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ARABFUNDFORECONO
OMICANDSOC
CIALDEVELOPM
MENT
RKSTUDY
ARABRAIILWAYNETWOR
A
ARABFUND
DFOR
FINALREEPORTEXECUTIVESUMMAR
RY
ECONOMICANDSOCIALLDEVELOPM
MENT
ARA
ABRAILW
WAYNETTWORKSSTUDY
REF..T/11
1/1103
ORIGINAL
Octobe
er2012
FINA
ALREPOR
RTEXECU
UTIVESUM
MMARY
in as
ssociation with
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ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT - EXECUTIVE SUMMARY
PROJECT SYNOPSIS
Project title:
Contracting Authority:
Consultant:
Beneficiary Countries:
Morocco, Mauritania, Tunisia, Algeria, Libya, Egypt, Sudan, Somalia, Djibouti, Saudi Arabia,
Yemen, Oman, United Arab Emirates, Qatar, Bahrain, Kuwait, Iraq, Syria, Lebanon, Palestine and
Jordan
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To communicate the study results through the organization of seminars and events in all macro-regions identified
and, finally, at the Client Headquarter.
Phase I:
Phase II:
Phase III:
Phase IV:
Phase V:
Phase VI:
Phase VII:
Target groups:
Contract signature:
Closure Date:
October 2012
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FINAL REPORT - EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
ENGLISH VERSION
The Arab Region is characterized by a plurality of political systems and economic structures. Likewise, the rail
industry shows a high degree of heterogeneity, ranging from the complete absence of railways to the
existence of a developed network with traffic levels of primary magnitude.
Nevertheless, the increasing trend of integration / cooperation processes progressing within the Arab Region is
evident. Such a trend involves a variety of matters (development of regional infrastructure projects, common
trade agreements) at different political levels (from the neighbour countries level to the Arab League level)
and shows the ambitious and long run perspective of a unique economic market.
In the specific transport sector, due to the inclination of Arab countries to establish local and regional railway
networks, and in view of the economic and social benefits of the railway transport as a reliable and safe
transport alternative, it has become crucial the outline of a comprehensive scheme of the Arab railway
network, incorporating both existing and planned rail networks, allowing:
i)
ii)
iii)
the lay down of the groundwork to link the Arab region with neighboring countries.
The Project of the Arab Rail Network aims therefore at the creation of an interoperable, complete and modern
regional railway system.
As a consequence, the implementation of a future Arab Core Railway Network is one of the largest and most
ambitious Projects of the world in the 21st century. It translates the vision of the League of Arab States,
represented by the Arab Transport Ministers Council, who identified the completion of inland linkages (both
road and rail) between all member States, as high priority for the development of its territories.
This infrastructural work, involving a territory 13, 3 million km2 wide which includes North Africa and a large
part of Middle East, represents one of the milestones of a larger general plan finalized to the economic
development and improvement of living conditions for about 360 millions of Arab Citizens.
The Project involves all the Countries members of the League of Arab States, with the exception of the Comoro
Islands, which are: Egypt, Iraq, Jordan, Lebanon, Saudi Arabia, Syria, Yemen, Libya, Sudan, Morocco, Tunisia,
Kuwait, Algeria, United Arab Emirates (UAE), Bahrain, Qatar, Oman, Mauritania, Somalia, Palestine, Djibouti.
Looking at the current situation of the transport connections within the Arab countries, the magnitude of the
effort of the Project on the technical side is noticeable. On the other hand, it's important to note that not only
engineering and technical issues, but also institutional and legal requirements, have to be identified and put in
4
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FINAL REPORT - EXECUTIVE SUMMARY
place in order to make the Network act as one of the pillars of the economic and social development of the
Arab Region.
In fact, the key success factor of the Arab Railway Network Project will be a tangible development of
international railway services, both freight and passengers. The strong increase of international traffic, far
beyond the actual low level, will foster the economical and financial sustainability of the Project in the long
run. In other words, a crucial point of the Project is to ensure not only the construction of a standalone
infrastructure but also to make it act effectively as a strong traffic backbone.
The complexity of this project is also manifested in the associated technical-operative features related to the
large geographical extension of the work which brings to consider a very high number of railway projects
theoretically interesting, the parallel development of national projects driven by different factors and the need
to offer a technical framework enabling balanced political choices involving environmental, institutional and
socio-economic aspects.
AFESD (Arab Fund for Economic and Social Development) was committed to finance the Arab Railway Network
Study for the implementation of this Project, with the scope to define, on the basis of the existing studies and
plans, the main rail axes of the network and to analyze its overall feasibility from technical, environmental and
economic-financial points of view, in compliance with the time horizon and with the local and international
regulation.
In particular, the wider project objectives are:
To provide a comprehensive vision for the integration and linkage of the Arab railway networks,
suggesting the necessary time schedule and conditions for its implementation.
To highlight missing sections and corridor locations of the major regional axes linking the Arab
countries, in addition to drawing their technical specifications.
To propose a ranking of the railway projects of regional relevance through assessments on transport,
engineering, environmental and economic aspects, and to plan their implementation according to
strategic importance and expected return on investment.
To design the guidelines for an effective implementation of the Project from a regulatory perspective.
In the end, to provide to the Client (AFESD) a valid instrument for project funding appraisal in the rail
sector across the Arab Region and to the various Project Beneficiaries important elements for further
development within each countrys National Plan.
***
The Study has been conducted in seven subsequent Phases, further aggregated into three Macro Stages,
whose results are recalled in the present Final Report
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ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
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FINAL REPORT - EXECUTIVE SUMMARY
Phase I:
STRATEGIC
PLANNING STAGE
TECHNICAL
INSIGHT
STAGE
ACTION PLAN
Phase VII: Preparation of Scheme Documents and Recommendations STAGE
Fig. E.1: General flow of activities of the Arab Railway Network Study
The present Final Report recalls the entire Study development and incoroporates the comments received by
different Beneficiaries after the Draft Final Report Submission submitted in June 2012.
The STRATEGIC PLANNING STAGE (Phases I and II), described in this Final Report at Chapters 1 to 3, was aimed at
achieving a final definition of the main macro axes of the Arab Core Railway Network;
developing forecasts and projections on the future growth in rail passenger and freight traffic;
defining and preliminarily assessing the infrastructural needs for the realization of the ACRN;
establishing preferred solutions when alternative routes were found along some of the proposed rail
regional connections;
proposing a preliminary ranking of the different projects to the Client and the Beneficiaries.
All the mentioned activities, initially performed considering the network structuring in 18 axes, as introduced
by ESCWA and UAC, were then recalibrated on a smaller and more functional set of 6 conventional MacroAxes (details to be found at Chapter 2.1 of this Final Report), grouped according with the functional roles of
the transportation links included.
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Macro Axis 1: Maghreb (aggregating the axes identified as R50 and R95, and linking from west to east
Mauritania, Morocco, Algeria, Tunisia, Libya);
Macro Axis 2: Nile Valley (aggregating the axes previously identified as R50, R45, R70, R34 and R60,
linking Egypt, Sudan, Palestine);
Macro Axis 3: Turkey-Red Sea (aggregating the axes previously identified as R25, R20, R35, R27, linking
from north to south Syria, Jordan, Lebanon. Saudi Arabia, Yemen)
Macro Axis 4: Mediterranean Sea-GCC axis (aggregating the axes previously identified as R10, R05 and
R82 linking from north to south Syria, Jordan, Iraq, Kuwait, Saudi Arabia, Qatar, Bahrain, Emirates,
Oman)
Macro Axis 5: East-West Saudi Arabia links (aggregating the axes previously identified as R15 and R80
linking together Saudi Arabia and Jordan)
Macro Axis 6: Gulf of Aden (aggregating the axes previously identified as R05, R90 and R25, linking
together Oman, Yemen, Djibouti, Somalia).
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ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
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FINAL REPORT - EXECUTIVE SUMMARY
After having estimated the traffic flows running across a theoretically completed Arab Core Rail Network (see
chapter 2.2), having then estimated the costs associated to all the identified projects (see chapter 2.3), having
finally solved the problem of establishing the right solutions when alternative routes were found along some
of the macro axes of the ACRN (chapter 2.4), all the achieved data were then used to produce a ranking
evaluation of the different projects, making substantial use of the Project Cost-Effectiveness criteria (see
chapter 3.1).
Following this procedure, the Consultant obtained the following substantial results:
the identification of a global ranking of projects for each Macro Axis and for the entire Arab Core
Railway Network;
the identification of three groups of priority projects (subdivided into short term, medium term and
long term) per single Macro Axes and for the entire Arab Core Railway Network, based on logical
assumptions on funds allocation at different time horizons and timeline for practical implementation
of the rail projects;
the corresponding data on lengths and costs associated to each one of the subsequent steps of
realization.
