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RETURN TO. ~~~~~~~~~~~RESTRICTED
REPORTS DESK Report No. PTR-50aWITHiN r'L E COPY R
OSJE WEEK
This report was prepored for use within the Bank and its
affiliated organizations.They do not accept responsibility for its
accuracy or completeness. The report maynot be published nor may it
be quoted as representing their views.
INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT
INTERNATIONAL DEVELOPMENT ASSOCIATION
APPRAISAL OF A RAILWAY PROJECT
FEDERAL REPUBLIC OF CAMEROON
May 12, 1970
Transportation Projects Department
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Currenc Eqvalents
Currency Unit:CFA Franc CFAF 1US$ 1 a CFAF 278CFAF I = US*
0.36CFAF 1,000,000 = US$ 3,600
Weight and Measures
1 Metric ton a 2,205 lb.1 Kilogram (kg) - 2.2 lb.1 Kilometer
(km) -0.62 mile1 Meter (m) = 3.28 feet
Fiscal Year
July 1 - June 30
BEI - Banque Europeenne d'InvestissementCAR - Central African
RepublicCCCE - Caisse Centrale de Cooperation EconomiqueFAC - Fonds
d'Aide et de CooperationFED - Fonds Europeen de D4veloppementFIDES
- Fonds d'Investissement et de Developpement
Economique et SocialKfW - Kreditanstalt fuer
WiederaufbauOCCR/SOGREAAH/DSBI - Organisation, Controle,
Conception, Realisation/
Societe Grenobloise d'Etudes et
d'ApplicationsHydrauliques/Deutsche Societat
BeratenderIngenieure
OCFT - Office du Chemin de Fer TranscamerounaisOFEROM - Office
Central des Chemins de Fer d'Outre-MerREGIFERCAM - R6gie des
Chemins de Fer du CamerounUDEAC - Union Douaniere et Economique de
l'Afrique CentraleUNDP - United Nations Development ProgramUSAID -
United States Agency for International Development
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FEDERAL REPUBLIC OF CAMEROON
APPRAISAL OF A RAILWAY PROJECT
TABLE OF CONTENTS
Page No.
SUMMARY ... ...............................................
i
1. INTRODUCTION ......... ............................. .......
1
2. BACKGROUND ...............................................
2
A. Economic Setting ..................................... 2B.
Transport System ..................................... 3C.
Transport Policy and Coordination .................... 5
3. THE REGIFERCAM .......................... 6
A. Organization, Management and Staff ................... 6B.
Property .................................. 7C. Operations
.................................. 9D. Tariffs
....................... ....................... 10E. Traffic ..
10
4. THE PROJECT ..............................................
11
A. Third Development Plan 1970/71-1975/76 .............. . 11B.
Description of the Project ........................... 12C. The
Proposed Loan .................................... 15D. Execution
of the Project and Procurement .... ......... 15
5. ECONOMIC EVALUATION .....................................
17
A. Rail Relaying ........................................ 17B.
Japoma Bridge ........................................ 18C. Freight
Oriented Investment ..... ..................... 18D. Passenger
Oriented Investment ..... ................... 18E. Douala Station
....................................... 18F. Douala-Yaounde
Realignment ........................... 19G. Conclusion
........................................... 19
6. FINANCIAL EVALUATION .....................................
19
A. General ............................................... 19B.
Past Financial Record ................................ 20C.
Projected Financial Results ..... ..................... 22D.
Transcamf!roon Extension and its Effect on Railway
Fi.nances ....................................... 25E. Financial
Rate of Return ............................. 26F. Financial
Implications of Proposed Future Extensions
and Major Realignment .......................... 26G. Audit .
................................................ 27
7 . RECOMMEN'DATIONS ..........................................
27
This Y:eport has been prepared by Messrs. Brechot (Engineer),
Masse(Consultant Economist) and Sander (Financial Analyst) and has
been editedby Miss V. Foster.
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Table of Contents (Continued)
TABLES
1. Composition of Motive Power and Rolling Stock as of June 30,
19692. Summary of Operating Statistics3. Future Freight Traffic
('000 Tons)4. Future Passenger Traffic5. The Project - Analysis of
Estimates6. The Project - Annual Expenditure Fatdftft aV&
Sources of Finance7. Income Account 1963/64 to 1977/78, with
Notes8. Source and Application of Funds9. Summary Balance Sheets as
of June 30, 1964 - £96910. Projected Sources and Application of
Funds11. Pro Forma Balance Sheets as of June 30, 1969 - 1978
ANNEXES
1. Historical Review of Railway Development inG Gat6won2.
Composition of the Regifercam Board3. Proposed Line Realignment and
Extensions
CHARTS
1. Organization2. Track Characteristics
MAP
Federal Republic of Cameroon, Transportat-ion - IB1RI
11235RET
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FEDERAL REPUBLIC OF CAMEROON
APPRAISAL OF A RAILWAY PROJECT
SUMARY
i. The Government of the Federal Republic of Cameroon and the
state-owned Regie des Chemins de Fer du Cameroun (Regifercam) have
asked the Bankto assist in financing a railway rehabilitation and
modernization projectconsisting of the works on existing lines
included in the first three years(1970/71 - 1972/73) of the Third
Railway Development Plan (1970/71 -1975/76). The proposed loan,
amounting to US$5.2 million equivalent, wouldcover the foreign
exchange element of civil engineering works, equipment
andconsulting services for which finance from other sources is not
available(US$4.6 million equivalent) and interest on the Bank loan
during the con-struction period (US$0.6 million).
ii. Until recently the railway system of Cameroon was relatively
small,the furthest penetration from the main port of Douala being
to Yaounde, adistance of a little over 300 km. The northern part of
the country waswithout rail service and its development has been
retarded by high transportcosts. Construction of a 628-km railway
extension to Ngaoundere was start-ed in 1964 and will be completed
in 1974. The extension, which is beingbuilt to high standards of
design and engineering and which will cost aboutUS$80 million, is
being financed in the main part from outside sources (FAC,BEI, FED
and USAID) either in the form of subventions or of loans on
conces-sionary terms. The old lines are in urgent need of
rehabilitation to enablethem to carry the substantial additional
traffic which the extension isexpected to generate. It is to help
finance this work that the Governmentand the Regie have applied to
the Bank. While the amount of the proposedloan is small by
comparison with the overall new investment in rail transportin
Cameroon at the present time, it is nonetheless of vital importance
to thecontinuation of the service.
iii. Those items of the project which will be financed by the
proposedloan will consist of track renewals, reconstruction of a
major bridge, thepurchase of freight cars and a small number of
passenger cars, and consult-ing services. Beside the Bank-financed
items, the project will also includethe purchase of locomotives,
rail-cars and other equipment, extension oftraining facilities,
first stage expenditure on the re-location of Doualastation and
other works for which either (a) finance has been secured
else-where or (b) final design and engineering have not been
completed. Certainof the latter works may form the basis of a
future application to the Bank.All Bank-financed goods will be
subject to international competitive biddingexcept ballast, rail
welding material and concrete sleepers and fastenings,which are
excluded because of the smallness of the contract or the need
tomaintain existing design standards.
iv. There are other major investments under consideration in
Cameroon,including a major track realignment and two possible
extensions, estimatedto cost about US$100 million. During
negotiations it was agreed that the
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most advanced of these proposals, the major realignment, would
not be under-taken unless the Guarantor and the Bank were satisfied
that the investmentwas economically and financially sound. It was
also agreed that the Borrowerwould incur no major debt obligation
without the approval of the Bank, whichvirtually excludes the
possibility of undertaking the extensions to thesystem without Bank
approval.
v. Management of the Cameroon Railways is good and, if
allowanceis made for certain out-moded equipment and excessively
worn track, it canbe said that operations are reasonably efficient.
Maintenance of trackand equipment is good. Both passenger and
freight traffic have increasedsteadily in the past and are expected
to grow even faster in the futurebecause of the extension of the
system. Freight in particular is expectedto increase, in terms of
originating tonnage, at 9% per annum and at 16%per annum in terms
of ton-km, over the next eight years. Revenue fromfreight traffic
represents about 75% of gross railway revenue.
vi. When the present shortage of working cash has been made
good, thefinancial position of the Regie will be sound; cash
generation from itsoperations will be adequate to meet its
financial obligations and providea major part of its normal
investment needs. Because the investment baseis being greatly
enlarged by the cost of the Transcameroon extension, thefinancial
return on the overall investment in railway facilities is
notexpected to be much more than 4% per annum within the period of
the pro-jections and in the particular circumstances of the
Cameroon Railways thisis satisfactory.
vii. The economic case for the existing rail service in general
andthe project works in particular has been clearly established.
Economicreturns on the various elements of the project range from
18% to 36%.
viii. The project provides a suitable basis for a Bank loan of
US$5.2million equivalent for a period of 25 years, including five
years of grace.The proposed loan, which would be the first loan for
railway purposes inCameroon, would be made to the Regie, with the
guarantee of the Government.
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FEDERAL REPUBLIC OF CAMEROON
APPRAISAL OF A RAILWAY PROJECT
1. INTRODUCTION
1.01 A Third Railway Development Plan 1970/71 - 1975/76 has been
pre-pared by the Regifercam. This Plan includes completion of the
Second Rail-way Plan as well as new works and equipment. The total
cost of the ThirdPlan is estimated at about US$188 million
equivalent. Of this amount, US$50million is for completion of the
Transcameroon extension, for which financehas been secured; US$100
million is for extensions and realignment, the eco-nomic and
financial justification of which has not yet been made.
Duringnegotiations it was agreed that the most advanced of these
latter proposals,a major realignment of the main line, would not be
undertaken unless theGuarantor and the Bank were satisfied that the
investment was economicallyand financially sound. It was also
agreed that the Borrower would incur nomajor debt obligation
without the approval of the Bank, which virtually ex-cludes the
possibility of undertaking these extensions to the system
withoutBank approval. The remaining US$38 million included in the
Plan is for re-habilitation and expansion of existing lines
facilities.
