la Société Ivoirienne des Transports Maritimes (SITRAM) ; le décret o" 95-385 du 13 avril 1995 portant organisation du trafic tnaritime en Côte d'Ivoire ; le décret n" 96-PR/002 du 26 janvier 1996 portant notninaticen des membres du Gouvernement ; le décret n° 96-173 du 1er mars 1996 portant attributions des membres du Gouvernement : LS CONSEIL DES MINISTRES ENTEKDU D E C R E TE Article 1er - L'accès aux "droits de trafic maritime ivoiriens" est libre en matière d© : - transparts réfrigérés ; - traQSportS de vracs liquides notemment huiles. vins et hydrocarbures ; - transport de vracs solideo notamment ie clinlcer et le blô. Cependant» à titre dérogatoire et ce jusqu'au 31 décembre 1996, les droits de trafic tnùritirrse ivoiriens en matière de transporta de bananes. d'ananas. d'huzles et de vins sont rtïervé3, à concurrence de 50 î, au pavillon national. Article 2 - Toutes dispositions antérieures cootrairen à celles du présent décret et notamment les dispositions du décret n* 93-319 du 11 roairs 1993 suevisé et celles des articles X b) ot suivants du décret n* 94-569 du 14 octobre 1994 susvjsé. sont abrogées. •1 u délégué ArLicle 3 - Le Ministre des Infrastructures économiques et le Ministre Infrastructures économitrues chargé de. l'Energie et des Transports sont chargés, chacun en ce gui le concerne, de l'exécution du présent décret qui sera publié selon la procédure d'urgence et eu Journal Officiel de la R6put>ligue <ie Côte d'Ivoire. Ministre ouprès des du 2 Pair, â Abidjan, le- 9 mars 1996 Henri Konan BEDIB MINISTERS DES INFRASTRUCTURES EXrONOHIQOKS REPUBLIQUE DE COTE D*. T. VOIRE 'DECRET W _ ? $r? 1 3_ DO_. ?-T^?5. ^?6_ RELATIF AUX OPERATIONS D * AFFRETE MENT CT DE FEETEMENT DE NAVTRES EN COTE D T V O I RE UK PRESIDENT DE LA KCPOBLIQUE Soi' rapport du Ministre des Infrastructures économiques ; Vu Vu Vu Vu Vu Vu Vu Vu Vu Vu vu la Constitution ; Q" €1-^49 du 9 noveruDre 1961 relative s la loi 1" Institution d'un Code de la Harxna merctiande telle que modifiée par la loi n" 62-2. 54 du 31 juillet 1962 ; la loi n* 75-497 du 10 juillet 1975 portant approbation de la Convention relative à un Code de conduite des conférences maritimes signé à Genève le 6 avril 1974 ; 1Q loi n* 77-926 du 17 novembre 1977 portant délimitation des zones maritimes placées sous la juridiction nationale de la République de Côte d'Ivoire ; la loi n' 87-764 du 28 février 1987 autorisant le Préc ideJcit de la République â ratifier la Convention des tiations -Unies sur les conditions df irrcnatticulat ion des navires. adoptée à Gancve, le 7 février 1986 : la loi n* 87-767 du 28 juillet 1987 relative à la ratification de la Convention internationale de 19 74 pour la sauvegarde de la vie humaine en nier (SOLAS 74} et son protocole de 1978 ; n" décret le portent. ratification de la convention relative a un Code de Genève Conférence^ conduite (SUISSE), le 6 avril 1974 ; maritimes r»igne à juillet 75-509 1975 des 18 du n" décret le portent ratification de la Convention des Netions-Unies sur les conditions d'immatriculation des navires. adoptée le 7 février 198 6, à Genève ; février 87-765 198^ 20 du n° décret le portant ratification de la Convention internationale de 1974 pour la sauvegarde de la vie humaine en mer (SOLAS 74) «t eon protocole d« 19 78. juillet 87-768 1987 23 du le décret n" 87-769 du 28 juillet 1937 portant publication de la Convention internationale de L974 pour la sauvegarda de la vie hur. iaine en mer (SOLAS 74) et son protocole de 19 7 3 ; le décret n" 95-385 du 13 avril 1995 portant organisation du trafic maritime en Côt« d'Ivoire : -16 vu Vu d é c r e t' ' n° le n o m i n a t i on d es m e m b r es du G o u v e r n e m e nt 9 6 - P R / 0 02 j a n v i er ; 26 du 1 9 96 p o r t a nt le d é c r et a' 9 6 - 1 79 du 1 er m o rs 1996 p o r t a nt d es raerobres du G o u v e r n e m e nt 7 a t t r i b u t i o ns LE COWSEIL DES MINISTRES ENT8IJDU D E C R E TE Ar-ti. de 1er - Le présent décret a pour -objet de préciser les conditions d*affrètement et de ,/frètement des navires en Côte d*Ivoire- Article 2 - LQS opérations d*affrètement et de frétement en Côte d: Ivoire par des côaipsgnies maritimes ivoiriennes ou étrangères, ou tout affréteur, sont