The final map representing the sequence of realization of the entire set of projects identified in the 21
Countries of the Arab League is presented here following
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Fig. E.3 Arab Core Railway Network (Macro Axes 1, 2, 3, 4, 5 and 6). Project Priorities
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ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
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At aggregate level (implementation of the entire ACRN) the final figures obtained by this Phase of the Study
were the following:
total Arab Core Railway Network overall length: about 30,400 km, out of which about 19,000 km of
missing and upgrading links;
14 independent rail projects (for a total extension of approximately 5,500 km) spread across the entire
Arab region but with a higher concentration in the Middle East area, were considered for a short
period implementation;
overall investment cost (including civil, technological, land and environmental costs) of almost 89
BUSD, out of which
o
24.6 BUSD for projects of First Priority ranking (29.68 taking into consideration also
engineering phases and first rolling stock investments);
After having completed the Strategic Planning Stage, during the TECHNICAL INSIGHTS STAGE, attention was
focused on the Technical and Economical Insights of the projects included in the first group of priorities, with a
view to achieve the needed inputs for the subsequent Action Plan Stage.
Table E.4 First priority projects
Project
N.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Country
Morocco
Tunisia
Algeria -Tunisia
Sudan
Syria
Syria
Syria
Syria Jordan
Jordan
Jordan
Jordan Iraq
Saudi Arabia Yemen
GCC countries
Oman
From
To
Marrakech
Essaouria
Tunis
Gabes
Souk Aras
Tunis
Khartoum
Atbarah
Aleppo
Damascus
Lattakia
Tartous
Mhine
Deir Er Zoor
Damascus
Amman
Amman
Aqaba
Zarqa
Saudi border (Haditah)
Saudi Juntion
Mafraq Rutba
Jeddah
Mocha
KSA Border - Salwa - Dubai + link Salwa-Doha
Muscat
Sinaw
MA
Length
[km]
1
1
1
2
3
3
3
3
3
5
4
3
4
6
187
356
229
306
392
76
363
202
379
118
652
1,089
990
145
A series of studies (see Chapter 4.1) was produced accordingly bringing together the following technical and
economic considerations:
10
A.F.E.S.D.
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT - EXECUTIVE SUMMARY
a review of the passengers and freights rail demand volumes already evaluated during the Phase II
of the Study, including an analysis of the without project scenario;
a more detailed engineering and alignment study, to obtain the recommended project alignment
and a description of some details (spacing of stations, maintenance workshops and depots, border
crossing installations etc.);
an operating model of the line, based on specific assumptions on rolling stock types, technological
systems and operating systems, aimed at proposing future rail services for both passenger and
freights;
a more accurate evaluation of the capital costs and a new evaluation also of the operating costs of
the line.
a specific environmental analyses dealing with the identified first priority links, including
o
a general description of the corridors from the environmental point of view and of the key
significant (sensitive) components;
an evaluation of the significant impacts and of the mitigation and monitoring strategies
and measures.
a revenue, operating, economic and financial model to serve the needs of decision makers aimed
at achieving the typical financial and economic indicators (Net Present Value (NPV), Internal Rate
of Return (IRR), etc.) within the following analysis:
o
economical;
financial, under the double assumption of i) the entire package of construction + rolling
stock + maintenance of the infrastructure + operation of the line in the hands of one
subject (public or private); ii) only the package of rolling stock + maintenance of the
infrastructure + operation of the line in the hands of a private subject.
By this approach, combining together the contents of the different phases III, IV and V of the study, the
Consultant produced single, self-sustaining Pre-Feasibility Studies of the links at stake, aimed at
o
enabling the Client to produce his specific evaluation in the framework of the overall Arab Rail
Network Study and, at the same,
producing independent and helpful studies, to be possibly used by the involved Beneficiary Country
within a regional or a country strategy.
11
14
13
12a
12b
12
1
2
3
4
5
6
7
8
8a
8b
9
10
11
11a
11b
Proj.
N.
3
3
1
1
1
2
3
3
3
3
3
3
3
5
4
4
4
MA
From
To
Mocha
Jeddah
Marrakech
Essaouria
Tunis
Gabes
Souk Aras
Tunis
Khartoum
Atbarah
Aleppo
Damascus
Lattakia
Tartous
Mhine
Deir Ez Zor
Damascus
Amman
Syrian section
Jordan section
Amman
Aqaba
Zarqa (Amman)
Saudi border
Saudi junction
Mafraq Rutba
Jordan section
Iraq section
TOTAL
R05/82
R05/82
R25
R25/60
R15
R40
R50
R50
R50
R45
R25
R35
R20
R25
Axis N
1,468
356
229
306
392
76
109
Existing lines
(upgrading
required)
(km)
4,016
145
991
718
371
1089
254
202
107
95
379
118
651
253
398
187
MISSING
LINKS
(Km)
24,557.49
1,361.60
6,082.00
2,916.60
1,074.20
3,990.80
1,858.90
1,780.00
1,974.00
744.9
723.4
143.9
936.09
1,097.60
488.3
609.3
1,973.00
240.7
1,650.60
372.9
1,277.70
Line
investment
[MUSD]
25,229.93
1,412.28
6,082.59
3,025.73
1,114.95
4,140.68
1,931.74
1,846.72
2,050.38
774.68
723.40
149.62
973.21
1,136.71
505.70
631.01
2,045.81
248.67
1,713.44
387.10
1,326.34
Line investment
[MUSD]
(including
engineering)
**Rolling stock costs of Project 13 (GCC corridor) are estimated on basis of percentage between RS and other capital costs of Jeddah-Harad
*Amman-Aqaba e Zarqa-Saudi Border RS costs are estimated on basis of percentage between RS and other capital costs of Damascus-Amman
Morocco
Tunisia
Algeria/Tunisia
Sudan
Syria
Syria
Syria
Syria/Jordan
Syria
Jordan
Jordan*
Jordan*
Jordan/Iraq
Jordan
Iraq
Saudi
Arabia/Yemen
Saudi Arabia
Yemen
KSA/Qatar/UAE
**
Oman
Country
A.F.E.S.D.
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
4,451.18
72.28
674.13
335.34
333.68
669.02
521.60
363.14
247.31
198.80
617.00
226.41
142.51
115.93
57.97
57.97
208.65
25.36
369.02
184.51
184.51
12
First Rolling
stock
investment
[MUSD]
29,681.00
1,485
6,757
3,361
1,449
4,810
2,453
2,210
2,298
973
1,340
376
1,116
1,253
564
689
2,254
274
2,082
572
1,511
Total initial
investment
[MUSD]
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FINAL REPORT EXECUTIVE SUMMARY
At national level, data of investments resulting from the above mentioned priority projects are the following
Country
Line
investment
[MUSD]
First Rolling
stock
investment
[MUSD]
Total initial
investment
[MUSD]
Saudi Arabia
Tunisia*
UAE
Jordan
Syria
Morocco
Iraq
Oman
Yemen
Sudan
Qatar
5,146.31
3,897.10
3,682.72
3,312.59
2,351.93
1,931.74
1,326.34
1,412.28
1,114.95
774.68
279.28
570.36
610.45
408.16
476.49
1,043.89
521.60
184.51
72.28
333.68
198.80
30.95
5,716.67
4,507.55
4,090.88
3,789.08
3,395.82
2,453.34
1,510.85
1,484.56
1,448.63
973.48
310.23
Even if the projects analysed by Italferr are referred to countries that are very different both in terms of
geographical position and extension and in terms of socio-economic situation, a common thread may be
identified among the different projects. This thread is identified by the results of CBAs that even within
different range of extension follow some common results:
Financial analyses generally give negative results for cases a (including main infrastructure
investment) and differently positive results for cases b (investor exempt from main infrastructure
investment), except for the last considered project (Muscat Sinaw);
Results are presented into the following tables that respectively present the values obtained for C/B ratio and
for the IRR (when available)
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FINAL REPORT EXECUTIVE SUMMARY
Table E.6 Values of B/C ratio for the eleven projects analysed by the Consultant
Economic
analysis
4.04
Financial
analysis "a"
0.91
Financial
analysis "b"
1.83
2.06
0.46
1.21
2.98
0.52
1.79
2.16
0.83
1.62
1.43
0.70
1.05
7.22
1.07
1.44
8.14
0.98
2.11
1.83
0.68
1.40
1.69
0.34
1.09
5.20
0.59
1.34
1.48
0.23
0.84
Project
Marrakech Essaouria (Morocco)
Table E.7. Values of IRR for the eleven projects analysed by the Consultant
Economic
analysis
20.69%
Financial
analysis "a"
3.86%
Financial
analysis "b"
25.44%
10.84%
n.c.