1.02 The Government of the Federal Republic of Cameroon and the
State-owned Regie des Chemins de Fer du Cameroun (Regifercam) have
asked the Bankto assist in financing a project comprising the first
three years (1970/71 -1972/73) of the Third Plan. The total cost of
the project is about US$20.6million equivalent.
1.03 The proposed loan amounting to US$5.2 million will finance
theforeign exchange component of urgently needed works on existing
lines forwhich finance has not otherwise been secured (US$4.6
million) and intereston the Bank loan during the construction
period (US$0.6 million). The bal-ance of the project (US$16.0
million) will be financed by borrowing fromother sources (US$9.5
million), a subvention for training (US$1.1 million)and the Regie's
own resources (US$5.4 million). The proposed loan, wlhichwould be
the first Bank group loan to the Cameroon Railways, and the sec-ond
operation in the transport sector, 1/ would be for track
renewals,rolling stock, reconstruction of a bridge, and consulting
services. Theproposed loan would be made to Regifercam with the
guarantee of the Govern-ment.
1.04 This Appraisal Report is based on the findings of a Bank
missionto Cameroon in November-December 1969, consisting of Messrs.
Brechot (rail-way engineer), Masse (consultant economist) and
Sander (financial analyst).
1/ The first operation in the transport sector was a Bank loan
of US$12million and IDA credit of US$7 million, approved in
February 1970,for the improvement of the Ngaoundere-Garoua and
Tiko-Victoria roads.
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2. BACKGROUND
A. Economic Setting
(1) The Country (See Map)
2.01 The Federal Republic of Cameroon, formed in October 1961,
comprisesthe part of Cameroon previously under French mandate and
the southern partof the former British Cameroons. It is situated
slightly north of the equa-tor on the west coast of Africa and
covers an area of 475,000 km2, almost asgreat as that of France.
The coastal and southern areas are suitable fortropical crops such
as coffee, cocoa, palm oil, rubber and bananas. Tropicalrain forest
spreads over 150,000 km2 within the southern half of the country.In
the north conditions are suitable for cultivation of cotton,
groundauts,rice and other cereals. Between these areas lies a
sparsely populated highplateau with good grazing potential.
Population (about 5.7 million) isgrowing at about 2.2% per annum;
it is concentrated in the coastal southwestin which is situated the
economic capital of Douala, in the north, andaround Yaounde, the
administrative capital.
(ii) Economy
2.02 About three-quarters of the working population are engaged
inagriculture, predominantly on a smallholder basis. There are a
few largeplantations, mainly in West Cameroon. Prices for cocoa and
coffee are es-tablished through a stabilization fund, operated by a
governmental market-ing board. Apart from a bauxite deposit near
Ngaoundere, the country hasfew known minerals and few manufacturing
industries, a notable exceptionbeing an aluminum plant at Edea,
which converts alumina imported fromGuinea into aluminum ingots for
export and for the manufacture of roefingsheets and household goods
for the local market. Development efforts hawebeen focused mainly
on increasing agricultural production and special em-phasis has
recently been placed on the expansion of timber logging.Buoyant
prices for Cameroon's main exports on the world market have
permit-ted imports in recent years to advance in quantity faster
than exportswithout detriment to the balance of payment. Foreign
trade accounts forabout 40% of gross domestic product (GDP) which
now represents per capitaabout US$175 per annum and is growing at
an annual rate of 6.5% at constantprices. Cameroon is a member of
UDEAC (Union Douaniere et Economique del'Afrique Centrale), which
includes also Central African Republic, Gabonand Congo (B).
2.03 Cameroon is well placed for handling foreign trade in
transit forChad and the Central African Republic (CAR). In normal
times Chad can alsouse the Nigerian Railway from Maiduguri to Lagos
or the Benue and NigerRivers to Burutu, but at present neither of
these routes has recovered fromthe effect of the recent
hostilities. The CAR can use the trans-equatorialroutes to Bangui,
the Oubangui and Congo Rivers to Brazzaville and the CougoOcean
Railway to Pointe Noire. However, lower transport costs in
Caroon,resulting from rail and road improvements and construction
of the Trans-cameroon Railway, should attract additional traffic to
the Transcameroon
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route. The construction of a possible railway line from Yaounde
to Yokadoumaas a first section of the railway connection to Bangui
(CAR) has been recom-mended by consultants who are making a
CAR-Cameroon Regional Transport Surveyfinanced by UNDP with the
Bank as executing agency. If justified, this proj-ect would open
new territories to development in Cameroon and CAR and
provideanother access to the sea for CAR.
(iii) Timber
2.04 During the last 20 years, the exploitation of the Cameroon
foresthas been limited to an area of 30,000 km2, either in
proximity to harborsor, in the interior, adjacent to the railway
line. With the expansion oftransport facilities, both rail and
road, a further 50,000 km2 will beopened to operators under
licenses granted in early 1970. The objective ofthe Water and
Forest Ministry is to increase timber extraction from the cur-rent
level of 300,000 tons per year to 1,350,000 tons in 1975, mostly
forexport. The Ministry has a policy of conservation and
reforestation. Atthe forecast rate of exploitation the reserves
should last about 100 years.Since the most marketable species have
growth periods of 40 to 70 years,there exists a 30-year safety
period to increase the reforestation to alevel which would ensure
the perpetuation of these species. New operatorsare being attracted
to Cameroon from the Ivory Coast because of forest de-pletion in
that country. Their broad experience in increasing the annualtimber
exports of the Ivory Coast from 300,000 to 2,300,000 tons
between1957 and 1968 should help Cameroon to reach its national
objective.
B. Transport System
2.05 The transport system of the country is highly oriented
towardexternal trade. It serves mainly to export agricultural
products and bringin imports of consumer goods, raw materials, and
capital goods for produc-tive investment. From the various
transport projects planned, it appearsthat Cameroon will continue
to invest heavily in its infrastructure duringthe third five-year
Development Plan (1971/72 - 1975/76). 1/ For the secondPlan
(1966/67 - 1970/71), public and private investment in roads,
ports,railways and motor transport amounted to 33% of a total
investment of 165billion CFAF (US$595 million).
(i) Railway
2.06 The railway network consists of two main lines originating
atDouala: (a) the northern line to Nkongsamba (172 km) with a
branch fromMbanga to Kumba (29 km) in West Cameroon; (b) the
central line to Yaounde
1/ The Railway Development Plan is for the six years 1970/71 to
1975/76,beginning one year earlier than the Government Plan. This
deviationfrom the normal five-year planning period has been made
necessary byunforeseen increases in traffic, accelerated wear and
tear of trackand the threatened failure of the Japoma bridge.
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(308 km) with a branch from Otele to Mbalmayo (37 km). A 628-km
extensionfrom Yaounde northward towards Ngaoundere, known as the
Transcameroon Rail-way, is under construction. It was opened to
traffic to Belabo (293 km)in April 1969, and the remaining 335 km
to Ngaoundere will probably be readyfor use in 1974. The system,
which is publicly owned and operated by Regi-fercam, will be more
fully described later in this report. Annex 1 presentsa historical
review of railway development in Cameroon.
2.07 The railway carries over two-thirds of all traffic into and
outof Douala port. The increase in timber traffic in recent years
has beenmade possible only by the availability of cheap railway
transport; futuretargets of greatly increased production from areas
more distant from theport will depend even more heavily on this
factor. In the past, the de-velopmental potential of the railway
has been limited to a relativelysmall area, its farthest
penetration of the hinterland being to Yaounde,a distance of only
308 km from the coast. The productive regions of north-ern Cameroon
and southern Chad have been isolated from their natural outletto
the sea by distance and high transport costs, and economic
developmentof these regions has depended upon the capacity of
alternative and cheaperrail and river routes through Nigeria. These
alternative routes, for avariety of reasons, have always been
inadequate and unreliable with theresult that the development of a
large area of high potential has beenretarded. When the extension
of the Cameroon Railways to Ngaoundere hasbeen completed and the
roads northward from the railhead have been improved(for which
purpose Bank and IDA finance has already been made available),a new
and powerful incentive to development will be provided.
(ii) Roads
2.U8 The direction of the main national roads is from the coast,
atDouala, to the northern part of the country. A main axis connects
Doualato Nkongsamba and to Ngaoundere where it converges with a
road from Yaoundeto continue toward the north up to Chad. The total
length of the road net-work is about 20,700 km, 17,500 km in East
Cameroon and 3,200 km in WestCameroon. Only 1,200 km are paved,
about 10,000 km have gravel or lateritesurfaces with various
standards and traffic densities, and 9,500 km areearth tracks with
vehicle counts lower than 10 per day. The vehicle fleetnumbers
about 30,000 in East Cameroon and 6,500 in West Cameroon.
Thedistribution by type is about 20% trucks, 19% light delivery
vans, 52Zpassenger cars and 9% motorcycles. The overall road
network and its main-tenance are in need of improvement.
Development forest roads are beingplanned in the southwest. A Bank
loan of US$12 million and IDA Credit ofUS$7 million were approved
in February 1970 for improvement of the Ngaoun-dere-Garoua and
Tiko-Victoria roads.
(iii) Ports and Internal Navigation
2.09 The foreign trade of Cameroon is handled mainly through
Douala port,which includes the wharf of Bonaberi on the opposite
bank of the Wouri River.Of the total foreign trade of '1,500,000
tons in 1968, 87% passed throughDouala where the average rate of
growth of 5% from 1956 to 1966 has jumped to
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14% during the last two years, mainly because of increased
imports, partic-ularly petroleum products, cement and fertilizers.