soumises à l'autorisation de l'autorité maritime - article 3 - Les opérations d "af frètetoent effectuées par les chargeurs dans le cadre principal de la couverture de leurs besoins de transport, s'entendent de l'affrètement à temps ou au voyage. Elles incluent la possibilité de cous-frétement ou de location d'espace en vue de 1 *opt irnisacion de l'exploitation de navixres- Article 4 - Les aff ré tentent s et frétements à temps ou au voyage sont réputés autorisés dés le dépOt de la char te-partie. auprès de l'autorité maritime- cogue-nuc par les compagnies maritimes Articlc 5 - Les opérations d'affrètement ou de frétèrent de navire en ou étrangères font l'objet d'une demande d'autorisation d'affréter ou de fréter, adressée â l'autorité maritime au moins quinze { 1*3 } fours avant le démarrage effectif de l'opération et du dépôt de la charte-partie auprès de l'autorité maritime. ivoiriennes Article 6 - Les affrètemeats de navires de pavillons étrangers par des Compagnies ivoiriennes ou par tout affréteur et le3 frètcmcuïtî:; de navires ivoiriens è des Compagnies maritùnea étrangères sonr soumis à la réglementation en vigueur sur les changes. Article 7 - En ce qui concern-} les affrètements et frétements sous pavillon ivoirien. l'autorité «aritirne doit s'assurer notamment grSce â la procédure d'autorisation, du respect des dispositions des Conventions internationales maritimes pertinentes en vigueur. ArtJLcXe 8 - Les contrevenants aux dispositions du présent décret s'exposent aux sanctions prévues par les toxtes législatifs et réglementair^es en vigueur. n délégué Article 9 - Le Ministre des - Xnfras tructures cccnomiques et le Ministre Infrastructures économiques chargé de l'Energie et dec Transports sont chargée, chacun en ce qui le concerne, de l'exécution du présent décret qui sera publié selon la procédure d'urgence et au Journal Officiel de la République de Côte d'Ivoire- Ministre auprès des du Fait à Abidjan, in 9 rears 1996 Henri Konan BEDIE C o p te ccHttiê« coolormc d l'arigfrval Le Seorê^oirc G é r e r ai eu Gouvememe#il A. K DJIPJI M. H. H 1V MtWtSTERE D E t e o UG AUPRES DU M J N I S T RH D ES I N F R A S T R U C T U R ES É C O N O M I Q U ES C H A R GC OC C E N & R G IE ET D ES T R A N S P O R TS RÉPUBLIQUE 0Ê CÔTE DTVOIRE Uni'on-DisdpEna-Tnavoil 00 1 JUQETIUTMFP du ARRETE N' roîauf à l'application du décrei portant régime des transports maritimes spécialisés. LE MINISTRE DELEGUE AUPRES OU MfNlSTRE DES INFRASTRUCTURES ECONOKJQUES CHARGE DE L'ENERGIE ET DES TRANSPORTS, Vu la loi n° 61-343 du 09 novembre 1961 portant code de la Marine Marchande ; Vu (e décret n° 9 3 - 3 19 du 11 m a rs 1 9 93 portant affectation des droits de trafic maritime h/otrïens sur 3a façade atlantique a ux armements nationaux ; Vu te dêcrei n° 9 4 - 5 63 du 14 octobre 1994 portant affectation des droits de trafic maritime ivoiriens s ur la f a ç a de atlantique a ux armements nationaux et à La S r T R AM ; Vu Vu Vu le décret n° 95-385 du 12 avril 1995 portant organisation du trafic maritime en Côte cHvoire ; le décret nD 96-PR/002 du 26 j a n v i er 1995 portant nomination des membres du Gcorverriernerit ; le décret n° 9 5 - 1 79 du 1er m a rs 1936 portant attributions des membres du G o u v e r n e m e nt ; ARRÊTE Article 1er ; Le présent arrêté a pour objet de préciser les modalités d'application des dispositions du décret n° 96-212 du 09 mars 1996 relatives aux droits de trafic ivoiriens en matière de transports spécialisés A r t i c le 2 : Les droits de trafic maritime ivoiriens en transports spécialisés visés à f a l i n éa 2 de l'aïUcie 1 du décret n° 95-212 du 09 mars mars 1996 portent s ur te volume ou le tonnage prévisionnel annuel des cargaisons à exporter ou à importer pour le compte de la Côte d'Ivoire en m a t i è re cTananas, bananes, huile de palme et vin. A r t i c le 3 : L es droits de trafic maritime ivoiriens visés ci-dessus, autres que ceux affectés au pavillon national jusqu'au 31 décembre 1996. sont a c c e s s i b l e s, ccrrfonrnément à la réglementation en vrgueur. à tout a r m a t e ur ou affréteur. /| O) - 2- Article 4 : Les taux des frets applicables au transport des trafics spécialisés les résultent