9.39%
15.37%
n.c.
21.64%
12.79%
n.c.
19.21%
8.83%
n.c.
5.72%
38.19%
5.77%
11.29%
33.13%
4.82%
44.18%
10.55%
n.c.
28.43%
9.69%
n.c.
7.74%
23.93%
n.c.
17.95%
8.42%
n.c.
n.c.
Project
Marrakech Essaouria (Morocco)
As a general comment, the above results are not far from those encountered by the Consultant during its
previous experience in other project. Negative financial results for railway projects when a full investment
(including infrastructure) is considered are usual. This is generally due to the high initial value of the
investment for the infrastructure: not incidentally, negative results for cases a turn into positive results for
cases b, when the investor is exempted from carrying out the infrastructure investment.
In particular, all the achieved CB Analysis results demonstrated the good economic feasibility of the
investments identified, even under the precautionary hypotheses assumed by the Consultant, who did not
take into account any external benefits (such as safety, environment) of the projects, which would surely
further improve the benefits of the society as a whole.
14
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FINAL REPORT EXECUTIVE SUMMARY
Also for projects of second and third priority a similar procedure aimed at identifying a smaller number of
projects clearly identifiable from a transportation point of view was conducted, obtaining a further set of 28
projects
Tab. E.8: Second and third priority projects of the Arab Core Railway Network
Project
N.
Country
From
To
MA
Length
[km]
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
Algeria
Sudan
Somalia
Oman
Iraq Kuwait
Oman
Yemen
UAE Oman
Morocco
Morocco
Tunisia
Sudan
Sudan Egypt
Egypt Palestine
Egypt
Syria
Libya Egypt
Djbouti Somalia
Egypt
Jordan KSA
Jordan
Lebanon Syria
Mauritania Morocco
Oman Yemen
Qatar Bahrain
Jordan Palestine
Lebanon Syria
Syria Lebanon
Bechcar
Atbarah
Bosaso
Sinaw
Al Shouiba
Ad Duqm
Behlaf
Dubai
Fez
Essaouira
Gabes
Abu Hamad
Abu Hamad
Bir el Abd
Kharga
Middan Abbes
Benghasi
Djbouti Port
El Firdan Bridge
Batn Al Ghoul (km 360 NS)
Mafraq Juction
Sour
Nouadhobou
Thumrait
Doha
Irbid
Beirut
Homs
1
2
6
6
4
6
6
4
1
1
1
2
2
2
2
3
1/2
6
2
3
3
3
1
6
4
3
3
3
840
475
1310
290
296
555
711
440
314
766
180
245
569
174
465
117
871
760
370
820
65
195
883
1076
166
314
139
113
Even if with different level of details depending on the degree of insight developed, a series of project fiches
was prepared for all the projects needed to be implemented, with the indication of the main results achieved
in the feasibility analysis carried out for the projects 1 to 14 (priority projects, see Chapter 4.3) and during the
Planning Stage for projects 15 to 42 (medium and long term projects, see Chapter 3.4).
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FINAL REPORT EXECUTIVE SUMMARY
***
Approaching this large scale, multilateral and multi-regional developmental project necessitated that also
environmental issues were dealt with different levels.
As such, the overall approach used here for identifying environmental benefits, impacts and mitigations was
divided into two levels; namely: (a) a High-Level strategic processes dealing with the complete network as an
integral entity; and (b) a more specific approach dealing with the identified first priority links.
A stepped approach was adopted ensuring that environmental aspects were addressed the whole while. At
the onset, country wide environmental statements were developed providing an overall understanding and
comparison between the state of environment in the different countries comprising the Arab League. This
overall understanding laid the ground for a more detailed environmental vulnerability ranking which
supported the Multi-Criteria Analysis used in three cases to determine the optimal corridor -among several
alternatives- for certain links.
The environmental benefit (sustainability), impact and mitigation were then evaluated at a high-strategic-level
for the entirety of the network.
In particular, in order to quantify the environmental benefits achieved by the future adoption of a TransArab
Railway Scheme, a general estimation was carried out by the Consultant to evaluate the significant major air
pollutants emissions savings obtained considering the assumed diverted freight and passenger traffic volumes
from road to railway.
All of this was further detailed for the 14 priority projects, identifying specific sustainability indicators, possible
impacts, mitigation measurements and monitoring plans for each project. As part of the detailed EIA
environmental sensitivity maps were developed for each project.
See Chapter 5 of this Final Report for a Non Technical Summary of the Environmental Impact Assessment study
carried out for the Arab Railway Network.
***
Based on the technical, environmental and economic framework developed through the previous activities, an
ACTION PLAN STAGE was tackled in the last part of the Study (See Chapter 6 of this Final Report) by the
Consultant, having in mind that not only engineering and technical issues, but also institutional and legal
requirements have to be identified and put in place in order to make the identified regional Arab Core Rail
Network act as one of the pillars of the economic and social development of the Region.
As a matter of fact, to build the infrastructure and to create international interoperable corridors are already
titanic tasks. Nevertheless, the infrastructure is, in itself, a necessary but not sufficient condition. In fact, any
benefit expected by the investment comes just if on this infrastructure a reliable, attractive and competitive
transport service is available at the right time and at the right cost.
16
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FINAL REPORT EXECUTIVE SUMMARY
In order to allow this process to occur, a primary goal have to be enlighten, that is a substantial reduction of
the obstacles to the international railway traffic in the region. Such a process concerns not only common
technical matters related to infrastructure standards: as well common technical and operational matters
related to rolling stock have to be put in place.
The inherent complexity of the Project, due both to its international scale and technical magnitude, calls for
different levels of political decision process. At the same time a strict relationship among those levels is
required in order to put in the right phase all the actions concerned by the Project.
To match these specifications, a massive effort is required, on one hand to coordinate several organizations,
operating at different levels with different nature, background and behaviour and, on the other hand, to
manage a huge capacity building in many knowledge fields to the benefit of the existing subjects and to the
new ones to be started-up.
An effective governance of the master plan implementation plays therefore a crucial role in the matching
objectives and it must be based on an organizational structure with clear roles and carefully planned tasks.
In accordance with these principles, the Governance architecture proposed by the Consultant and fully
described at Chapter 6 of this Final Report is based on the three following levels:
For the Overall Governance Level (Level 1), a new Arab Railway Network Agency (ARNA) should be created
on purpose under the direct control of LAS, to become the main central actor for the implementation of the
Arab Railway Network. A similar decision was taken in Europe to implement the Trans European Transport
Network when the European Commission created the Executive Agency for the Trans European Transport
Network ( TEN-T EA).
The Axes Level (level 2) will be crucial for bridging the general objectives of the Level 1 into the practical
actions of Level 3. The main focuses should be:
a. coordination
b. political co-decision with mutual obligation among States
c. financing along the axis.
The core function of Level 2 will be to submit for approval to level 1 the project proposal for each of the
projects (14 projects in phase I and 28 projects in phases II and III). For the 14 projects of phase I, the project
proposal should consist in:
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i.
ii.
iii.
The organs at National level (Level 3) should consist of a project-office of the Ministry of Transport of the State
and should play a major role to put in practice all the operational functions of the program, such as the
management of the detailed design of each project, the project procurement phases, the project
commissioning, testing and supervision.
Tab. E.9: Organization Chart for the Governance Architecture
Another crucial point to be faced at overall level is the identification of common technical standards for
railways, which is not only a problem related to technical contents and knowledge, but also to the actors of
the institutional framework. As far as interoperability is concerned, a specific branch of the Agency should
represent the operative tool at supranational level and be in charge of the task of Arab common Technical
Standards for Interoperability (ATSIs) preparation for the approval at the supranational political level.
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The Arab railway systems have to evolve towards organisational forms able to develop commercial and
business orientation, with the provision of international services being one of the preferential field to reach
such a target. The range of interoperability guaranteed by the future network could help railways to
concentrate the efforts on the field of commercial cooperation, developing form of alliances able to catch the
market opportunities. A cooperative model among railway undertakings (service operators) suggests the
possibility to create different kind of collaboration among railways operators in order to prepare the future
options of the competitive model according to the evolution of the overall integration trend of the Arab
region. A series of commercial agreements for international traffic, for both passenger and freight services, is
presented at the end of the Action Plan Chapter.
A time bound program, covering all the activities to be done to reach the activation of the service on the newly
constructed/reconstructed lines
Activity 0 - DELIVERY OF THIS STUDY: delivery of the present study to the Arab Fund for economic and
Social Development in its final version.