The lighterage portsof Tiko and Victoria in West Cameroon handled
105,000 tons and theirtraffic is declining gradually in favor of
Douala. The port of Kribi andthe private port of Campo in the
southwest handled 77,000 and 30,000 tonsrespectively. Internal
navigation is limited to the Benue River which wasused for trade of
the Northern Provinces through the port of Garoua andNigeria. The
river is navigable only three months during the rainy
season,limiting the port capacity to about 60,000 tons per
year.
2.10 The upsurge of traffic passing through Douala port in the
recentpast has strained the capacity of the port to its limits. The
Government,with the assistance of the French/German consulting
firm, OCCR/DSBI/SOGREAH,is currently preparing a program to ensure
that port capacity, both atDouala and at other ports in the
country, is maintained at a level commen-surate with traffic
projections. A floating timber compound is being es-tablished at
Douala and with the acquisition of mobile handling equipment itis
expected that annual timber throughput capacity will be increased
from300,000 to 400,000 tons in 1970 and to 1,000,000 tons later. To
reduce con-gestion on the wharf front, a pipeline will be built to
permit the offshoreunloading of tankers. For the longer term, the
consultants are studying thefeasibility of developing a deep-sea
port elsewhere, possibly in Victoria,in which case a 56-km rail
line from Douala would have to be constructed.An additional berth
in Bonaberi, destined to serve a new cement plant andindustrial
zone, and the provision of timber handling equipment at Doualaare
the major items of a first Cameroon port project now under
appraisalin the Bank.
2.11 The proposed establishment of a container service to Douala
bya major shipping firm may set a new pattern of cargo handling by
inlandtransport. However, the containers will initially be emptied
at the dockswhere handling equipment is presently available.
(iv) Aviation
2.12 International air service is provided by UTA (Union de
TransportsAeriens) and by Air Afrique through Douala. Connecting
services are pro-vided by Air Afrique and a number of small
companies to Yaounde, Tiko,Ngaoundere, Garoua, Maroua, Foumbam,
Kribi, Yagoua and Batouri. There are15 flights per week in each
direction between Yaounde and Douala. Airfreight is limited to high
value goods and perishables, and is minimal incomparison to total
freight traffic.
C. Transport Policy and Coordination
2.13 At present, railway transport, ports and civil aviation are
reg-ulated by the Federal Ministry of Transport and
Telecommunications where-as road matters, construction,
maintenance, road transport licenses andtariffs come under the
jurisdiction of the Departments of Public Works at
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the Federated States level. No Federal ministry has full
responsibilityfor the coordination of various transport modes,
investment priorities,highway and bridge construction standards,
collection of compatible andreliable transport statistics and
vehicle registration.
2.14 There appears to be no legislative protection of transport
modesfrom one another. The limitation of gross vehicle weight to
five tons onthe road between Edea and Yaounde, for reason of low
standards of construc-tion, works in favor of the railway, but with
the exception of the Doualato Nkongsamba section, where road/rail
competition does exist, the twomodes are generally
complementary.
2.15 During negotiations of the recent highway development
creditagreement, assurances were obtained that the Cameroon
Government will studythe appropriate institutional modifications to
ensure the coordination andthe strengthening at the federal level
of all measures related to the trans-port sector. During
negotiation of the proposed loan, assurances were ob-tained that
the railway will introduce, not later than July 1, 1971, acosting
system to determine marginal profitability by lines and
commoditiesand thus provide a basis for a pricing policy
appropriate to operations inthe increasingly competitive
environment that is inevitable as the economydevelops.
3. THE REGIFERCAM
A. Organization, Management and Staff
3.01 Under a Presidential Decree dated August 18, 1965, the
Regifercamis administered by a Board consisting of fourteen
members, with the Ministerof Transport as Chairman (Annex 2). The
General Manager of the Regie (para.3.03) and the auditor attend the
meetings in an advisory capacity. TheBoard meets sufficiently often
to transact its business in a timely mannerand refrains from
unnecessary interference in day-to-day operations.
3.02 The Board has authority in all spheres of railway
administration.Within the framework of the policy and programs
approved by the Board, orin cases of urgency, the administration of
the Regie is vested in a "Comitede Direction" of seven members also
under the chairmanship of the Minister
of Transport.
3.03 The management of the Regie is the responsibility, under
the au-thority of the Board and of the "Comite de Direction", of a
General Manager,
assisted by a Deputy General Manager, both of whom are appointed
under de-cree by the President of the Federal Republic. Seven
departments reportto the General Manager. The internal organization
of the Regie as detailed
in Chart 1 is adequate.
3.04 In 1969, 41 French technical assistants, including the
General
Manager and his heads of departments, were employed by the
Regifercam.
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Africanization is being carried out gradually and French
technical assis-tants holding key posts are assisted by young
Camerounese engineers or ad-ministrators who receive appropriate
training in the Regifercam and abroad.The transfer of senior posts
to Cameroon nationals will take place when thelatter are adequately
trained and experienced.
3.05 Within the limits of the general rules of Government
relating toconditions of employment and scales of pay, the General
Manager has fullauthority over the railway staff whom he may
appoint, assign, promote anddismiss in accordance with the approved
rules and budgetary authorizations.During the year 1968/69, the
total personnel establishment was about 3,100 -a reasonable number
in the particular circumstances of the Cameroon Rail-ways (pars.
3.16).
3.06 In general, the organization of the Regifercam is
satisfactory andits management is competent. Staff is properly
trained; labor relations withthe existing labor unions are
satisfactory.
B. Property
(i) Track
3.07 Prior to the opening of the first section of the
Transcameroonextension, the Regifercam operated 546 route-km of
railway. This was in-creased to 839 route-km when the extension was
opened to Belabo in April 1969and will further increase to 1,174
route-km when the extension is completedto Ngaoundere, probably in
1974. The extension is being financed by sub-ventions from the
"Fonds Europeen de Developpement" (FED), the "Fonds d'Aideet de
Cooperation" (FAC) and by loans on concessionary terms from the
Agencyfor International Development (USAID) and the Banque
Europeenne d'Investisse-ment (BEI). (See paragraph 6.16.)
3.08 All lines are meter-gauge and single-track except for a
shortsection, 3.5 km, between Douala and New Bell which is double.
Terrainpresents difficulties on the northern line from Loum to
Nkongsamba (120 mradius curves and 2.1% maximum grade over 54 km)
and on the central mainline from Eseka to Yaounde (curves ranging
from 150 to 300 m radius and1.67% maximum grade). On the central
line from Douala to Yaounde (308 km)curves total 136 km; bridges
(34) 1,991 meters; tunnels (4) 383 m.
3.09 Track is laid with several types and weights of rail and
sleepers,largely over-aged in some sections as shown on Chart 2. As
may be seen onthis Chart, about 30% of rails on the central line
and the Douala-Nkongsambaline are at least 40 years old. About 40%
of the track is very light railwhich limits speeds and axle loads;
furthermore, these rails, many of themlaid as long ago as 1911 and
1914, show considerable wear.
3.10 The track, which, for the most part, is welded, is well
maintainedby the efficiently planned use of modern mechanical
equipment. To minimizewear in sharp curves, rails in curves are
regularly lubricated every 10
-
days. In spite of all efforts, however, the excessive wear of
rails andthe difficult profile of the line give rise to an average
of 40 derailmentseach year costing the Regifercam some CFAF 24
million (US$86,000) in trackmaterial and rolling stock and claims
paid to shippers.
3.11 The signalling system has been improved to ensure safe
operationof trains and shunting in stations. To increase safety in
the two maintowns of Douala and Yaounde, 10 level crossings have
been provided withautomatic gates. Crossings in the suburbs and the
industrial area ofDouala are being similarly equipped..
(ii) Motive Power and Rolling Stock
3.12 The Regifercam's motive power and rolling stock as of June
30, 1969are shown in Table 1, which also gives the age of
equipment. The locowtivefleet, which is well maintained, is fully
dieselized and 14 years old on theaverage. Unfortunately, 23 of the
main-line locomotives are underpowered andare not equipped with
controls to enable them to be used as multiple unitswith one
engine-crew. In 1969, Regifercam received three 1,100 hp diesel
lo-comotives financed by the CCCE and six others are to be
delivered in 1970.At present the most powerful locomotives are
2,200 hp, but six more powerfullocomotives of 3,600 hp for timber
traffic have been ordered. The matter ofthe best types of
locomotives to meet future requirements was discussed dur-ing
negotiations. It was agreed that the Regifercam, in selecting the
loco-motive types, would take into consideration such operational
factors asflexible power availability, frequency of service and
nature of traffic.
3.13 Rolling stock is relatively modern and well maintained.
Most pas-senger traffic is carried by railcars and trailers which
provide adequateservice. Railcars are only four years old and about
half of the passengercar fleet is less than 10 years old, the
remainder being less than 20 yearsold. More than half of the total
fleet of freight cars is less than 10years old and 30% is between
10 to 20 years old. Nearly all cars are bogievehicles of an average
capacity of 30 tons.
(iii) Other Properties
3.14 There are 63 stations on the central line between Douala
and Ya-ounde; most of these stations were rebuilt between 1930 and
1950 and arewell maintained. The Douala station installation will
in the near futurebecome insufficient to cope with the growth of
passenger and freight traf-fic; however, the location of the
station, in the midst of a densely pop-ulated area, does not allow
for extensions, and a new station will bebuilt in a new location
before saturation of the old station is complete.Because of the
construction of the Transcameroon extension, Yaounde stationhas
been rebuilt at the terminus of the new line and connected to the
ter-minus of the old line by a tunnel under part of the city.
3.15 The Regifercam has a workshop in Bassa, with a staff of
about 800,where all motive power and rolling stock are repaired.
Running maintenance
-
is also carried out in Bassa in separate sheds. Equipment is
adequate andperformance is satisfactory. The Bassa workshops also
include limited plantcapacity for construction of freight cars, a
sleeper impregnation plant, afoundry and a rail welding plant.