des négociations entre les chargeurs concernés et compagnies maritimes. Dans rhypoihèse où le taux de frets proposés par les compagnies maritimes ne rencontrent pas l'agrément des chargeurs, en raison de leur non-compétitivité, la Chambre de Commerce et d'Industrie arbitre en faveur des conditions les plus compétitives offertes sur le marché. Article 5 : Les chargeurs importateurs ou exportateurs concernés par ces trafics cornrnuTiiquent, à l'autorité maritime compétente leurs réalisations trimestrielles en tonnage ou en volume, â des fins de suivi statistique eî de contrôle de Texecution des présentes dispositions. Article 6 : La Direction des Transports Maritimes, Fluvïo-Lagunaires et de Plaisance est chargée de l'exécution du présent arrêté qui sera publié au JoumaJ Officiel de la République de Cote d'tvoire. Fait à Abidjan, le 12 KARS 1996 LE K1NÏSTRE DELEGUE AUPRES DU MINISTRE OÊS INFRASTRUCTURES ECONOMIQUES CHARGE DE L'ENERGJE ET DES TRANSPORTS / ; T^ _ i^oiJ^ IATOU BA-NTJAW AMPLIATIONS : Cabinet du Premier Ministre Secrétariat Général du Gouvernement MUET M O c T / C AB OTMFP OIC Tous Ministères Dossier J. O. R. C. I - 01 01. 03 15 01 01 30 Of 01 2. O RÉPUBLIQUE DE CÔTE D'IVOIRE UNJON - DISCIPLINE TPAVAO. M l N ^ T E R E 0 € L £ C U£ AUPRES OU MINISTRE DES tNPRASTRUCTURES ECONOMIQUES CHARGE DE L*ENERGî£ ET DES Tfc/tfiSPOttTS MINISTERE D£ L ' E C O N O ME ET DES FtWAWC£3 3 0 0 02 ARRETE N* relatif à reorganisation du trafic maritime en Côte d'Ivoire. /MDET/MEF du LÉ MINISTRE DELEGUE AUPRES OU MINiSTRE DES BvlFRASTRUCTURES ECONOMIQUES CHARGE OE L'ENERGJE ET DES TRANSPORTS, ET ' LE M I N I S T RE DE L'ÉCONOMIE ET DES FINANCES, Vu fa l oi n° 61-349 du 09 novembre 1961 portant c o de de la Marine fwîarchande ; Vu la toi n° 64-291 du 1er avril 1964 portant Code des Douanes ; Vu Vu Vu Vu Vu Vu Vu la l oi nD 75-497 du 10 juillet 1975 portant ratification de la Convention relative â un C o de de Conduite des, Conférences Maritimes signé à G e n è ve le 04 Avril 1974 ; la loi n° 77-926 du 17 novembre 1977 portant délimitation des m a r i t i m es placées sous juridiction de la République de Côte d'rvoïne ; zones la loi n* 75-709 du 18 juillet 1975 portant ratification de la Convention relative à un C o de de Conduite des Conférences Maritimes 9igné à G e n è ve le 04 avril 1 9 7 5; le d é c r et n° 94-569 du 14 octobre 1994 portant affectation des droits de trafic m a r i t i me Jvoîriens sur la façade atlantique aux armements nationaux et à Sa S I T R AM ; le décret n° 95^385 du 12 avril 1995 portant organisation du trafic m a r i t i me en C ô te cTlvoire ; le décret n° 96-PR/002 du 26 janvier 1996 portant nomination des m e m b r es du G o u v e r n e m e nt ; le d é c r et n° 96-179 du 1er mars 1996 portant attributions des m e m b r es du G o u v e r n e m e nt ; <?i Vu l'arrêté n° 07/77/MiNiMAR^c-i^EFP du 25 août 1977 relatif à la réglementation et à la rationalisation de la desserte maritime en Côte d'Ivoire ; 2- ARRÊTENT SECTION I : PARTICIPATION AU TRAFIC Article 1Qr : Le présent arrêté a pour objet de prédser les modalités d'application des dispositions du décret n°95-385 du 12 avril 1995 portant organisation du trafic maritime en Côte d'rvcire et de garantir le libre accès au trafic dans des conditions de cxirnpétitivité, de transparence et de qualité de service. SECTION 11 : MODALITÉS DE SUIVI DU TRAFIC DE U G NE RÉGULIÈRE ET SPÉCIAUSÉ A r t i c le 2 : Il est tenu à jour, à l'intention des chargeurs et opérateurs économiques un répertoire sur Toffre de desserre maritime. A cette fin, les consignataîres et agents maritimes établis en Cote cTtvoire cxrrinTjniquent à l'autorité maritime, une fois par an au cours de la dernière semaine du mois de septembre, les informations suivantes : - Noms et adresses des armements qu'ils représentent et composition de leur flotte participant au trafic ivoirien ; - Nature des services (long cours, cabotage, transports spécialisés) ; - Zone de trafic ; - Conférence/Hors conférence. Les modifications éventuelles intervenant en cours d'année sont (portées à les consignataires et agents maritimes. l'autorité ma^\\m\ç. par la connaissance de ^ <s 3- Artîcle 3 : 1 - En vue de la tenue cTun tableau de bord du trafic et de favoriser l'obtention des meilleures conditions tarifaires et de transport, les Importateurs et exportateurs adressent à l'autorité maritime leurs prévisions trimestrielles de chargement. 