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. 
The economies of the countries in the Central and West African region suffer from 
considerable inefficiencies 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. 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. 
9. 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 led to 
considerable changes in the legislation of these countries: 
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. 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. 
13. 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, 
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. 
14. 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. 
15. 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 
adopting a similar policy which is intended to give parallel support through 
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 
countries concerned, the indicative programmes with those countries include 
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. 
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 
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. 
24. 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. 
25. 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^\ 
Page 1 
ANNEX I Nouvelle frappe du texte officiel du Journal officiel, illisible à la reproduction ou à la photocopie. 
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 DES XNTJRASTKDCTURES HEPUBLIQCFE D8 COTE D'rvQIRE 
ECONOHlQCrBS 
DECRET N" .^-?1? - DO. - 3. JW?ï_ A226. . . 
l^RTAKT LIBERALISATION DU KSGIME DES 
TRANSPORTS MARITIMES SPECIALISES 
LE PKESXDE2ÎT DC LA REBuTJLIQUE 
SLUT rapport du Ministre des Infrastructures économiques ; 
Vu la Constitution ; 
Vu 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 : 
VU 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 ; 
Vu 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) ; 
Vu le décret o" 95-385 du 13 avril 1995 portant organisation 
du trafic tnaritime en Côte d'Ivoire ; 
Vu le décret n" 96-PR/002 du 26 janvier 1996 portant 
notninaticen des membres du Gouvernement ; 
Vu le décret n° 96-173 du 1er mars 1996 portant attributions 
des membres du Gouvernement : 
LS CONSEIL DES MINISTRES ENTEKDU 
DECRETE 
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 
ArLicle 3 - Le Ministre des Infrastructures économiques et le 
Ministre délégué ouprès du Ministre des 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. 
Pair, â Abidjan, le- 9 mars 1996 
Henri Konan BEDIB 2 
MINISTERS DES INFRASTRUCTURES REPUBLIQUE DE COTE D*.T.VOIRE 
EXrONOHIQOKS 
'DECRET W_?$r?13_ DO_.?-T^?5.^?6_ 
RELATIF AUX OPERATIONS D * AFFRETE­
MENT CT DE FEETEMENT DE NAVTRES EN 
COTE DTVOIRE 
UK PRESIDENT DE LA KCPOBLIQUE 
Soi' rapport du Ministre des Infrastructures économiques ; 
Vu la Constitution ; 
Vu la loi Q" €1-^49 du 9 noveruDre 1961 relative s 
1" Institution d'un Code de la Harxna merctiande telle que 
modifiée par la loi n" 62-2.54 du 31 juillet 1962 ; 
Vu 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 ; 
Vu 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 ; 
Vu 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 : 
Vu 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 ; 
Vu le décret n" 75-509 du 18 juillet 1975 portent. 
ratification de la convention relative a un Code de 
conduite des Conférence^ maritimes r»igne à Genève 
(SUISSE), le 6 avril 1974 ; 
Vu le décret n" 87-765 du 20 février 198^ portent 
ratification de la Convention des Netions-Unies sur les 
conditions d'immatriculation des navires. adoptée le 
7 février 198 6, à Genève ; 
Vu le décret n° 87-768 du 23 juillet 1987 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 . 
Vu 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 ; 
vu le décret n" 95-385 du 13 avril 1995 portant organisation 
du trafic maritime en Côt« d'Ivoire : 
-16 
vu le décret' ' n° 96-PR/002 du 26 janvier 1996 portant 
nomination des membres du Gouvernement ; 
Vu le décret a' 96-179 du 1er mors 1996 portant attributions 
des raerobres du Gouvernement 7 
LE COWSEIL DES MINISTRES ENT8IJDU 
DECRETE 
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-
Articlc 5 - Les opérations d'affrètement ou de frétèrent de navire 
en cogue-nuc par les compagnies maritimes ivoiriennes 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. 