C. Operations
3.16 Table 2 presents a summary of railway operating statistics
forthe Regifercam over the last seven years. While operations
generally havebeen improving during the past few years, most of the
indices are still onthe low side; this is mainly due to the
difficult profile of the lines andthe poor condition of the track,
which restrict speed and load and giverise to frequent train
derailments (para. 3.10). Punctuality of trains islow and has been
decreasing on the central line for the last five years (in1969, 41
minutes average delay for passenger trains, 159 minutes for
freighttrains). Staff productivity, at 117,000 traffic units per
employee, is low.The number of existing staff is adequate for
operation and maintenance ofthe old system, but short hauls,
excessive terminal movements, underpoweredlocomotives and light
trains militate against high manpower productivity.When heavier
locomotives are introduced to haul long-distance heavy
freighttrains between Ngaoundere and Douala, the productivity per
man will increasesubstantially, as indicated below. Utilization of
diesel locomotives andfreight cars could also be improved; for
example, turn-around time of freightcars has deteriorated from 6.3
days in 1962/63 to 8.2 in 1968/69; this is dueto inadequate
handling installations at Douala port and to the fact that
manyfreight trains pick up and set down their loads (timber and
other agricultur-al commodities) at wayside stations all along the
line, a slow and time-con-suming process. The same factors which
depress staff productivity affectalso the utilization of equipment
but, with the construction of the Trans-cameroon extension and the
development of long-haul through traffic, theutilization of power
and rolling stock should markedly improve. A fewcritical yardsticks
of present and potential operating efficiency are shownbelow, based
on a conservative estimate of what may reasonably be achieved.
1968/69 1976/77Freight traffic only
Locomotive-km per day perlocomotive in stock 181 252
Wagon-km per day per wagonin stock 46 85
Net ton-km per day perlocomotive in stock 26,300 70,500
Net ton-km per day perwagon in stock 614 1,316
Average train-load (tons) 203 266
Staff productivity
Traffic units per annumper man employed 117,000 221,000
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D. Tariffs
3.17 Rates and fares must be approved by the Minister of
Transport.Freight rates, which are set with regard to loading
characteristics, valueof commodity and competitiveness of other
modes, are high. Average revenueper ton-km is CFAF 8.1 (equivalent
to USC4.25 per US ton-mile). Such ratesare necessary to cover the
disproportionate cost of terminal operations ona railway whose size
restricts the average haul to only 200 km. The basicrate is
calculated on a km basis up to 308 km which is the distance
betweenYaounde and Douala; a taper is applied beyond this distance
to encouragethe use of the Belabo extension. The average revenue
per ton-km will de-crease sharply as traffic over the extension
develops (para. 6.07). Forpassengers, there are general fares
corresponding to first and second-classtravelling; several reduced
fares are in force for commuter traffic, andfor social and other
reasons in specific areas. By African standards, pas-senger fares
are also high. Average revenue per pass-km is CFAF 3.03(equivalent
to UScl.75 per passenger mile).
E. Traffic
3.18 Over the period 1962/63 - 1968/69 freight traffic has
increasedfrom 143 to 205 million ton-km or at the average rate of
about 6-1/2% per
annum (Table 2) somewhat faster than the average growth in GDP
(5%). Sinceopening of the extension to Belabo in 1969, traffic has
increased dramatic-ally to an estimated 257 million ton-km in
1969/70 or by 25% in a single year
due to the greater length of haul now being obtained. Passenger
traffic(Table 2) over the period 1962/63 - 1968/69 increased from
116 million to157 million pass-km or at the average annual rate of
slightly over 5%. In1969/70 with the Yaounde-Belabo section open,
total pass-km will reach183 million, an increase of 16% over the
previous year.
3.19 Traffic prospects for the Regifercam in the next several
years arevery good. Freight traffic is expected to increase from
982,000 tons in1968/69 to 2,030,000 tons in 1976/77, or at the
average rate of over 9% perannum. Table 3 shows that the major
increase will occur in timber trafficrepresenting 708,000 tons of a
total system increase of 1,048,000 tons forthe period 1968/69 to
1976/77. The rates of growth in other commoditiesvary somewhat, but
are generally slightly in excess of the growth of GDP.In view of
the opening of the new line to Belabo and the expected completionof
the section Belabo-Ngaoundere, leading to increased local and
transittraffic, this projection of tonnage increases appears
reasonable. The esti-mates of timber traffic are in line with the
objectives of the Ministry ofForest and Water Resources and with
projections made by the logging compa-nies, which intend to
maintain supply of their existing markets as produc-tion falls off
in the Ivory Coast. The overall traffic is consistent with
import-export projections made by consultants currently working
for the PortAuthority. Notes to Table 3 provide details concerning
the basis for theforecasts made for these commodities. The increase
in terms of ton-km willbe very large since the new sources of
production involve very long hauls.
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Ton-km are expected to increase from 257 million in 1969/70 to
about 795million by 1976/77, a threefold increase due to a more
than doubling ofthe network length and a near doubling of the
average length of haul toapproximately 400 km.
3.20 Pass-km are expected almost to double, from 157 million in
1968/69to 306 million in 1976/77, on the basis of a conservatively
estimated growthrate on existing lines combined with newly
generated and longer-haul trafficon the extension. Pass-km per
route-km will probably fall during the period(Table 4).
4. THE PROJECT
A. Third Development Plan 1970/71-1975/76
4.01 The project is defined as the equipment and works on
existing linesincluded in the first three years of the Third
Railway Development Plan1970/71-1975/76. The proposed loan would
finance the foreign exchange costsof the project for which finance
from other sources has not already been se-cured. The Third Railway
Development Plan 1970/71-1975/76 is summarized be-low:
US$CFAF equivalentmillion million
(a) Equipment and existing lines works
(i) MHotive power and rolling stock 5,570 20.0(ii) Japoma bridge
reconstruction 322 1.2(iii) Track relaying 470 1.7(iv) Construction
of the new Douala Station 940 3.4(v) Miscellaneous additions and
renewals 2,617 9.4(vi) Training school extension 320 1.1
Sub-Total 10,239 36.8
(b) Consulting services 15 0.1
36.9
(c) Line extensions and realignment
(i) Completion of the Transcameroon extension 13,952 50.2(ii)
Construction of the first section of the
Yaounde-Yokadouma proposed line 17,000 61.2(iii) Construction of
the D,ouala-Victoria
proposed line 2,300 8.3(iv) Douala-Yaounde realignment 8,800
31.7
Total, extensions & realignment 42,052 151.4
Grand Total 52.306 188.3
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4.02 Apart from the completion of the Transcameroon extension,
for whichfinances have been fully secured, the three proposals of
line extensions andrealignment may be premature. The Douala-Yaounde
realignment is not yet sup-ported by adequate economic
justification, and cost estimates have not so farbeen worked out
with acceptable accuracy. Engineering studies are under wayto
determine cost estimates, and an appropriate economic study is
included inthe proposed project. If the justification is sound and
the work goes ahead,nearly all the required finance will need to be
found by borrowing. The con-struction of the Yaounde-Yokadouma line
has been recommended by consultants(CAR - Cameroon Regional
Transport Survey) in their draft final report. Thisreport is now
under study by the Bank in its capacity as Executing Agencyfor the
UNDP which financed the study. The construction of this
extension,if justified, would also need to be financed entirely by
borrowing and inview of the prior and extensive claims on available
sources of finance itseems probable, as the consultants themselves
point out, that the work maynecessarily have to be postponed. No
decision on the construction of theDouala-Victoria line is possible
until the results of the Cameroon PortStudy become available in
late 1971 (para. 2.10). During negotiations itwas agreed that the
most advanced of these proposals, the major realignment,would not
be undertaken unless the Guarantor and the Bank were satisfiedthat
the investment was economically and financially sound. It was
alsoagreed that the Borrower would incur no major debt obligation
without theapproval of the Bank, which virtually excludes the
possibility of undertakingthese extensions to the system without
Bank approval. Annex 3 gives somedetails regarding the three
proposals of line extensions and realignment.None of these works
has been taken into account in the financial projectionson which
this report is based.
B. Description of the Project
4.03 The project comprises the equipment and works on existing
lines in-cluded in the first three years of the Third Plan. It
amounts to CFAF S,718million (US$20.6 million equivalent) with a
foreign exchange component ofCFAF 4,565 million (US$16.4 million
equivalent), or 80% of the total proposedcost. Details of the
project are given in Tables 5 and 6 and are summarizedbelow:
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(CFAF million) (US$ 000) % ofLocal Foreign Total Local Foreign
Total Total
(a) Equipment andexisting lines works
(i) Motive power androlling stock 87 2,806 2,893 313 10,102
10,415 50.6
(ii) Japoma bridge re-construction 66 191 257 238 688 926
4.5
(iii) Track relaying 75 352 427 270 1,267 1,537 7.5
(iv) Reconstruction,Douala Station 100 160 260 360 576 936
4.5
(v) Miscellaneous worksand equipment 477 834 1,311 1,717 3,002
4,719 22.9
(vi) Training schoolextension 320 - 320 1,152 - 1,152 5.6
(vii) Contingencies 27 208 235 97 750 847 4.1
(b) Consulting services -economic study ofrealignrment 1 14 15 4
50 54 0.3
Total Project: 1,153 4,565 5,718 4,151 16,435 20,586 100.0
4.04 The following statement, which shows how the project will
be fi-nanced, includes, in addition to the cost of the works
(US$20.6 million),interest during construction (US$0.6 million)
included in the proposed Bankloan, making a total of US$21.2
million.