2 - Il est publié trimestriellement par l'autorité marfutne compétente des statistiques établissant l'offre et la demanda de transport. SECTION [Il : TAUX DE FRET Articled :• 1 - Chaque arrriernerrt, par fmtermédïaïre de son conslgnataire ou de son aoerrf dépose auprès dQ l'autorité maritime, au cours de la dernière semaine du mois de Septembre de chaque année, les taux de fret de référence par produit ou par groupe de produits qu'il compte appliquer sur une période de douze mois. Le dépôt de ces taux de référence est sans préjudice des avantages tarifaires qui pourraient être consentis aux chargeurs par les armateurs. 2 - Il est publié trimestrieiiement la moyenne des taux de fret observés ainsi que les taux tes plus bas du marché, lï est procédé à une évaluation constante du coût de la desserte maritime. SECTION IV : CONSULTATIONS Article 5 : Dans le cadre de Tappllcation des présentes dispositions et dans un soud de competitivTté et de transparence, des consultations avec les utilisateurs de services maritimes peuvent avoir lieu. SECTION V : SANCTIONS Article 6 : Les contrevenants aux dispositions des articles 2 et 4 du présent arrêté sont passibles des sanctions prévues par les textes législatifs et réglementaires en vigueur. ? 3 SECTION VI : DISPOSITIONS DIVERSES 4 - Article 7 : Les dispositions contraires de l'arrêté n° 07/77/MINIMAR/MOMEFP du 25 Août 1977 susvisé sont abrogées. Article 8 : La Direction des Transports Maritimes. FIuvio-Lagunaires et de Plaisance et la Direction Générale des Douanes sont chargées, chacun en ce qui la concerne, de l'exécution du présent arrêté qui sera publié au Journal Officiel de fa République de Cote rfl voire. Fait à Abidjan, le LE MINISTRE DÉLÉGUÉ AUPRÈS OU MINISTRE DES tKTT?ASTT^CrnjRES ECONOMIQUES CHARGE DE L'ENERGIE ET DES TRANSPORTS LE MINISTRE DE L'ÉCONOME ET DES FINANCES IAMIEN ISTGORAN AMPLIATIONS : CabJnet du Premier MInisira _ Secrétariat Générai du Gouvernement MDET MDET/CAB OTMFP OlC_ Tou3 Ministères Dossier J. O. R. C. 1 _ _ - „ _. J. ; _ 01 01 03 15 01 _^01 30 01 01 _ 2 v~> TOTAL P. 12 ANNEX III Overview of studies undertaken in the framework of the Trade and Transport Program. Study Rl Development of a New Maritime Transport policy. Objectives: (i) determine the potential supply and demand for maritime transport services assuming a regional services approach; (ii) evaluate new technological and organizational opportunities for regional maritime transport that would reduce costs in the transport chain; (iii) identify potential strategies available to companies in the region; and (iv) identify the administrative, legal, and tax reforms necessary for implementing these new regional organizations and strategies. Study 2 Agencies involved in Regional Maritime Co-operation. Objective: assess the structural objectives and the means of action of subregional organizations charged with interstate cooperation in the areas of maritime transport and port services. Study 3 Comparative Analysis of Costs of the Transport Chain. Objectives: (i) evaluate the significance of global transport costs and service quality for the competitiveness of the principal African export products, as well as the impact of the transport chains on the cost of factors of production imported by West and Central Africa; and (ii) explain variations in price and service quality by costs paid by transport companies and by the organization of the transport market. Study 4 National and Subregional Transport Monitoring Units. Objectives: (i) supply national and subregional authorities with detailed information and relevant indicators for carrying out their maritime policies; and (ii) develop a coherent framework defining the necessary indicators and data, which would be comparable between countries and suitable for aggregation at the subregional level. Study 5 Mission and Role of the Shippers ' Councils. Objectives: (i) to review the activities of the shippers' councils since their creation; and (ii) to adapt the shippers' councils to the new economic and maritime environment. Study 6 National Shipping Lines and their Feasibility in a Regional Framework. Objectives: (i) propose new strategies for African shipowners; and (ii) evaluate the resources needed and propose financing plans. £T ANNEX IV Conclusions (Résultats des travaux) of the Ouagadougou and Accra Seminar. 