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FRENCH VERSION
La Rgion arabe est caractrise par une pluralit de systmes politiques et de structures conomiques. De la
mme manire, l'industrie ferroviaire montre un haut degr d'htrognit, s'tendant de l'absence
complte de chemins de fer l'existence d'un rseau dvelopp avec des niveaux de trafic de premire
importance.
Nanmoins, la tendance croissante d'intgration/les processus de coopration qui progressent dans la rgion
arabe sont vidents. Une telle tendance implique une varit de questions (dveloppement de projets
d'infrastructures rgionales, accords commerciaux communs) diffrents niveaux politiques ( partir du
niveau des pays limitrophes au niveau de la Ligue arabe) et prsente des perspectives ambitieuses et long
terme d'un march conomique unique.
Dans le secteur spcifique des transports, vu l'inclination des pays arabes la mise en place de rseaux de
chemin de fer locaux et rgionaux, et compte tenu des avantages conomiques et sociaux du transport
ferroviaire en tant qu'alternative de transport fiable et sre, il est devenu crucial d'baucher un schma global
du rseau de chemin de fer arabe, incorporant les rseaux ferroviaires existants et ceux prvus, permettant :
i)
ii)
iii)
la dfinition des bases pour connecter les pays arabes avec les pays avoisinants.
Le Projet du Rseau ferroviaire arabe vise donc la cration d'un systme ferroviaire rgional interoprable,
complet et moderne.
En consquence, la mise en uvre d'un futur rseau ferroviaire arabe principal est un des plus grands et plus
ambitieux projet mondial du XXI me sicle. Il traduit la vision des tats de la Ligue Arabe, reprsente par le
Conseil des ministres arabes du transport, qui a identifi l'achvement des liaisons intrieures (la route et le
rail) entre tous les Etats membres, comme une priorit de premier ordre pour le dveloppement de leurs
territoires.
Ce travail d'infrastructure, concernant un territoire 13, 3 millions de km2, comprenant l'Afrique du Nord et
une grande partie du Moyen-Orient, reprsente une des tapes d'un plus grand plan gnral visant le
dveloppement conomique et l'amlioration des conditions de vie d'environ 360 millions de citoyens arabes.
Le projet concerne tous les pays membres de la Ligue des tats arabes, l'exception des les Comores, cest
dire: L'Egypte, l'Irak, la Jordanie, le Liban, l'Arabie Saoudite, la Syrie, le Ymen, la Libye, le Soudan, le Maroc, la
Tunisie, le Kowet, l'Algrie, les Emirats Arabes Unis (UAE), le Bahren, le Qatar, l'Oman, la Mauritanie, la
Somalie, la Palestine, et Djibouti.
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En regardant la situation actuelle des connexions de transport au sein des pays arabes l'ampleur de l'effort que
reprsente le projet du point de vue technique est notable. D'autre part, il est important de noter que non
seulement les problmes techniques et d'ingnierie mais galement les exigences institutionnelles doivent
tre identifies et prises en compte afin de faire en sorte que le rseau reprsente un des piliers du
dveloppement conomique et social de la rgion arabe.
En fait, le facteur cl du succs du projet du rseau de chemin de fer arabe sera un dveloppement tangible
des services de chemin de fer internationaux, tant du fret et que des passagers. La forte augmentation du
trafic international, bien au-del du faible niveau actuel, favorisera la viabilit conomique et financire du
projet sur le long terme. En d'autres termes, un point crucial du projet est de garantir non seulement la
construction d'une infrastructure autonome mais aussi de faire en sorte qu'il soit effectivement une colonne
portante du trafic.
La complexit de ce projet se manifeste aussi par les caractristiques technico-opratoires associes relatives
l'extension gographique importante des travaux qui amne considrer un nombre trs lev de projets
ferroviaires thoriquement intressants, le dveloppement parallle des projets nationaux conduits par
diffrents facteurs et le besoin d'offrir un cadre technique permettant des choix politiques quilibrs
impliquant les aspects environnementaux, institutionnels et socio-conomiques.
AFESD (le Fond Arabe pour le Dveloppement Economique et Social) a t commis pour financer l'tude du
rseau de chemin de fer arabe, pour la mise en uvre de ce projet, dans le but de dfinir, sur la base des
tudes et des plans disponibles, les axes ferroviaires principaux du rseau et d'en analyser sa faisabilit du
point de vue technique, de l'environnement et conomico-financiers, conformment aux dlais prvus et aux
rglements locaux et internationaux.
En particulier, les objectifs plus larges du projet sont :
Fournir une vision complte de l'intgration et des connexions des rseaux ferroviaires arabes, en
suggrant les chances temporelles et les conditions pour leurs mises en uvre.
Mettre en vidence les sections et les couloirs manquants sur les majeurs axes rgionaux reliant les
pays arabes, ainsi que d'en tablir leurs spcifications techniques.
Proposer un classement des projets ferroviaires d'intrt rgional par le biais des valuations des
transports, de l'ingnierie, des aspects environnementaux et conomiques, et planifier leur mise en
uvre en fonction de l'importance stratgique et du retour sur investissement attendu.
Concevoir des lignes directrices pour une mise en uvre effective du projet du point de vue
rglementaire
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Fournir enfin au client (FADES) un instrument valide pour l'valuation du financement du projet dans
le secteur ferroviaire travers la rgion arabe et aux divers bnficiaires des projets des lments
importants pour un dveloppement ultrieur au sein du plan national de chaque pays.
***
L'tude a t conduite en sept phases successives, regroupes ensuite en trois macro-tapes dont les rsultats
sont rappels dans ce prsent rapport final.
Phase I:
STRATEGIC
PLANNING STAGE
TECHNICAL
INSIGHT
STAGE
ACTION PLAN
Phase VII: Preparation of Scheme Documents and Recommendations STAGE
Fig. E.1: Flux gnral des activits de l'tude du rseau ferroviaire arabe.
Le rapport final ci-joint rappelle lEtude complet et inclue les dernires rvisions du Consultant , bases sur les
commentaires reues par les diffrents bnficiaires aprs la prsentation du Rapport Final provisoire du
dernier mois de Juin 2012.
LA PLANIFICATION STRATEGIQUE , dcrite dans les chapitres 1 3 du prsent rapport final, avait pour but
d'laborer des prvisions et des projections sur la future croissance du trafic ferroviaire passagers et
fret;
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la dtermination de solutions prfrentielles quand des trajets alternatifs taient possibles parmi
certaines liaisons rgionales proposes;
la proposition d'un classement prliminaire des diffrents projets aux clients et aux bnficiaires
Toutes les activits mentionnes, initialement effectues en considrant une structuration du rseau sur 18
axes, telle qu'introduite par ESCWA et l'UAC, ont ensuite t recalibres sur un ensemble plus petit et plus
fonctionnel de 6 macro-axes conventionnels (les dtails se trouvent au chapitre 2.1 du prsent rapport final),
regroups selon les rles fonctionnels des liaisons de transport incluses.
Macro axe 1 : Maghreb (en regroupant les axes identifis comme R50 et R95, et en reliant d'ouest en
est la Mauritanie, le Maroc, l'Algrie, la Tunisie, la Libye);
Macro axe 2 : La valle du Nil (en regroupant les axes identifis prcdemment comme R50, R45, R70,
R34 et R60, reliant l'Egypte, le Soudan, la Palestine);
Macro axe 3 : Turquie-Mer Rouge (en regroupant les axes identifis prcdemment comme R25, R20,
R35, R27, reliant du nord au sud la Syrie, la Jordanie, le Liban, Arabie Saoudite, Ymen)
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Macro axe 4 : Axe Mditerrane- GCC (en regroupant les axes identifis prcdemment comme R10,
R05 et R82 reliant du nord au sud la Syrie, la Jordanie, l'Irak, le Kowet, l'Arabie Saoudite, le Qatar, le
Bahren, les Emirats, l'Oman)
Macro axe 5 : Les connexions Est-Ouest d'Arabie saoudite (en regroupant les axes identifis
prcdemment comme R15 et R80 reliant l'Arabie saoudite et la Jordanie)
Macro axe 6 : Golfe d'Aden (en regroupant les axes identifis prcdemment comme R05, R90 et R25,
reliant Oman, le Ymen, Djibouti, la Somalie).