US$ million % of Total
(a) External resources
(i) Undisbursed balance of existing loans 4.6 21.6CCCE 2.7
12.5KfW .7 3.2BEI 1.2 5.9
(ii) Loans being negotiated 8.8 41.5CCCE 2.5 11.9French
suppliers 1.1 5.1Proposed IBRD loan 5.2 24.5
(iii) Loans to be negotiated 1.3 6.1
(iv) Training subvention (FAC) 1.1 5.4
Total, external sources 15.8 74.6
(b) Railway resources 5.4 25.4
Total project (including interestduring construction) 21.2
100.0
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4.05 Motive power and rolling stock include six 4B type
locomotives,3,600 hp, 90 box cars, 95 flat cars for the transport
of timber, six trail-ers, one railcar, four shunting engines and
various service and track main-tenance vehicles including one
ballast tamping machine. This equipment isnecessary to meet traffic
requirements and to replace old and inefficientstock.
4.06 The Japoma single track steel bridge over the Dibamba River
islocated 18 km from Douala on the main central line Douala-Yaounde
and istherefore of vital importance to the Regifercam traffic. The
stabilityof this bridge, 320 m long (two steel spans 70 m long and
three steelspans 60 m long), is imperiled by the sinking and
tilting of pier No. 1on which rest the extremities of the two 70 m
spans. Damage to thefoundations of pier No. 2 has also been noted.
The possibility of re-construction of the bridge at the same site
has been investigated andfound impracticable; it has therefore been
decided to build a new bridge250 meters upstream from the present
bridge and preliminary engineeringstudies have been made. The new
bridge will consist of five steel spans,each 35 m long; a
realignment of the track leading to the bridge will benecessary
over 2 km.
4.07 About 143 km of the main-line, Douala to Yaounde, are still
laidin rail of 26 kg/m and 27.8 kg/m, between 44 and 56 years old
and now indangerous condition on the curves, while still in
relatively good condi-tion on the straight sections. Pending a
decision regarding the proposedDouala-Yaounde realignment, the
Regifercam, faced with the urgent need torestore the existing line
to safe condition, has decided, as a minimumoperation, to relay
52.5 km and to use the good rails thereby released forthe
rehabilitation of the worst worn curves on the remaining 90.5 km.
Nomaintenance stocks are available as the existing types of rails
andsleepers are not now manufactured. The new track will be
equipped with36 kg/m long-welded rails, of manganese steel on the
sharp curves, con-crete sleepers with a density of 1,800 per km and
proper ballasting. Re-placement of the remaining 90.5 km will be
unavoidable within five yearswhether or not the realignment is
decided upon.
4.08 The Douala passenger and freight station has reached its
fullcapacity and cannot be expanded as it is situated in a densely
populatednarrow valley. Furthermore the shunting yard is frequently
flooded, creatingoperating difficulties which will become
unacceptable when traffic increases.A new location has been
selected and land acquisition almost completed.
4.09 In view of the increasing length of the network from 532 km
in1969 to 1,146 km in 1974 and the development of traffic which
will resultfrom line extension, the Regifercam must train an
increased number of staffrequired for track and rolling stock
maintenance and operations. The pres-ent training school can
accommodate only 100 trainees during a three-yeartraining cycle,
which will be insufficient to meet requirements. The con-struction
of additional administrative buildings, class rooms,
dormitories,etc., and the procurement of tools and machine tools
are proposed. Whencompleted, the training school will be capable of
receiving about 240trainees.
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C. The Proposed Loan
4.10 The proposed loan will finance the foreign exchange
component ofworks on existing lines for which finance has not
otherwise been secured andwhich are most urgently needed to
rehabilitate the railway and enable it tohandle the expected
increase in traffic. In addition, the proposed loan in-cludes
US$612,000 for interest and other financial charges due on the
loanduring the construction period. Tables 5 and 6 show the items
to be fi-nanced under the proposed loan for an amount of US$4.6
million, to whichshould be added interest during construction,
making a total of US$5.2 mil-lion.
4.11 The items to be financed under the proposed loan are
summarizedbelow:
(CFAF million) (US$ 000) % of Total
1. Track relaying 352 1,267 24.42. Rolling stock 604 2,175
41.83. Japoma bridge reconstruction 191 688 13.24. Consulting
services 14 50 1.05. Contingencies 113 408 7.8
1,274 4,588 88.26. Interest during construction 170 612 11.8
Total 1,444 5,200 100.0
4.12 Track relaying is discussed in paragraph 4.07. Rolling
stock in-cludes 185 freight cars and six trailers. One of the
larger shipping com-panies serving Douala has decided to introduce
a container service in thenear future. The matter was discussed
during negotiations because of itsbearing on the types of wagon to
be acquired. Regifercam agreed that newflat cars will be designed
to allow for the transport of standard sizecontainers. Bridge
reconstruction is discussed in paragraph 4.06.
4.13 The provision for consulting services in the proposed loan
is forthe cost of the economic study of the realignment of the
central line betweenDouala and Yaounde (para. 4.02). During
negotiations agreement was reachedon the terms of reference for the
study.
D. Execution of the Project and Procurement
4.14 The Regifercam is competent to carry out the project. Track
willbe relaid by the railways' own forces. The Regifercam, with the
help ofOCFT, is technically qualified and sufficiently equipped in
personnel tocarry out the engineering study, prepare bidding
documents and supervisethe construction by a contractor of the new
Japoma bridge.
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4.15 Cost estimates of the foreign exchange elements of the
project arebased on the most recent quotations obtained under
international competitivebidding for similar items financed by the
Bank. Engineering contingenciesof about 5% have been provided for
track renewal and 20% for the Japomabridge construction.
Preliminary investigation has shown that the subsoilat the site of
the new bridge offers the same poor resistance as that atthe site
of the existing bridge; for this reason, and to meet with
possibledifficulties in construction of the piers, a high
contingency has beenprovided. Price escalation contingencies of 5X
have been provided for allprocurement under the loan.
4.16 All project items to be financed by the loan will be
procuredthrough international competitive bidding in accordance
with the proceduresof the Bank, except:
(a) Ballast. Quantities are too small to attract
internationalbids. In any case ballast will most likely be provided
bythe Transcameroon contractor, who was selected after world-wide
competition. Only the foreign exchange component of thecost of
ballast (US$60,000) will be financed by the proposedloan.
(b) Rail welding material, to be used on existing equipmentand
which will be supplied by the usual supplier (foreignexchange of
US$70,000).
(c) Concrete sleepers and fastenings, which for
maintenancepurposes must be of the type adopted by the
Regifercamand already in use in many sections, will be suppliedby
SCBM (Societe Camerounaise de Beton Manufacture), alocal company
holding the concrete sleeper patent, atprices lower than imports.
It is proposed that theBank finance 75% of the cost (US$450,000)
representingthe foreign exchange component.
Total exceptions to international competitive bidding amount to
about US$0.6million or 11% of the total loan amount.
4.17 Project items to be imported through international
competitivebidding, totalling US$4 million or 76% of the total loan
amount, are:
(a) Track: about 4,500 tons of rail and fastenings.
(b) Bridge: steelwork.
(c) Rolling stock: about 190 freight cars, 6 trailers,
andspares.
The remaining 13% of the proposed loan will be used to pay for
consultingservices and interest during construction.
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4.18 Disbursements from the loan account will be made on the
basis ofactual approved foreign exchange expenditures for the
purchase of rails andfastenings, welding material and rolling stock
and for consulting services.In the case of concrete sleepers,
ballast and bridge construction, disburse-ments will be limited to
the foreign exchange component, estimated at 75% ofthe cost in each
case.
4.19 Opening and analysis of bids will be performed by a Railway
AwardBoard nominated by the General Manager of the Regifercam and
consisting ofheads of all Departments. The procedure is
satisfactory, and no undue delayis experienced.
4.20 The project is expected to start by mid-1970 and its
completionis forecast for the end of 1973. Any savings from the
loan should be can-celled. Disbursements from the loan account are
scheduled as follows:
US$ million
1970/71 1.46
1971/72 2.17
1972/73 1.57
Total: 5.20
5. ECONOMIC EVALUATION
A. Rail Relaying
5.01 The relaying with 36 kg material of sections of the central
linenow equipped with 26 kg and 27.8 kg track laid in 1914 and 1926
is imperativeand overdue. The capacity of the line would otherwise
rapidly be reduced tozero because of the extremely worn condition
of the existing rails. There isno question, as demonstrated in
paragraph 5.04, regarding the economic roleof the railway in
Cameroon compared to alternative modes. At best the
dis-continuation of rail service would result in the diversion of
the rail traf-fic to road transport at enormous cost to the
national economy. At worst, itcould mean that a large part of the
economic activity represented by presentand forecast rail traffic
would be sacrificed. The economic benefits fromavoiding such
drastic consequences would be enormous and could appear to jus-tify
the most lavish investment solutions. The loss to the Cameroon
economyfrom cessation of rail service in this critical section
would in a singleyear exceed the proposed investment cost. The real
economic question, there-fore, is not whether to replace the worn
rails and thereby maintain rail ser-vice, but when and to what
extent this rail replacement should be made. Thishas been the focus
for the economic analysis.
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5.02 Altlhough there are 143 km of old, worn rail, only 52.5 km
will berelaid at this time in view of the possibility of a major
realignment of thecentral line planned toward the end of the Third
Plan 1971/76. In the mean-time, the Regifercam will perform
patch-up maintenance on the remaining sec-tion with the second-hand
material recovered from the relaid section andhaving a residual
life of about five years for maintenance purposes. At theend of
this period, the remaining 90.5 km must be relaid. A detailed
analy-sis made by the Bank shows that given an opportunity cost of
capital of 10%,the timing and phasing of the investment as proposed
is the least cost so-lution and economically sound.
B. Japoma BridRe
5.03 Reliable engineering studies have shown that there is
continuoussinking and tilting of one pier. Although consolidation
work was done in1948, technical experts are of the opinion that
further work on the pierwould incur a high risk of accelerating the
sinking process. The same eco-nomic considerations apply as in the
case of track relaying; without thebridge there would be no rail
service. As the economic justification ofthe railway is undoubted,
the only question regarding the bridge replacementis that of
timing. The expert opinion of the engineers is that the bridgemay
become unsafe for use under traffic at any time. The consequences
interms of economic losses would be so large that the investment in
a newbridge must be considered as economically justified at this
time.