2Q T H E M A T IC S E M I N AR ON THE NEW MARITIME POLICY AND THE VIABILITY OF SHIPPING LINES IN WEST AND CENTRAL AFRICA Accra (Glinnn) April 13 & 19,1996 REPORT OF DELIBERATIONS In Accra, Ghana on April 18 and 19, 1996 a thematic seminar organized jointly by thé World Bank and the MINCONMAR was held on a new maritime policy and the viability of shipping lines in West and Central African sub-region. The opening ceremony was presided over by Mr. Magnus Addico, Chief executive of the Ghana shippers' council, representing the Honourable Edward Saiia, Minister or* Transport and Communications of the Republic of Ghana. The key note address was delivered by The Honourable Deputy Minister K. A, Peasah, after the welcoming words of the Director General of the Black Star Line and the following messages: of the World Bank; of the European Union; of the CIDA; of the Secretary General of the MINCONMAR. The texts of the key note address and of the different messages are attached in annex. ; Many MINCONMAR member States and international organisations took part to. this reflection. The list of participants to the seminar which was moderated by Pr. Cheick S B. Kamara is also attached in annex. I. Organization of the sessions The work commenced In plenary session with three presentations: (i) a scientific framework for discussion, presented by Mr. Peter Faust of UNCTAD; (ii) the presentation ot the report on a new maritime policy (study Rl A) given by CPCS consultant; (iii) the presentation of the report on the viability of national shipping linea given by the UNICONSULT consultants. ^ * These exposes were followed by general discussions with the aim of in depth consideration, which were held in two working groups operating with identical terms of,reference. This exercise was intended to help form avenues for reflection on the basis of the consultants' reports, and to lead to suggestions which will serve as inputs for the next Round Table. II. Results It was suggested that, while Governments define national transport policy^ they 1. should refrain from any action which can Impede the competitiveness of private or parastatal shipping Unes. 2. Many favored the development of road and rail infrastructure within and between the States of the sub-region in order to improve the flow of inland transport and to Improve Intra-reglonal trade. 3. - member States and African regional organizations (UBMOA, CEDEAO, (JDEAC. !. ). should be reinforced and its nctions supported by MINCONMAR means Take into account the socio-economic consequences deriving from the 4. emergence of hub ports and suggest, new policies to be implemented so as to enable ports adapatation and development in the sub-region. Disseminate and learn from the lessons and experiences, so far as the future of 5. maritime transport companies is concerned, of the successful shipping lines of tho sub- region in order to make more clear the viable alternatives. Insure an open an available database and availability of critical information from 6. the ports for African shipping lines, as well as better information for everyone regarding shipping lines and key elements of the transport chain. Create a reflective^group under the 7. leadership of the MINCONMAR comprising experts "selected by the member States, in order to reach in depth conclusions on tho issues from consultants' reports and the seminar, so au to come up with solid proposals on tho matter of transport policy formulation. Cn this regard, put in place in each member State a reflection committee which will submit their conclusions to the Secretariat General of the MINCONMAR, no later than the end of July, 1996. Besides, include the participation of the PMAWCA, the UA. SC, the ANST, as MINCONMAR specialized organs, the KCA, the ECOWAS, the UD12AC and the UEMOA. S. Take into account the tact that liberalization has a principal objective of improving the service quality and reducing the costs of maritime transport, for the benefit of foreign trade, through three main principles: 0) competition; (ii) competitiveness; (iii) transparency. 