Aprs avoir estim les flux de trafic parcourant le rseau ferroviaire principal arabe thoriquement complt
(voir chapitre 2.2), en ayant ensuite estim les cots associs tous les projets identifis ( voir chapitre 2.3) et
en ayant enfin rsolu le problme de la dtermination des solutions les plus adaptes, quand des parcours
alternatifs taient possibles le long de certains macro axes de l'ACRN (chapitre 2.4), toutes les donnes
obtenues ont ensuite t utilises pour produire une valuation de classement des diffrents projets , en
tenant significativement compte du critre Cot-efficacit du projet" (voir chapitre 3.1).
En suivant cette procdure, le consultant a obtenu les rsultats suivants:
L'identification d'un classement global des projets pour chaque macro-axe et pour le rseau ferroviaire
principal arabe dans son entier;
l'identification de trois groupes de projets prioritaires (subdiviss en court terme, moyen terme et long
terme) pour chaque macro-axe et pour tout le rseau ferroviaire principal arabe, bas sur des
considrations logiques de rpartition des fonds diffrentes chances et de calendrier pour la mise
en uvre pratique des projets ferroviaires;
les donnes correspondantes sur les longueurs et les cots associs chacune des tapes successives
de ralisation.
La carte finale reprsentant la squence de ralisation de l'ensemble des projets identifis dans les 21 pays de
la Ligue arabe est prsente ci-aprs.
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Fig. E.3 Rseau ferroviaire principal arabe (Macro Axes 1, 2, 3, 4, 5 et 6). Les priorits du projet
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Au niveau agrg (mise en uvre de l'ensemble de l'ACRN) les chiffres dfinitifs obtenus par cette phase de
l'tude taient les suivants:
longueur totale du rseau ferroviaire principal arabe: environ 30.400 km, dont 19.000 km de liaisons
manquantes et moderniser;
14 projets ferroviaires indpendants (pour une extension totale d'environ 5.500 km) rpartis dans
toute la rgion arabe, mais avec une concentration plus leve dans la rgion du Moyen-Orient, ont
t considrs pour une courte priode de mise en uvre;
cot d'investissement global (y compris les cots de gnie civil, technologiques, de la terre et de
l'environnement) de prs de 89 milliards de dollars USA (BUSD), dont
o
24,6 milliards de dollars USA (BUSD) pour les projets classs au premier niveau de priorit
(29,68 en considrant galement les phases d'ingnierie et les premiers investissements pour
le matriel roulant);
64,1 milliards de dollars USA (BUSD) pour les projets de priorit infrieure.
Aprs avoir complt, ltape de planification stratgique au cours du STADE DES CONNAISSANCES TECHNIQUES,
l'attention tait focalise sur les connaissances techniques et conomiques comprises dans le premier groupe
de priorits en vue d'atteindre l'tape successive du plan daction.
Tableau E.4 Projets prioritaires
Projet
N.
1
2
3
4
5
6
7
8
9
Pays
De
MA
Longueur
[km]
Maroc
Marrakech
Tunis
Souk Aras
Khartoum
Aleppo
Lattakia
Mhine
Damas
Amman
Essaouria
Gabs
Tunis
Atbarah
Damas
Tartous
Deir Er Zoor
Amman
Aqaba
La frontire saoudienne
(Haditah)
Mafraq Rutba
1
1
1
2
3
3
3
3
3
187
356
229
306
392
76
363
202
379
5
4
118
652
1 089
4
6
990
145
Tunisie
Algrie -Tunisie
Soudan
Syrie
Syrie
Syrie
Syrie Jordanie
Jordanie
12
Jordanie
Jordanie Irak
Arabie Saoudite
Ymen
13
14
Pays CCG
Oman
10
11
Zarqa
Jonction saoudienne
Jeddah
Moka
La Frontire de KSA - Salwa - Dubai + connexion SalwaDoha
Mascate
Sinaw
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Une srie d'tudes (voir chapitre 4.1) a t ralise en consquence, regroupant les considrations techniques
et conomiques suivantes:
une tude plus dtaille d'ingnierie et d'alignement, pour obtenir l'alignement du projet
recommand et une description de certains dtails (espacement des gares, ateliers d'entretien et
dpts, installations au passage des frontires, etc);
un modle d'exploitation de la ligne, bas sur des hypothses spcifiques sur les types de matriel
roulant, les systmes technologiques et les systmes d'exploitation, visant proposer des services
ferroviaires futurs la fois pour les passagers et le fret;
une valuation plus prcise des cots d'investissement ainsi qu'une nouvelle valuation des cots
d'exploitation de la ligne.
une analyse spcifique de l'environnement portant sur les liaisons identifies comme prioritaires, y
compris
o
une description gnrale des couloirs du point de vue environnemental et des composants
cls significatifs (sensibles);
une valuation des impacts significatifs et des mesures et des stratgies d'attnuation et
de surveillance.
Un modle de chiffre d'affaires, d'exploitation, conomique et modle financier pour rpondre aux
besoins des dcideurs visant atteindre les indicateurs financiers et conomiques typiques (valeur
actuelle nette (NPV), Taux de Rendement Interne (IRR), etc) au sein de l'analyse suivante:
o
conomique;
Par cette approche, combinant ensemble les contenus des diffrentes phases III, IV et V de l'tude, le
consultant fournit des pr-tudes de faisabilit uniques et autonomes des liaisons en jeu, visant
o
permettre au Client de produire son valuation spcifique dans le cadre de l'tude globale du rseau
ferroviaire arabe et, en mme temps,
produire des tudes indpendantes et utiles, qui seront ventuellement utilis par le pays bnficiaire
concern au sein d'une stratgie rgionale ou nationale.
28
Jordanie*
Jordanie/Irak
Jordanie
Irak
Arabie
Saoudite/Ymen
Arabie Saoudite
Ymen
KSA/Qatar/UAE
**
Oman
10
11
11a
11b
14
13
12a
12b
3
3
4
4
1
1
1
2
3
3
3
3
3
3
3
MA
R05/82
TOTAL
R05/82
R25
R40
R15
R25/60
R50
R50
R50
R45
R25
R35
R20
R25
Axis N
Moka
Jeddah
Marrakech
Essaouria
Tunis
Gabs
Souk Aras
Tunis
Khartoum
Atbarah
Aleppo
Damas
Lattakia
Tartous
Mhine
Deir Ez Zor
Damas
Amman
Section syrienne
Section jordanienne
Amman
Aqaba
Zarqa
Frontire
(Amman)
saoudienne
Jonction
Mafraq Rutba
saoudienne
Section jordanienne
Section irakienne
De
1 468,00
145
4 016,00
991
718
371
1089
253
398
651
118
1 361,60
24 557,49
6 082,00
2 916,60
1 074,20
3 990,80
372,9
1 277,70
1 650,60
240,7
1 412,28
25 229,93
6 082,59
3 025,73
1 114,95
4 140,68
387,10
1 326,34
1 713,44
248,67
Les lignes
Investissements
actuelles
LIAISONS
Investissements pour les lignes
(actualisation MANQUANTES pour les lignes
[MUSD] (y
ncessaire)
(Km)
[MUSD]
compris
(km)
l'ingnierie)
187
1 858,90
1 931,74
356
1 780,00
1 846,72
229
1 974,00
2 050,38
306
744,9
774,68
392
723,4
723,40
76
143,9
149,62
109
254
936,09
973,21
202
1 097,60
1 136,71
107
488,3
505,70
95
609,3
631,01
379
1 973,00
2 045,81
72,28
4 451,18
674,13
335,34
333,68
669,02
184,51
184,51
369,02
25,36
521,60
363,14
247,31
198,80
617,00
226,41
142,51
115,93
57,97
57,97
208,65
Premier
investissement
pour le matriel
roulant [MUSD]
** Les cots du matriel roulant du projet 13 (couloir CCG) sont estims sur la base du pourcentage entre la RS et d'autres investissements deJeddah-Harad
29
1 485
29 681,00
6 757
3 361
1 449
4 810
572
1 511
2 082
274
2 453
2 210
2 298
973
1 340
376
1 116
1 253
564
689
2 254
Investissement initial
total
[MUSD]
*Les cots de RS de Frontire d'Amman-Aqaba et de Zarqa-Saoudien sont estims sur la base de pourcentage entre RS et les autres investissements pour Damas-Amman
Maroc
Tunisie
Algrie/Tunisie
Soudan
Syrie
Syrie
Syrie
Syrie/Jordanie
Syrie
Jordanie
Jordanie*
1
2
3
4
5
6
7
8
8a
8b
9
12
Pays
Proj.
N.