C. Freight Oriented Investment
5.04 It would be more costly to the Cameroon economy to move by
roadrather than by rail a volume of traffic equivalent to the
capacity of therolling stock and motive power to be acquired during
the project peried.The return on the investment in freight
equipment and the related open-lineworks and maintenance eouipment
has been estimated to be 36% by comparingthe railway incremental
cost to the corresponding road transport cost. Ad-ditional benefits
not taken into account are incremental road investmentand
maintenance costs which might well be incurred if heavy timber
trucksbegan operating on the road between Douala and Yaounde.
D. Passenger Oriented Investment
5.05 The investment in rail cars and trailers for the passenger
ser-vices will yield a 22% return on investment when compared to
the cost ofthe alternative of operating bus transportation. This
return takes intoaccount a minimum amount of increased roadway
maintenance which would benecessary if this traffic were
transferred to the road between Douala andYaounde.
E. Douala Station
5.06 Due to the inability of Douala yard to absorb the projected
in-crease in traffic and the physical impossibility of expanding
the yard onits present site, the Regifercam is proposing to
reconstruct it at another
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location. Although the data available do not permit an exact
economicevaluation, it was estimated that a 15% return on
investment would be ob-tained if the saturation of the present yard
resulted in the transfer ofonly 3,300 tons of timber or 2,100 tons
of general traffic to the road - anegligible tonnage compared with
the expected growth of traffic.
F. Douala-Yaounde Realignment
5.07 An engineering feasibility study is currently being made.
As theinvestment is likely to be very large, it is necessary that a
thorough eco-nomic evaluation should be made, and a sum of
US$50,000 has been included inthe loan for this purpose. The terms
of reference have been agreed betweenthe Regifercam, the Government
and the Bank.
G. Conclusion
5.08 The economic evaluation shows that the project, and
specificallythe items subject to Bank financing, is economically
justified. The sensi-tivity of the economic results to variations
in future traffic from thatforecast has been tested. The rail relay
and Japoma bridge investmentsare essentially replacements and are
fully justified without any trafficgrowth at all. The freight and
passenger rolling stock investments whichincrease system capacity
would earn an estimated 32% and 18%, respectively,if future traffic
grows at only half the rate forecast in this report.This low
sensitivity is caused by the fact that these rolling stock
acquisi-tions with 20-year economic lives will be fully utilized
with an increase inton-km of 118 million and pass-km of 29 million
respectively, or withinthree years even if traffic grows at only
half the forecast rate.
6. FINANCIAL EVALUATION
A. General
6.01 The Regifercam has financial autonomy, with powers to amend
tariffs,to raise loans and borrow by bank overdraft, approve
budgets and incur expen-diture on revenue and capital account. As a
corollary of its wide power, theRegie has the responsibility of
maintaining financial viability, primarily byeffecting economies,
and only thereafter by increasing tariffs. If Governmentshould
require the Regie to reduce any rate or fare, or should oppose any
in-crease thereof (after satisfying itself that all possible
economies have beeneffected), the Regie is to be compensated by the
Government for the loss aris-ing from Government's decision. Within
the period reviewed in this report,the latter provision has not
been invoked.
6.02 Railway rates and fares in the Cameroon are higher than the
generalaverage of other African railways. Costs are also higher
because of the com-paratively short-haul nature of the traffic
(much of it requiring shunting atwayside stations), the higher
maintenance cost of over-aged track and thelarge proportion of
light-powered units (400/600 hp) which are not equipped
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with controls to enable them to be run as multiple units with
one engine-crew.
Nevertheless, costs and prices are well below those of competing
road trans-
port, even when the latter is operating on good roads. When the
Transcameroonextension is completed, the average length of haul by
rail is expected to in-
crease from the present 206 km to over 400 km. This alone will
result in asubstantial reduction in cost per ton-km because of the
spread of terminalcosts over a much longer journey. By 1976/77 most
of the present small loco-
motives will have been replaced by modern power, track will,have
been relaid
in heavier material and perhaps realigned, thus leading to
further savingsin operating and maintenance costs. It is forecast
that costs per ton-kmwill then have been reduced by 30% and the
average revenue per ton-km by 25%,both at current prices. In real
terms the savings will be even greater and
should place the Cameroon Railways in a strong competitive
position vis-a-vis
road transport and the alternative rail/river routes through
Nigeria.
B. Past Financial Record
6.03 Table 7 shows the income account of the Regie for the past
six
years. Revenue from freight traffic has increased at an average
rate of
4-3/4% per annum - a slightly slower rate than the increase in
net ton-kmbecause of the disproportionate rise in lower rated
traffic, particularly
timber. No increases in rates have been levied. Passenger
revenues haverisen faster, at about 9% per annum - a combination of
6-1/2% annualgrowth in pass-km and an overall 10% increase in
fares. These figures are
indicative of healthy traffic growth. A temporary hesitation in
the up-
ward trend of freight receipts was experienced in 1968/69 and
this unfortu-
nately coincided with a higher-than-normal rise in operating
costs resulting
from a wages award of 4%, increased prices and consumption of
materials and
the engagement of extra staff in anticipation of the opening of
the Yaounde-
Belabo section of the Transcameroon extension. During the
six-year period
to 1968/69 the operating ratio averaged 84% and the return on
the net valueof the fixed assets about 5%.
6.04 Specifically, revenues and expenses have evolved as
follows:
NetOperating Operating operating Interest Netrevenue expenses
revenue charges income
(CFAF Million)
1963/64 1,674 1,447 227 - 227
1964/65 1,891 1,496 395 20 375
1965/66 1,946 1,639 307 27 280
1966/67 2,056 1,718 338 28 310
1967/68 2,193 1,755 438 22 416
1968/69 2,313 2,104 209 29 180
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- 21 -
6.05 The cash flow for the period 1963/64 to 1968/69, as shown
in Table8, may be summarized as follows:
CFAF % of fundsSource of funds: million applied
Cash generation from operations 3,465 36.6Less: Debt service 622
0.8
Cash generation net of debt service 2,843 35.8
Cash balances drawn down 677 8.5
Development grants 2,244 28.2
Long-term borrowing 2,134 26.9
Total funds available 7,898 99.4
CFAF % of fundsApplication of funds million applied
Working capital 71 0.9
Investment:
Existing lines 4,039 50.8
Transcameroon extension 2,835 35.7
Mbanga-Kumba extension 1,002 12.6
Total funds applied 7,947 100.0
Cash deficit at end of period, met by bank over-draft 49 0.6
6.06 The cash flow shows a vigorous cash generation from the
operationof a relatively small enterprise - sufficient to meet debt
service and work-ing capital requirements and provide a substantial
contribution to develop-ment. During the past six years, however,
the burden of debt service wascomparatively small. As will be seen
from the balance sheet (Table 9), theonly long-term debt
outstanding at the beginning of the period was one dueto CCCE for
CFAF 743 million for locomotives. The debt/equity ratio was
afavorable 12/88. During the ensuing six years the amount of
outstandingdebt increased to CFAF 2,301 million, mainly because of
borrowing for theTranscameroon extension, with the result that at
the end of June 1969 thedebt/equity ratio had increased to 23/77.
In the same period the net valueof the fixed assets increased from
CFAF 5,767 million to 9,935 million.The financial structure of the
Regie will change even more radically withinthe next five years, as
will be shown in the following paragraphs.
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- 22 -
C. Projected Financial Results
6.07 Table 7 gives a projection of the Regie's income account
for theperiod 1970/71 to 1977/78. The assumptions underlying the
projection are
detailed in the notes appended. In the light of past experience
an estimatehas been made of possible increases in wages and prices
of material and for
increases in costs resulting from the opening of the
Transcameroon extensionand the substantial increase in traffic over
the old lines. On the revenue
side no increase in freight rates is assumed; a 10% increase in
passengerfares is proposed in 1973/74 to offset rising costs.
Freight net ton-kmare expected to increase at the high rate of 16%
per annum, mainly becauseof the trebling of the length of haul to
and from the north via Yaounde.Average revenue per ton-km will
decrease as the average length of haul in-
creases, because of the effect of the taper in the rate scales;
an increas-ing proportion of low-rated timber traffic will
accelerate the same tenden-cy. The average revenue per ton-km in
1968/69 was CFAF 8.1; in 1976/77 it
is expected to be CFAF 5.9.
6.08 The projected operating results may be summarized as
follows:
Operating Operating Net operating Interest Netreceipts expenses
receipts charges receipts
(CFAF million)
1969/70 2,711 2,353 358 98 260
1970/71 3,041 2,641 400 145 255
1971/72 3,423 2,895 528 215 313
1972/73 3,854 3,139 715 272 443
1973/74 4,275 3,399 876 417 459
1974/75 4,775 3,709 1,066 456 610
1975/76 5,489 4,197 1,292 483 809
1976/77 5,838 4,534 1,304 540 764
1977/78 6,120 4,730 1,390 526 864
6.09 Critical yardsticks of earning power are expected to
fluctuateduring the forthcoming years as follows:
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- 23 -
Operating Times interest Debt service Return on netratio earned
coverage fixed assets
1969/70 86.8 3.7 4.7 4.4
1970/71 86.8 2.8 3.2 3.8
1971/72 84.6 2.5 2.9 3.8
1972/73 81.4 2.6 2.9 4.2
1973/74 79.5 2.1 2.4 4.7
1974/75 77.7 2.3 2.2 4.1
1975/76 76.5 2.7 2.0 3.8
1976/77 77.7 2.4 1.7 3.8
1977/78 77.3 2.7 1.8 4.0
Annualaverages 80.4 2.5 2.2 3.9
6.10 A relatively low return on net fixed assets will be earned
becausethe investment base will be increased by about 130% when the
final sectionof the Transcameroon extension is opened for traffic
and its cost is incor-porated in the books of account. The effect
of the extension on the generalfinancial situation of the Regie
will be discussed later in this report.