2 £ This liberalization, which should be progressive, does not necessarily signify the States* abandonment of the concept of traffic rights. Facilitate the participation of shipping companies of the sub-region in bulk 9. cargo, in particular in petroleum, so as to diversify their activities. 10. To go beyond the natioanl framework to arrive at a regional framework concerning the exploitation of the traffic rights (to pool traffic rights). To this effect, to establish a system of concertation and of follow-up. Moreover, to propose to all parties a new formula of participation in the traffic. 1L. region, and extend its scope to shipping lines from other regions. To encourage co-operation and partnership between the shipowners of the sub- To implement the conclusions of the studies carried out by the MINCONMAR, 12; the ECOWAS, and the ECA on regional cabotage. Cabotage should be reserved for shipping lines of the sub-region. To adapt maritime Iegislation(Codes of Merchant Marine) to the current 13. economic and institutional context. On the other hand, to establish appropriate legislation on competition. To encourage the shipping companies in the sub-region to approach the 14. shippers in view of a mutually benefit collaboration. To take account of shippers' and goods' needs in elaborating and Implementing any transport policy in the sub-region. 15. To establish and reinforce relations between ancillary maritime transport services providers and the shipping lines of the sub-region in view of creating a synergy between the economic oprerators. On the other hand, to favour co-operation between shipping lines and private enterprises of the sub-region. 16. Concerning multimodal transport and transshipment operations, to accelerate formalities and other amin'istracive and customs procedures which are applied tc both cargo and vessel. 17. To find a regional plan and solutions to the problem of maritime insurance. 18. martimo transport In the sub-region. To promote education and ensure the use of human ressources in the field of 19. To adapt port equipment et develop shipyards in the sub-region. ^^ To favour, in the framework of inter-States relations with donors: (i) 20. association of private operators in the maritime sector in tho process of negotiations; (ii) on the other hand, to take account of the prc-occupations and specificities of the maritime 9ector in the elaboration of development policies. The closing statement was delivered by the Honourable K. A. Pcasah, Deputy Minister. The text of the satement is attached in annex. 3c TRADE AND TRANSPORT PROJECT THEMATIC SEMINAR ON THE RESTRUCTURING OF AFRICAN SHIPPERS COUNCILS OUGADOUGOU (BURKINA FASO) , 16 & 17 JANUARY 1996 SYNTHESIS OF DELIBERATIONS The thematic seminar on the restructuring of the West and Central Africa Shippers' Councils was held in Ouagadougou on the/ 16 and 17 January, 1996 at the headquaters of the Burkinabé Shippers' Council. This seminar was organised at the initiative of the Ministerial Conference of West and Central African States on Maritime Transport ( MINCONMAR ) 'and the World Bank. Participating in the seminar were representatives of the Union of African Shippers' Councils and its members, shippers, associations of shippers, Chambers of Commerce of the sub-region. The opening ceremony was marked by a number of speeches and messages which are annexed hereto. ca^- ^ The official opening was presided over by His Excellency OUALA KOUTIEBOU, Minister of Transport and Tourism and incumbent Chairman of the eighth MINCONMAR. In his opening remarks, the Minister placed emphasis on the factors which justified the organisation of this seminar in a sector in the full thrust of change, namely that of international shipping. The progressive liberalisation of trade and services and the preponderance of the private sector in the production and distribution process aire other underlying