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Pays
Arabie
Saoudite
Tunisie*
UAE
Jordanie
Syrie
Maroc
Irak
Oman
Ymen
Soudan
Qatar
Premier
investissement
Investissements
Investissement
pour le
pour les lignes
initial total
matriel
[MUSD]
[MUSD]
roulant
[MUSD]
5 146,31
570,36
5 716,67
3 897,10
3 682,72
3 312,59
2 351,93
1 931,74
1 326,34
1 412,28
1 114,95
774,68
279,28
610,45
408,16
476,49
1 043,89
521,60
184,51
72,28
333,68
198,80
30,95
4 507,55
4 090,88
3 789,08
3 395,82
2 453,34
1 510,85
1 484,56
1 448,63
973,48
310,23
Mme si les projets analyss par Italferr se rfrent des pays qui sont trs diffrents tant
en termes de position gographique et d'tendue quen termes de situation socioconomique, un dnominateur commun peut tre identifi parmi les diffrents projets. Ce
thme est identifi par les rsultats de CBA qui, mme au sein de diffrentes gammes
d'extension, suivent quelques rsultats communs:
Les analyses financires donnent gnralement des rsultats ngatifs pour les cas
"a" (y compris les investissements pour les infrastructures principales) et des
rsultats positifs diffrents pour les cas "b" (investisseur exonr de l'investissement
pour l'infrastructure principale), sauf pour le dernier projet considr (Muscat Sinaw);
Les rsultats sont prsents dans les tableaux suivants qui prsentent respectivement les
valeurs obtenues pour le rapport C / B et pour lIRR (si disponible)
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Tableau E.6 - Les valeurs de B / C pour les onze projets analyss par le Consultant
Analyse
conomiqu
e
4,04
Analyse
financire
"a"
0,91
Analyse
financire
"b"
1,83
2,06
0,46
1,21
2,98
0,52
1,79
2,16
0,83
1,62
1,43
0,70
1,05
7,22
1,07
1,44
8,14
0,98
2,11
1,83
0,68
1,40
1,69
0,34
1,09
5,20
0,59
1,34
1,48
0,23
0,84
Projet
Marrakech Essaouria (Maroc)
Tableau E. 7. Les Valeurs dIRR pour les onze projets analyss par le Consultant
Analyse
conomiqu
e
20,69%
Analyse
financire
"a"
3,86%
Analyse
financire
"b"
25,44%
10,84%
n.c.
9,39%
15,37%
n.c.
21,64%
12,79%
n.c.
19,21%
8,83%
n.c.
5,72%
38,19%
5,77%
11,29%
33,13%
4,82%
44,18%
10,55%
n.c.
28,43%
9,69%
n.c.
7,74%
23,93%
n.c.
17,95%
8,42%
n.c.
n.c.
Projet
Marrakech Essaouria (Maroc)
D'une manire gnrale, les rsultats ci-dessus ne sont pas trs diffrents de ceux
rencontrs par le Consultant au cours dun projet prcdent. Des rsultats financiers
ngatifs pour les projets ferroviaires quand on considre un investissement global (y compris
les infrastructures) sont habituels. Cela est gnralement d la valeur initiale leve de
l'investissement pour l'infrastructure: par ailleurs, des rsultats ngatifs pour les cas a se
transforment en rsultats positifs pour les cas "b", lorsque l'investisseur est exempt de
l'investissement pour l'infrastructure
31
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ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
En particulier, tous les rsultats d'analyses obtenus par CB ont dmontr la faisabilit
conomique favorable des investissements identifis, mme dans les hypothses de
prcaution considres
externes (tels que la scurit, l'environnement) des projets, qui amlioreront certainement
encore les avantages de la socit dans son ensemble.
De mme pour les projets de priorit 2 et 3 une procdure similaire visant identifier un
moindre nombre de projets clairement identifiables du point de vue des transports a t
ralise, conduisant un nouvel ensemble de 28 projets.
Tab. 3.2.2: Projets de priorit 2 et 3 du rseau ferroviaire principal arabe
Projet
N.
Pays
De
15
Algrie
Bechcar
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
Soudan
Somalie
Oman
Irak Kowet
Oman
Ymen
UAE Oman
Maroc
Maroc
Tunisie
Soudan
Soudan Egypte
Egypte Palestine
Soudan
Syrie
Libye Egypte
Djbouti Somalie
Egypte
Jordanie KSA
Jordanie
Liban Syrie
Mauritanie Maroc
Oman Ymen
Qatar Bahren
Jordanie Palestine
Liban Syrie
Syrie Liban
Atbarah
Bosaso
Sinaw
Al Shouiba
Ad Duqm
Behlaf
Dubai
Fez
Essaouira
Gabs
Abu Hamad
Abu Hamad
Bir el Abd
Kharga
Middan Abbes
Benghasi
Djbouti Port
El Firdan Bridge
Batn Al Goule (km 360 NS)
Jonction Mafraq
Sour
Nouadhobou
Thumrait
Doha
Irbid
Beyrouth
Homs
A
Ghar (Frontire
mauritanienne)
Port Soudan
Mogadiscio
Ad Duqm
Frontire KSA
Thumrait
Moka
Mascate
Ouida (Frontire algrienne)
Laayoune
Rasajdir (Frontire libyenne)
Atbarah
High Dam
Gazah Beitanoun
Safaga
Aleppo
Marsa Matruh
Bosaso
Nuweba
Medina
Irbid
Akkari
Laayoune
Belhaf
Bahren Ville
Tarquimiya
Damas
Rayak
MA
Longueur
[km]
840
2
6
6
4
6
6
4
1
1
1
2
2
2
2
3
1/2
6
2
3
3
3
1
6
4
3
3
3
475
1310
290
296
555
711
440
314
766
180
245
569
174
465
117
871
760
370
820
65
195
883
1076
166
314
139
113
32
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
avec l'indication des principaux rsultats obtenus dans l'analyse de faisabilit ralise pour
les projets de 1 14 (projets prioritaires, voir chapitre 4.3) et au cours de la phase de
planification pour les projets de 15 42 (projets moyen et long terme, voir chapitre 3.4).
***
L'approche de ce projet de dveloppement grande chelle, multilatral et multi-rgional a
ncessit que les questions environnementales soient traites galement diffrents
niveaux.
En tant que tel, l'approche globale utilise ici pour identifier les avantages pour
l'environnement, les impacts et les mesures d'attnuation a t divis en deux niveaux,
savoir: (a) un processus de haut niveau stratgiques traitant de l'ensemble du rseau en tant
qu'entit intgrante, et (b) une approche plus spcifique portant sur les liaisons identifies
comme prioritaires.
Une approche graduelle a t adopte pour s'assurer que les aspects de l'environnement
ont t abords de manire globale. Au dbut, les dclarations sur l'environnement au
niveau des pays ont t labores pour fournir une comprhension et une comparaison
globale sur l'tat de l'environnement dans les diffrents pays faisant partie de la Ligue
Arabe. Cette comprhension globale a jet les bases pour un classement de vulnrabilit
environnementale plus dtaill qui a apport un soutien l'analyse multi-critres utilise
dans trois cas afin de dterminer le couloir optimal - parmi plusieurs alternatives - pour
certaines liaisons.
Le bnfice environnemental (dveloppement durable), l'impact et l'attnuation ont ensuite
t valus un haut niveau stratgique pour l'ensemble du rseau.
En particulier, afin de quantifier les avantages environnementaux obtenus par la future
adoption d'un systme ferroviaire trans-arabe, une estimation gnrale a t ralise par le
consultant pour valuer les importantes rductions d'mission des majeurs polluants
atmosphriques obtenues en considrant le dtournement prsum des volumes de trafic
fret et passagers de la route au rail.
Tout cela a t davantage dtaill pour les 14 projets prioritaires, en identifiant des
indicateurs de durabilit spcifiques, les impacts possibles, des mesures d'attnuation et des
plans de surveillance pour chaque projet. Dans le cadre de la sensibilit dEIA pour
l'environnement, des cartes ont t labores pour chaque projet.
Voir le chapitre 5 du prsent rapport final pour un rsum non technique de l'tude
d'valuation d'impact environnemental ralise pour le rseau ferroviaire arabe.
***
33
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
34
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
Pour le niveau de gouvernance globale (niveau 1), une nouvelle "Agence du rseau
ferroviaire arabe (ARNA)" doit tre cr dans le but, sous le contrle direct de la LAS, pour
devenir le principal acteur central pour la mise en uvre du rseau ferroviaire arabe. Une
dcision similaire a t prise en Europe pour mettre en uvre le rseau de transport
transeuropen, lorsque la Commission europenne a cr l'agence excutive pour le
rseau transeuropen de transport (RTE-T EA)
Le niveau des axes (niveau 2) sera crucial pour transformer les objectifs gnraux de
Niveau 1 en actions concrtes de niveau 3. Les principaux objectifs doivent tre:
a. la coordination
b. politique de co-dcision avec obligation mutuelle entre les tats
c. financement pour les axes
La fonction de base de niveau 2 sera de soumettre pour approbation au niveau 1 la
"proposition de projet" pour chacun des projets (14 projets en phase I et 28 projets en
phases II et III). Pour les 14 projets de la phase I, la proposition de projet doit consister en:
i.