6.11 The forecast cash flow, as shown in Table 10, is
satisfactory.The projection includes, inter alia, all investment
needed to maintain ex-isting lines assets in good condition and to
increase their capacity tohandle the expected traffic growth. It
also includes expenditure necessaryto complete the Transcameroon
extension but excludes any investment in majorrealignment of the
existing main-line or any other extensions thereof.
6.12 In summary, the cash flow to the end of the project period,
i.e.,from 1969/70 to 1972/73, is expected to be as follows:
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- 24 -
CPAF % of fundsmillion applied
Source of Funds:
Cash generation from operations 3,579 15.1Less: Debt service
1,115 4.7
Cash generation net of debt service 2,464 10.4
Development grants:
For existing lines works 320 1.3For Transcameroon extension
10,854 45.8
Long-term borrowing:
For existing lines works -4,072 17.2For Transcameroon extension
6,544 27.6
Total funds applied 243254 102.3
Application of Funds:
Working capital 170 0.7Investment:
Existing lines works 5-,888 24.8Transcameroon extension 17,663
74.5
Total funds available 123 721 100.0
Cash surplus for the period 533 2.3
6.13 The balance sheets of the Regie are forecast in Table 11.
Thefollowing condensed summary of the balance sheets at the
beginning and endof the period under review indicates the manner in
which the financial con-dition of the Regie is expected to change
in the near future.
Balance Sheet as of June 30:
1969 1978(CFAF million)
Fixed assets, net value 9,935 35,952
Net working capital and trade investment 245 1.39010,180
37,342
Debt 2,301 14,585
Equity equivalent 7,879 22 J 5)
10,180 37,342
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- 25 -
6.14 Of the total increase of CFAF 26 billion (US$94 million) in
thenet value of the fixed assets, about CFAF 16.7 billion (64%) is
with respectto the construction of the Transcameroon extension and
CFAF 9.3 billion (36%)with respect to purchases of locomotives and
rolling stock, and existing linesworks such as track relaying in
heavier material, bridge reconstruction, anew station at Douala and
other works needed to handle the expected trafficgrowth. The
increase in long-term debt is attributable almost equally
toborrowing for the Transcameroon extension and to borrowing for
other works.A large proportion of the funds required to finance the
extension have beenor will be provided by development grants from
FED and FAC; such grantsare classified in the balance sheets as
"equity equivalent". The debt/equityratio, which was 23/77 at June
30, 1969, is expected to increase to 41/59in 1976 and to decline
thereafter, reaching 39/61 in 1978, the end of thereview
period.
D. Transcameroon Extension and its Effect on Railway
Finances
6.15 The development of northern Cameroon and southern Chad
dependsalmost entirely on the availability of cheap transport over
the long distanceswhich separate the territories from the sea. In
the past, the only routeavailable to Chad at a cost which was not
prohibitive was via Maidugari andthe Nigerian Railway. The Benue
River provided an occasional outlet fornorthern Cameroon.
Inefficient railway operation and civil war in Nigeriahave reduced
the capacity of the rail route and completely closed the riverand
have forced Chad to rely heavily on air transport for its more
urgentneeds. The alternative road transport route to Yaounde is too
costly toencourage its use except in emergency or for high value
goods.
6.16 With a combination of grants and loans on concessionary
terms fromFED, FAC, BEI and USAID, the Government of Cameroon
decided to construct theTranscameroon extension. The extension is
being built to high standardswith the intention of securing all the
benefits which modern railway operat-ing practices and technology
can provide. While the construction cost ishigh (US$80 million
equivalent), operating costs will be low. At the levelof traffic
forecast for 1977/78, full costs should be no more than one-halfof
comparable road costs, while incremental cost should be not more
thanone-quarter of the equivalent road cost.
6.17 The railway will charge rates much below road rates in
order toencourage development and thereby increase traffic over
both the old linesand the extension. Rates of CFAF 3.83 per ton-km
for timber and CFAF 6.1per ton-km for general merchandise are
proposed; the latter might well bereduced at a later date as it is
considerably above long-run variable cost.At these rates the
financial rate of return on the capital invested in theextension
will be no more than 1.5% in 1977/78 but even so, because of
theconcessionary terms of financing, cash generation will be ample
to meetdebt service and make a substantial contribution to future
investment re-quirements.
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- 26 -
E. Financial Rate of Return
6.18 One normal test of a railway's viability is that it should
beable to generate sufficient cash from operations to provide full
debt ser-vice coverage and make a satisfactory contribution toward
a capital de-velopment program properly related to the traffic
forecast. In the case ofthe Regifercam the cash flow projection
shows that, unless it undertakesnew extensions or other
extraordinary investments, the railway should be
able to do both of these things; in fact it should be able to
service itsdebt and contribute towards its normal investment needs
sufficient fundsto reduce the need for new borrowing to only 30% of
the investment. Asof 1975/76 the railway's outstanding debt is
expected to decrease.
6.19 Cash generation on this scale, when converted to net
operatingincome by deduction of adequate provision for depreciation
of fixed assets,and when related to the net value of the fixed
assets in service, requiresthat the Regifercam should maintain a
rate of return of 4% on the net valueof its fixed assets in
service, including those of the Transcameroon ex-tension. In the
particular circumstances of the Cameroon Railways, thisis
considered to be a satisfactory rate of return. The financial
projec-tions incorporate realistic forecasts of the improvements in
efficiencyand cost reductions which can be expected. Rates on the
established partof the system are already very high, and the
average length of haul is only200 km. To raise rates on this
traffic would run the clear danger of en-
coura,ing uneconomic development of road transport - i.e., the
transportof traffic by truck at a cost to the economy much higher
than the relevant
incremental costs of continuing to carry the traffic by rail.
Rates on
the extension to Belabo and the proposed rates for traffic on
the exten-sion to Ngaoundere, in the absence of precise information
on the size ofpotential demand and its elasticity, are set as low
as possible, consistentwith covering financial requirements, in
order to generate maximum traffic.To raise rates on these sections
would run the danger of dampening the
generation of production on which the long run economic
rationale for
building the extension rests. In any case, for large penetration
invest-
ments such as these, one could not expect high profitability for
many years.At some future date, when more is known of the potential
demand and itselasticity, a higher financial rate of return may
well be called for. In
the early years of operation, however, the need to encourage
developmentand increase output in a vast area where development has
hitherto been
inhibited by lack of low-cost transport must take precedence
over anydesire to maximize railway net revenue. During negotiations
agreementwas reached that the Regie will take such measures as are
necessary toenable it to earn an annual rate of return of not less
than 4% on the netvalue of its fixed assets in service.
F. Financial Implications of Proposed Future Extensions and
MajorRealignment
6.20 Without begging the question of whether the proposed
investmentsin extensions to Yokadouma and Victoria, and the major
realignment fromDouala to Yaounde are economically and financially
justified, it is clear
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- 27 -
that Regifercam cannot generate significant contributions to
their financ-ing in the next several years. These very large
additions to assets (75%)and system length (45%) would have to be
financed almost wholly from sourcesoutside the Regifercam. It would
normally not be expected that any enter-prise in a competitive
environment would be able to make a significant con-tribution to
such large capacity expansion from current surpluses. IfRegifercam
were to borrow the whole of the US$100 million equivalent re-quired
to finance these investments, its debt/equity ratio would
deteriorateto 65/35, which is not unsatisfactory for a public
enterprise. The debt/equity ratio could be expected to improve
thereafter, provided these in-vestments are economically and
financially sound.
G. Audit
6.21 In the past, the audit of Regifercam's accounts has been
carriedout satisfactorily by a Commissaire aux Comptes appointed by
the Ministersof Finance and Transport. The officer so appointed has
been the assistantto the Director of the Government Budget, an
arrangement which the Govern-ment intends to continue and which is
acceptable to the Bank.
7. RECOMMENDATIONS
7.01 During negotiations of the proposed loan, the following
matterswere discussed and agreed with the Government of the Federal
Republic ofCameroon and the Regifercam:
(i) establishment by the railway of a costing system (para.
2.15);
(ii) debt limitation covenant (para. 4.02);
(iii) economic study of track realignment and terms of
referencethereof (para. 4.13);
(iv) financial targets (para. 6.19).
7.02 The project provides a suitable basis for a Bank loan of
US$5.2million equivalent to the Regifercam, with a term of 25
years, includingfive years of grace.
May 12, 1970IBRD
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ANNEX 1
Page 1
CAMEROON RAILWAYS
Historical Review of Railway Development in Cameroon
The history of the Cameroon Railways starts in the early part
ofthe century. A 162-km line from Bonaberi to Nkongsamba (known as
thenorthern line) was studied in 1902, started in 1906 and
completed in 1911by the Germans. In early 1909 the construction of
the central line wasstarted and completed over 173.6 km to Eseka,
in 1914. The German Govern-ment had an ambitious program totalling
3,000 km of rail from Douala toTanganyika, through the Belgian
Congo, and from Douala to Fort Lamy andBangui. After the Fall of
Douala in 1914, the railway came under Britishmanagement until
early 1916, at which time it was handed over to
Frenchauthorities.