factors. He exhorted participants to strive towards achieving greater competitiveness of the economies ot the sub-region. Three exposes were delivered, a statement by Pr. SLETMO on institutional and economic changes, a scientific framework for the seminar by the Monitoring and Coordinating Unit of the project, a presentation of the interim report by Tractebel for discussions. Tthe texts of these exposes are annexed hereto. Consult, served which basis the as The meeting took note of the observations in the report prepared by Tractebel and embarked on a general debate on the different aspects of the - reform and evolution of the shippers' councils of the sub-region. 2-1 I Observations regarding the interim report The UASC considers that the interim report presented by the consultant has shortcomings due to the lack of in depth analysis in the assesment of African shippers' councils activities and to assertions which are not in conformity with the reality notably regarding the impact of the activities concerning negotiation and cargo sharing. The UASC also addressed the weakness of the prospective analysis. ' The observations by the UASC in the form of "a contribution to the meeting are annexed- < ' :' understanding. lt In addition to this contribution, the UASC offered to assist the consultant by providing him with the data necessary for a better the was restructuring experiences of the shippers* councils in some member countries of MINCONMAR be taken into account in the report. By the same way, the specific cases of English speaking countries of the sub-region deserve to be highlighted. recommended that This assistance will be realised by the availability of experts designated by the UASC for the continuation of the study. The Monitoring and Coordination Unit of the project will see to the full application of this collaboration. The meeting regretted the inclusion in the annexes of the report of correspondence between the Government of one country of the sub-region and the World Bank. It was requested that this correspondence be taken out of the report. II General discussion The need of readaptating the African Shippers' Councils of the sub-region to the new environment was recognised by all participants. The reflections engaged over the last years at the UASC level as well as at individual^ councils' level bear witness of it. The shippers' councils organisation should evolve to allow a better representation of all shippers, notably those from the private sector. On this issue,the idea of a partnership (state, private sector) has been voiced, with a preponderance of private operators in the decision making structures as well as an autonomy of management. 3 •< Thé shipers' councils should have as exclusive missions the defense of shippers' interests. The shippers' councils should contribute to the promotion of the competitiveness of their respective countries and at last; The shippers' councils should in the short or mid-term ensure the funding of their activities with their own ressources. A transitional period, to vary according to the countries is. neccsary to allow the shippers' councils to obtain a real financial independence. '. The closing ceremony of the seminar was presided over by His Excellency OUALA KOUTIEBOU, Minister of Transport and Tourism of Burkina Fasp and incumbent Chairman of the eighth MINCONMAR. The speech of the Minister is annexed hereto. 53 Overview of countries with restrictions to access to the supply of maritime transport services in place'. (Source : European Community Shipowners Association)- cargo sharing for all liner trade legislation on cargo sharing, not applied waiver for all. shipments required taxes on import/export cargoes fines in case of. non compliance with '. rules. Angola Benin Burkina Faso Cameroon Congo Gabon Ghana Guinea-Conakry Mali Niger Nigeria Togo X X : > X X X K X X X X X X X X X X X X X X X X X X X X X X * ' • K X X ' K X N. B. no information available on other MINCONMAR • countries m x ISSN 0254-1475 COM(97) 41 final DOCUMENTS EN 11 07 Catalogue number : CB-CO-97-037-EN-C ISBN 92-78-15510-1 Office for Official Publications of the European Communities L-2985 Luxembourg