L'tude de faisabilit
ii.
iii.
35
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
Un autre point crucial auquel il faut se confronter au niveau global est l'identification de
normes techniques communes pour les chemins de fer, ce qui n'est pas seulement un
problme li au contenu et aux connaissances techniques, mais aussi pour les acteurs du
cadre institutionnel. En ce qui concerne l'interoprabilit, une branche spcifique de
l'agence doit reprsenter l'outil oprationnel au niveau supranational et doit se charger de la
prparation des normes techniques communes pour l'interoprabilit (ATSIs) pour
l'approbation au niveau politique supranational.
Les systmes ferroviaires arabes doivent voluer vers des formes d'organisation capables de
dvelopper l'orientation commerciale et d'affaires, avec la fourniture de services
internationaux tant l'un des domaines prfrentiels pour atteindre un tel objectif. La
gamme d'interoprabilit garantie par le futur rseau pourrait aider les chemins de fer
concentrer les efforts dans le domaine de la coopration commerciale, en dveloppant des
formes d'alliances capables de saisir les opportunits du march. Un modle de coopration
entre entreprises ferroviaires (exploitant des services) suggre la possibilit de crer
diffrents types de collaborations entre les exploitants des chemins de fer afin de prparer
36
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
37
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
***
En fin de compte, les principales conclusions de cette tude Rseau Ferroviaire arabes sont
les suivantes:
38
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
Une gouvernance efficace de l'excution du plan directeur joue un rle crucial dans
les objectifs correspondants et elle doit tre fonde sur une structure
organisationnelle avec des rles clairs et des tches soigneusement planifies
conformment au trois niveaux suivants:
39
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
Le choix des modes d'accs au rgime du rseau ferroviaire arabe en projet apparat
comme une question difficile. En effet, les interrelations croissantes entre les pays
ne concernent pas seulement les rgles relatives l'utilisation de l'infrastructure,
mais aussi toute l'architecture juridique des systmes ferroviaires. Le modle
coopratif, fond sur la collaboration des chemins de fer nationaux, est la solution
recommande pour la premire phase de services internationaux.
L'exprience europenne montre que ce modle est un outil adquat pour assurer
des services internationaux dans un contexte de fragmentation nationale des
chemins de fer et peut tre adapt une grande gamme de collaboration entre les
oprateurs.
40
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
ARABIC VERSION
*+ ' & "#" $% ,+
6% 0 12 34 5 . 6%8 9 0 ,+ ;" &4 ,+ 5
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41
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
-
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2 342 56 4
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A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
" - ,C &C" ,5" - 0PR J 9 28
8C . = *+ 1 28 , ,+ ^ + 8 9 5
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42
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1O P &92 &9 E1% , "
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A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
:2.1
)
(2012
" " ) 3( - 1:
18
) 6(
) 2.1
(
43
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
44
"5 :1b ) , ' EK5 5 E , R50 R95^ &9
b 2 "9 b JO Y" $(
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
k+ E E5 " C %2 ) 8% E E (2.2 Pz%
8C +2 N5 ) (2.3 P ,+ E 1 8%2 4 N#= 5,+ I5
0 8C5 " Y %2) C (2.4 P2
N; E'` =a &99"8 &9; C 28 E NC P8R %2
9 8C ,Y "P P8%2" ).(3.1 P
a= &9 2 `'1 &9 O1; E"\ sY :
u2"59 % N &95 4 8C Y " 9% K %2 +
s1 E.,
"
8 "
R P8%a &9 % 9"
R 'P8 CP28 ,8P.N
R Y1 8 P2 92 N5 E , ,+8 21KC
9; ,+:
45
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
46
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
&9 18C "5 E , Y1 e+ 18e 5 % ' "P k8 8C
:,8 ,& 9 84'`
";"9 . E 19 E ,"4 % %@
" ",8%" O
"
5 8+
8C C"9 E8 "5 ,;
" 5 6%8 a 9 C29 5 E
9' P b ^ 2
9 ,+ 8C J e
&9 9 (,# P8% v P 1 z% 6 ,+ ) ,8% P8%
:19 ,9" 8
1 4 4 C i I " )N2 ,%9" 8 i
(
",+ a z%
.& " 9 4a C"O& # N28 ,%9" 8 i
Country
Morocco
Tunisia
Algeria -Tunisia
Sudan
Syria
Syria
Syria
Syria Jordan
Jordan
Jordan
Jordan Iraq
Saudi Arabia Yemen
GCC countries
Oman
From
To
Marrakech
Essaouria
Tunis
Gabes
Souk Aras
Tunis
Khartoum
Atbarah
Aleppo
Damascus
Lattakia
Tartous
Mhine
Deir Er Zoor
Damascus
Amman
Amman
Aqaba
Zarqa
Saudi border (Haditah)
Saudi Juntion
Mafraq Rutba
Jeddah
Mocha
KSA Border - Salwa - Dubai + link Salwa-Doha
Muscat
Sinaw
MA
Length
[km]
1
1
1
2
3
3
3
3
3
5
4
3
4
6
187
356
229
306
392
76
363
202
379
118
652
1,089
990
145
P C 5 1a= &9 E ,( 4.1 P& )9 88 ;E 6'
:,8
:(
"R 9 5) 84
a= 1 E , 5 6% R &52& + 8C u8
; 9 o
2' ' P 85 6 ,+ & 9 84
1 \" 5 9 & ; "\ 9 8P C o
C
"5 & +\ )P 0 z\
(6 . 5 9J89
47
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
C ' s1' "59 NO 4 P8R &9 9R'`
2 *C ; P9 &9 %5 4 8C 1 1 ,
:
u4\ &% o &9C FR ,+] @ 9 @ % %
$P ,+"o
oC 8 9 Y+ &% ,R &9 19 88C P
"9 &# O"] .88
48
Jordan*
Jordan/Iraq
Jordan
Iraq
Saudi
Arabia/Yemen
Saudi Arabia
Yemen
KSA/Qatar/UAE
**
Oman
10
11
11a
11b
14
13
12a
12b
3
3
4
4
4
1
1
1
2
3
3
3
3
3
3
3
MA
R05/82
TOTAL
R05/82
R25
R40
R15
R25/60
R50
R50
R50
R45
R25
R35
R20
R25
Axis N
To
Mocha
Jeddah
Marrakech
Essaouria
Tunis
Gabes
Souk Aras
Tunis
Khartoum
Atbarah
Aleppo
Damascus
Lattakia
Tartous
Mhine
Deir Ez Zor
Damascus
Amman
Syrian section
Jordan section
Amman
Aqaba
Zarqa
Saudi border
(Amman)
Saudi junction Mafraq Rutba
Jordan section
Iraq section
From
1,468.00
356
229
306
392
76
109
Existing
lines
(upgrading
required)
(km)
145
4,016.00
991
718
371
1089
651
253
398
118
254
202
107
95
379
187
MISSING
LINKS
(Km)
1,361.60
24,557.49
6,082.00
2,916.60
1,074.20
3,990.80
1,650.60
372.9
1,277.70
240.7
1,858.90
1,780.00
1,974.00
744.9
723.4
143.9
936.09
1,097.60
488.3
609.3
1,973.00
Line
investment
[MUSD]
1,412.28
25,229.93
6,082.59
3,025.73
1,114.95
4,140.68
1,713.44
387.10
1,326.34
248.67
Line
investment
[MUSD]
(including
engineering)
1,931.74
1,846.72
2,050.38
774.68
723.40
149.62
973.21
1,136.71
505.70
631.01
2,045.81
72.28
4,451.18
674.13
335.34
333.68
669.02
369.02
184.51
184.51
25.36
521.60
363.14
247.31
198.80
617.00
226.41
142.51
115.93
57.97
57.97
208.65
*Amman-Aqaba e Zarqa-Saudi Border RS costs are estimated on basis of percentage between RS and other capital costs of Damascus-Amman
**Rolling stock costs of Project 13 (GCC corridor) are estimated on basis of percentage between RS and other capital costs of Jeddah-Harad
Morocco
Tunisia
Algeria/Tunisia
Sudan
Syria
Syria
Syria
Syria/Jordan
Syria
Jordan
Jordan*
1
2
3
4
5
6
7
8
8a
8b
9
12
Country
j. N.
