REPORT FROM THE COMMISSION on action to be taken in the maritime transport relationship with the Central and West African countries
Date: 1997-02-11
Institutions: European Commission
Subjects: Central Africa, West Africa, international relations, maritime transport, transport policy

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