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 
Article 9 - Le Ministre des - Xnfras tructures cccnomiques et le 
Ministre délégué auprès du Ministre des 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-
Fait à Abidjan, in 9 rears 1996 
Henri Konan BEDIE 
Copte ccHttiê« coolormc d l'arigfrval 
Le Seorê^oirc Gérerai eu Gouvememe#il 
A.K DJIPJI M. H. H 
1V 
MtWtSTERE DEteoUG AUPRES DU MJNISTRH 
DES INFRASTRUCTURES ÉCONOMIQUES 
CHARGC OC CEN&RGIE ET DES TRANSPORTS 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° 93-319 du 11 mars 1993 portant affectation des droits de trafic 
maritime h/otrïens sur 3a façade atlantique aux armements nationaux ; 
Vu te dêcrei n° 94-563 du 14 octobre 1994 portant affectation des droits de trafic 
maritime ivoiriens sur la façade atlantique aux armements nationaux et à La 
SrTRAM ; 
Vu le décret n° 95-385 du 12 avril 1995 portant organisation du trafic maritime en 
Côte cHvoire ; 
Vu le décret nD 96-PR/002 du 26 janvier 1995 portant nomination des membres 
du Gcorverriernerit ; 
Vu le décret n° 95-179 du 1er mars 1936 portant attributions des membres du 
Gouvernement ; 
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 
Article 2 : Les droits de trafic maritime ivoiriens en transports spécialisés visés 
à falinéa 2 de l'aïUcie 1 du décret n° 95-212 du 09 mars mars 1996 
portent sur te volume ou le tonnage prévisionnel annuel des 
cargaisons à exporter ou à importer pour le compte de la Côte d'Ivoire 
en matière cTananas, bananes, huile de palme et vin. 
Article 3 : Les droits de trafic maritime ivoiriens visés ci-dessus, autres que 
ceux affectés au pavillon national jusqu'au 31 décembre 1996. sont 
accessibles, ccrrfonrnément à la réglementation en vrgueur. à tout 
armateur ou affréteur. 
/| O) 
-2-
Article 4 : Les taux des frets applicables au transport des trafics spécialisés 
résultent des négociations entre les chargeurs concernés et les 
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 - 01 
Secrétariat Général du Gouvernement 01 
MUET .03 
MOcT/CAB 15 
OTMFP 01 
OIC 01 
Tous Ministères 30 
Dossier Of 
J.O.R.C.I 01 
2. O 
RÉPUBLIQUE DE CÔTE D'IVOIRE 
UNJON - DISCIPLINE TPAVAO. 
MlN^TERE0€L£CU£ AUPRES OU MINISTRE MINISTERE D£ L'ECONOME 
DES tNPRASTRUCTURES ECONOMIQUES ET DES FtWAWC£3 
CHARGE DE L*ENERGî£ ET DES Tfc/tfiSPOttTS 
3 0002 
ARRETE N* /MDET/MEF du 
relatif à reorganisation du trafic maritime en Côte 
d'Ivoire. 
LÉ MINISTRE DELEGUE AUPRES OU MINiSTRE DES BvlFRASTRUCTURES 
ECONOMIQUES CHARGE OE L'ENERGJE ET DES TRANSPORTS, 
ET 
' LE MINISTRE DE L'ÉCONOMIE ET DES FINANCES, 
Vu fa loi n° 61-349 du 09 novembre 1961 portant code de la Marine fwîarchande ; 
Vu la toi n° 64-291 du 1er avril 1964 portant Code des Douanes ; 
Vu la loi nD 75-497 du 10 juillet 1975 portant ratification de la Convention relative 
â un Code de Conduite des, Conférences Maritimes signé à Genève le 04 Avril 
1974 ; 
Vu la loi n° 77-926 du 17 novembre 1977 portant délimitation des zones 
maritimes placées sous juridiction de la République de Côte d'rvoïne ; 
Vu la loi n* 75-709 du 18 juillet 1975 portant ratification de la Convention relative 
à un Code de Conduite des Conférences Maritimes 9igné à Genève le 04 avril 
1975; 
Vu le décret n° 94-569 du 14 octobre 1994 portant affectation des droits de trafic 
maritime Jvoîriens sur la façade atlantique aux armements nationaux et à Sa 
SITRAM ; 
Vu le décret n° 95^385 du 12 avril 1995 portant organisation du trafic maritime en 
Côte cTlvoire ; 
Vu le décret n° 96-PR/002 du 26 janvier 1996 portant nomination des membres 
du Gouvernement ; 
Vu le décret n° 96-179 du 1er mars 1996 portant attributions des membres du 
Gouvernement ; 
<?i 
2-
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 ; 
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 UGNE RÉGULIÈRE 
ET SPÉCIAUSÉ 
Article 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 la connaissance de l'autorité ma^\\m\ç. par les 
consignataires et agents maritimes. 