The French Government approved the continuation of the
centralline to Yaounde. It was started in 1922 and completed in
1927. Thedistance from Douala to Yaounde is 308 km.
According to the original German plan, the line was to go
south-westward through the Nyong River valley in the direction of
what is now theCAR, rather than to Yaounde. Following this same
alignment the French builta 60-cm gauge line from Km 240 at Otele
to Mbalmayo, 37 km, and opened itto traffic in early 1927. In
1932-33, this section was converted to metergauge. In early 1955,
the northern and the central lines were unified throughthe
construction of the bridge over the Wouri River and a railway from
Doualato Bonaberi. This permitted the integration of the railway
shops at Bassain 1957. After the federation of the Cameroons in
1961, with the expressedintention of unifying the two federated
states by an axis of heavy transport,a 29-km line from Mbanga in
East Cameroon (Km 76 on the northern line) toKumba, in West
Cameroon, was started in March 1964, opened to traffic to Edikiin
1965 and completed in April 1969.
In 1930 Milhau, a French engineer, had mapped out the
alignmentof a railway from Yaounde northward to Kaitia, with two
extensions, one inthe direction of Fort Archambault in Chad and the
other to laroua in north-ern Cameroon. Because of the economic
depression and the second World Warthe project kept being shelved.
It was not until 1961 that an agreement wasreached with FAC, FED
and USAID to provide finance for the construction ofthe
Transcameroon Extension, which was started in 1964. The first
sectionof the line was opened to Belabo (293 km) in 1969. The
second 335-km sectionwill be started in 1970 and is expected to
reach Ngaoundere in 1974. Theline follows a good portion of the
original Milhau Plan, except that atKm 349 it deviates to cross a
rich bauxite deposit at Martap and then goeson to Ngaoundere.
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ANNEX 1Page 2
Further projects are in the initial stages of consideration
forthe construction of a line from Yaounde to Yokadouma, near the
border ofthe CAR and from Douala to Victoria in West Cameroon.
SUMARY
Year Completed Route-km
1911 Northern Line, Bonaberi to Nkongsamba 162.0
1914 Central Line, Douala to Eseka 173.6
1927 Central Line, Eseka to Yaounde 134.8
1933 Branch Line, Otele-Mbalmayo 37.0
1955 Connection Bouala-Bonaberi, unifying thesystem 10.3
1957 Integrated Workshops at Bassa -
1969 Branch Line, Mbanga to Kumba 29.3
1969 Transcameroon Extension, Yaounde to belabor 29Y.,
Under Construction: Transcameroon Extension,
Belabo-Ngaoundere
Source: Henri Hamel, "Les Chemins de Fer du Camerfen&".
March 13, 1970
-
ANNEX 2
CAMEROON RAILWAYS
Composition of the Regifercam Board
President: Minister of Transport
Vice-President: Minister of Finance, or his representative
Members Representative of Minister of Commerce and Industry
Representative of Minister of Labor
Representative of Minister of Plan and Development
President of the Economic and Social Council
Director of Public Works, West Cameroon
Director of Public Works, East Cameroon
Director of Ports and Navigable Waterways
Representative of Chamber of Commerce
Representative of Chamber of Agriculture
Two representatives of railway workers
Director of the Office du Chemin de Fer Transcamerounaisduring
construction of the extension
March 13, 1970
-
ANNEX 3
Page 1
CAMEROON RAILWAYS
Proposed Line Realignment and Extensions
I. Douala-Yaounde Line Realignment
(a) Because of difficult operating conditions due to
extensivesections of sharp curvature in broken and confused
terrain,the Regifercam is considering the realignment of the
centralline between Douala and Yaounde to the same standards
asthose of the Transcameroon extension, namely:
500 m minimum radius curvesmaximum grade 1.25%600 m long
crossing stations
(b) This is a major work, the total cost of which has
beenestimated at about CFAF 8,800 million (US$32
millionequivalent). The Government has already contributed tothe
cost of the topographic and soil survey and detailedengineering
study, which are under the supervision of theOffice du Chemin de
Fer Transcamerounais, a Governmentagency in charge of the
construction of the Transcameroonextension. In addition to
improving the characteristicsof the line, it is expected that the
new alignment willreduce significantly the distance by rail between
Doualaand Yaounde.
(c) Regifercam believes that by 1980, assuming the
constructionof the proposed Yaounde-Yokadouma line, it will carry
some3 million tons of traffic (about two-thirds of which wouldbe
timber for export) and that such a volume of trafficcould not be
handled by the existing line which has 1.7%grades, 600 curves of
less than 300 m radius and 111 curvesof between 300 to 500 m
radius. It is claimed by theRegifercam that the proposed work will
reduce transportcosts because of the reduction in the length of
haul andgreater efficiency of operation.
II. Construction of the Douala-Victoria Railway Line
(a) The proposed line would branch off from the existing
Douala-Nkongsamba line at Km 12. It would be about 56 km long
andwould pass through the important town of Tiko.
(b) The total estimated cost of the project amounts to aboutCFAF
2,300 million (US$8.3 million equivalent).
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ANNEX 3Page 2
(c) The only reason for building this line would be to servethe
proposed new deepwater port at Victoria, the con-struction of which
is considered by Cameroon authoritiesto be needed to accommodate
larger ships than is possibleat Douala.
III. Construction of the Yaounde-Yokadouma Line
(a) This proposed new line, about 432 km long, is intended tobe
the first section of a rail link from Douala to Bangui;it would
serve rich forestry areas in east Cameroon andwest CAR and
encourage development in a large area (about1/5 of the total area
of Cameroon). If, and when, thisfirst section is extended to
Bangui, traffic from the CARwould flow, it is claimed, toward
Douala, in preferenceto Pointe-Noire (via Oubangui, Congo and the
Congo OceanRailway) because of the following advantages:
500 km reduction in route length,shorter transport
time,avoidance of the break of load in Brazzavilleport,reduction in
transport cost.
(b) The total estimated cost of this project amounts to someCFAF
17,000 million (US$60 million equivalent).
March 13, 1970
-
TAELE 1
CAMEROON RAILWAYS
Composition of Motive Power and Rolling Stock as ofJune 30,
1969
No. Weight HP Age.. Diesel Locomotives /
Main-line 6 52t 610 1952
12 54t 730 1955
3 54t 730 1960
2 54t 730 1964
4 56t 1,100 1969
5 8ht 2,200 1965
Shunting 10 22t 138 1955
10 30t 400 1965
9 30t 400 1968/69.. o
B. Railcars 7 43t 550 1964/65
C. Passenger Cars 68 - - 1949 to 1969
Capacity
D. Baggage and Mail Vans 12 20t - 1952 & 1964
E. Freight Cars
Flats 299 20-40t - 1948 to 1964
Gondola 149 30-4ot - 1948 to 1967
Box cars 400 20-30t - 1928 to 1965
Tank cars It 300hl - 1952
Special cars 6 17t - 1964
F. Irlivately O'wned Freight Cdj-'i 87 - - I)48 to 19C<
G. Service Vehicles 121 - - 1930 to 1960
/ Regifercam has been fully dieselized since July 1,
1955.January 30, 1970
-
TABLE 2
Q,UUC R*IIMLWA!
Su=al of ODerating Ststaitieo
1962/63 1963/61i 1 964f65 196/67 1967/68 1968/69I. TRAFFIC
Jassenger-km (million) 116.3 114.4 114-4 119.3 135.9 142.6
156.8Net ton-km (million) 142.6 157.5 IMA_ _ -Jt5.7 i80.6 203.2
205.3Traffic units (ton-Iu +
pass-km) (million) 258.9 271.9 287.3 29 .0 316.5 345.8 362.1
1 . OPERATIONS
Train-km (000) 1,580.4 1,677 1,821 1,817 1,867 1,896
2,162Main-line locomotive-km (000) 1,710.1 1,770 1,940 1,824 1,810
1j99 2,114Railcar-km (000) 105.4 99 168 263 421 4* 637Number of
engines in fleet
(i) diesel locomotives 25 27 26 25 28 28 32(ii) railcars S 32i 6
7 7
Tota 30 32 31 0-4 73Number of freight cars
ili fleet 1/ 736 840 84D 84 879 891 916Preight car-km (000)
14,751 14,630 14,630 13,933 1I ik314 14,543 15,411Locomotive-km per
locomotive-
day in use 218.9 214.9 249.6 2141 213.7 239.1 223.6Freight
car-km per wagon-day 54.9 47.7 48.3 41*14 145.0 44.7 46.0Traffic
units per locomotive
in fleet (million) 8.6 8.5 9-3 9.2 9.0 9.7 9.3Traffic units per
train-Iou 163.8 176.5 161.3 165.3 171.2 180.2 169.3Passenger-km per
passenger-
train-km (mixed train-kmand railcar-km) 122 119 114 II8 127 125
126
Pa.ssenger-km per passengercar-Io and railcar-lan 36 35 32 34 35
34 37
Passenger-km per passengercar and railcar in fleet(million) 1.9
1.9 1.9 2.0 2.4 2.b 2.3
Net ton-km per freight carin fleet (000) 194 188 206 209 205 228
224
Average turn-around offreight cars (days) 6.3 7.6 7.1 1.7 7.4
7.7 8.2
Net average load per freighttrain & mixed train (tons) 98
104 111 155 159 176 164
Actual average carrying capa-city per freight car 25.9 25.9 27*5
27.8 28.3 28.5 29.7
Average load of freight cars(loaded and empty) publictraffic
only (tons) 11 12 13 14 14 15 15
Average load of freight oars(loaded cars only) (tons) 19.8 21.7
22.0 22.3 21.4 22.8 23.0
III. STAFF
Number of employeea i/ 2,629 2,631 2,631 2,755 2,874 2,942
3,111Traffic unit per employee 98,500 103,300 10*,200 107,000
110,100 117,500 116,300
1' Excluding track maintenance cars. Average in stock during
tba- ;r.2 Average number employed during the year.
Marsh 4, 1970
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CAMEiROON RAILWAYS
Future Freight Traffic ('0o0 Tons)
A' DLiection of Exp,rtsOleaginous Timber: logs andand Palm sawn
'6) Animals
Bananas Products :ocoa Coffee Zotton Groundmits Sugar Aluwminum
Old Railway Transcamr. & Fo