^<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 
4 -
SECTION VI : DISPOSITIONS DIVERSES 
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 _ 01 
Secrétariat Générai du Gouvernement 01 
MDET 03 
MDET/CAB - _ 15 
OTMFP 01 
OlC_ _^01 
Tou3 Ministères „ _ ; 30 
Dossier _ 01 
J.O.R.C.1 _ _.J. 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 
THEMATIC SEMINAR 
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 SB. 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 
1. It was suggested that, while Governments define national transport policy^ they 
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.- MINCONMAR means should be reinforced and its nctions supported by 
member States and African regional organizations (UBMOA, CEDEAO, (JDEAC.!.). 
4. Take into account the socio-economic consequences deriving from the 
emergence of hub ports and suggest, new policies to be implemented so as to enable 
ports adapatation and development in the sub-region. 
5. Disseminate and learn from the lessons and experiences, so far as the future of 
maritime transport companies is concerned, of the successful shipping lines of tho sub-
region in order to make more clear the viable alternatives. 
6. Insure an open an available database and availability of critical information from 
the ports for African shipping lines, as well as better information for everyone 
regarding shipping lines and key elements of the transport chain. 
7.. Create a reflective^group under the 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. 
9. Facilitate the participation of shipping companies of the sub-region in bulk 
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. To encourage co-operation and partnership between the shipowners of the sub-
region, and extend its scope to shipping lines from other regions. 
12; To implement the conclusions of the studies carried out by the MINCONMAR, 
the ECOWAS, and the ECA on regional cabotage. 
Cabotage should be reserved for shipping lines of the sub-region. 
13. To adapt maritime Iegislation(Codes of Merchant Marine) to the current 
economic and institutional context. 
On the other hand, to establish appropriate legislation on competition. 
14. To encourage the shipping companies in the sub-region to approach the 
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. To promote education and ensure the use of human ressources in the field of 
martimo transport In the sub-region. 
19. To adapt port equipment et develop shipyards in the sub-region. 
^^ 
20. To favour, in the framework of inter-States relations with donors: (i) 
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. ca^- ^ 
The opening ceremony was marked by a number of speeches and 
messages which are annexed hereto. 
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 Consult, which served as the basis for 
discussions.Tthe texts of these exposes are annexed hereto. 
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- < ' :' 
In addition to this contribution, the UASC offered to assist 
the consultant by providing him with the data necessary for a 
better understanding.lt was recommended that the 
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. 
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)-
Angola 
Benin 
Burkina Faso 
Cameroon 
Congo 
Gabon 
Ghana 
Guinea-Conakry 
Mali 
Niger 
Nigeria 
Togo cargo sharing for 
all liner trade 
X 
X 
X 
K 
X 
X 
> 
X 
X 
X legislation on 
cargo sharing, not 
applied 
X 
X 
: waiver for all . 
shipments required 
X 
X 
X 
X 
X 
X 
X 
X 
X 
X taxes on 
import/export 
cargoes 
X 
X 
X 
X 
X 
X 
X fines in case of.non­
compliance with 
rules . ' . 
* ' • 
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 
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