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
49
1,485
29,681.00
6,757
3,361
1,449
4,810
2,082
572
1,511
274
2,453
2,210
2,298
973
1,340
376
1,116
1,253
564
689
2,254
Total initial
investment
[MUSD]
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
:,8 ,` aC " '" N2& C O e+ ,]" " 8C
Country
Line
investment
[MUSD]
First Rolling
stock
investment
[MUSD]
Total initial
investment
[MUSD]
Saudi Arabia
Tunisia*
UAE
Jordan
Syria
Morocco
Iraq
Oman
Yemen
Sudan
Qatar
5,146.31
3,897.10
3,682.72
3,312.59
2,351.93
1,931.74
1,326.34
1,412.28
1,114.95
774.68
279.28
570.36
610.45
408.16
476.49
1,043.89
521.60
184.51
72.28
333.68
198.80
30.95
5,716.67
4,507.55
4,090.88
3,789.08
3,395.82
2,453.34
1,510.85
1,484.56
1,448.63
973.48
310.23
N" 34 &9 ; "P8R9 8 2 2& 9 1885 E , N2& 9 E. 8C
.P8R N2 & '` 2 E 5 &% Fe+ ,C; N#" 34 &9 ,+bO
sY a= &9 2 E ' 5 E CBAs &9 &9 4 &# 4 2 sY 0 N ,
:+a=
sY( 5 8 Y z% 2 , "" )5 8 sY ,
9"C a85
( 5 8 Y z% &9 P 9C) " "5 ,+ aR 8C O
( - ^ 9) = 2
.O sY ,
C %2 a85
) YP/P8%& 9 18C "5 E , E , "8C O ratio B/C 9 (
(+" C) 8C Y
50
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
Table E.6 Values of B/C ratio for the eleven projects analyzed by the Consultant
Project
Marrakech Essaouria (Morocco)
Economic
analysis
4.04
Financial
analysis "a"
0.91
Financial
analysis "b"
1.83
2.06
0.46
1.21
2.98
0.52
1.79
2.16
0.83
1.62
1.43
0.70
1.05
7.22
1.07
1.44
8.14
0.98
2.11
1.83
0.68
1.40
1.69
0.34
1.09
5.20
0.59
1.34
1.48
0.23
0.84
Table E.7. Values of IRR for the eleven projects analyzed by the Consultant
Economic
analysis
20.69%
Financial
analysis "a"
3.86%
Financial
analysis "b"
25.44%
10.84%
n.c.
9.39%
15.37%
n.c.
21.64%
12.79%
n.c.
19.21%
8.83%
n.c.
5.72%
38.19%
5.77%
11.29%
33.13%
4.82%
44.18%
10.55%
n.c.
28.43%
9.69%
n.c.
7.74%
23.93%
n.c.
17.95%
8.42%
n.c.
n.c.
Project
Marrakech Essaouria (Morocco)
F =a= &9 2 19 9 , 68 &C P8R9 o `aC '" sY* + C %2
2) a9 9C 5 6% N2 8 sY . =N29 ,+
&9 F*+ 5 ,+ a P O 6 C 9( " 5 z%
z% &9 PC E 9C " "5 O sY " 5 " "5 8 sY +
.5
,+
5 sY N; 1 =%@ C/B #P" # ,+ 4 5 a O O
8 68 9) N28 ;R Y"P C= & e E '2& 9 1# E , Y"
.NO8 9 YP& 9 J "e ,( 9 9a v
51
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
&9 C 5 1 ;X $P E & "9 C"O& # N2 k8 +
.C29 28 &9 "%9 N2& 9 =C"O9 "\ E 8 4& 9 5# "N2
Tab. 3.2.2: Second and third priority projects of the Arab Core Railway Network
Project
N.
Country
From
To
MA
Length
[km]
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
Algeria
Sudan
Somalia
Oman
Iraq Kuwait
Oman
Yemen
UAE Oman
Morocco
Morocco
Tunisia
Sudan
Sudan Egypt
Egypt Palestine
Sudan
Syria
Libya Egypt
Djbouti Somalia
Egypt
Jordan KSA
Jordan
Lebanon Syria
Mauritania Morocco
Oman Yemen
Qatar Bahrain
Jordan Palestine
Lebanon Syria
Syria Lebanon
Bechcar
Atbarah
Bosaso
Sinaw
Al Shouiba
Ad Duqm
Behlaf
Dubai
Fez
Essaouira
Gabes
Abu Hamad
Abu Hamad
Bir el Abd
Kharga
Middan Abbes
Benghasi
Djbouti Port
El Firdan Bridge
Batn Al Ghoul (km 360 NS)
Mafraq Juction
Sour
Nouadhobou
Thumrait
Doha
Irbid
Beirut
Homs
1
2
6
6
4
6
6
4
1
1
1
2
2
2
2
3
1/2
6
2
3
3
3
1
6
4
3
3
3
840
475
1310
290
296
555
711
440
314
766
180
245
569
174
465
117
871
760
370
820
65
195
883
1076
166
314
139
113
.P8R9 "9 8C K v K N9 9 E ] 8X 2 ] oK
52
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
8C' e+ "5 s1 ' R 5"P Y v~[ 8; F &% 14 8
&"9) :( "9 C ,O N9 9 9 %2)( "9 N9 9 aP
2 N5 E , &# C"O &9".
EC 9 ,849 s19 K O9"O u %2 v 9 @" ,+ , EC C
+% ,v8 2 "2 1 " 9@ E1+ + 9 C & 588 v P8R,
9; 1K 34 . +' E1P ,"2 C CX z a%28 aP
&9 v; &9 &%; 9 85 ' ERa[ ,+ F9 4 5 K+
"
R8.
E E 6YP ) v (9[ 8] "9 8C 14 &9 8 9% ,O
.%2
="\ &9; 5"P Y v &% , % 1 5 5 8 2 *;
C E EO4 ,+ 8[ ["89 "1 4 "5 k] &C 1 5 E , &9 NYK
6%.5
E 34C 28 P 6 N " @p9 5 E 18C 9\R
~[ v 85; 19 5=
^ 29 % 4 8C ' E 6C = ^Y5
vJO E 8C &9[ ,v &# P" . ,
&9 P' ,Y1 ,+ . rR89 E[ ,v E ,C %2%
.
***
8C]X ,P ,v ' &9 `"
E2 =a
22 E
,+JO = &9
= 849 " 8C " ) &9 P' N9 (,Y1=' &
C +#X F 5 K 1 uO F*+ P 5 K;4 p " &9
; N#"9 1# 'P; " %2 4e JY ; ,+ C
.
4 ,+e+ 9 2 5 "9 + 29 b2 @ 19 , N9*+ 6
4 ,+ 5 1# C , . &% " 34 `4 "P Y" &9 &9 ^ + e
=a O =9 "["9 1;' 8C + +" E ,+" o I5 P8%.
&9; k 5'` ^8 &9 Fe+ 8"K 8C , '; 0PR 8 ,
5 6%8 ,+ 5
. 9'` Y ^ + k8 8 P 8
5 ,+ K"O u 8b2"
8.
] 2 &9 O 8C FO4" , EO4 9R# " 4 8C ,P
8C oCO "9 8C &9 P8R9 R , ,+" &9 FP oO aC &
68" &9 P8R; R +;X a ,+ 9 84 'P &92.
53
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
'` "\P ' &9 ; 1 Y &9 6; k
2 8C ,
"9 P8R9
= P8R9 P8 1; &9= X 8 8Y1 O9 ,+ +
I" N# 5 O &% , . 4 18C
X 'P P ^
R u8 k 5 ,+ 4 "2 uO " 8C, %
I# 19 5# 59 .
8C'` *+ %X ' F42X ' E\ ,+ 9% FP &9 6 P'
F &% ,Y1 " [a:
8C" ,9"%5) 92" ,b ( E5 "" v %2" @9 %2
9O I 1O 8CP Y" 'P J %2 ER ,+ [9
TEN-T %@ 'P C 34e2 #"P %2 'P C )
(EA.
"9 8C 9 5 )" "% Fe+ ( %2 O ,"OP & 8C 9"
18"5 ; ,+ 8C" .9 ,+ Y' " uO :EK
k
,+ , N9JX &
" "] 8C 5.
"% 1 " "58 u "9 8C 8C +2 &9" % &9 4
2 ) N29 EK , ,+ C 84 29 ,+ C &84 ( 28 ,+ N84
,b EK 2 :
O X
.
P O & @ 6% 5"]
8C %18 ,b" "]) ," ( "% 28 u%9 &9 8 uO u8
,+ Y N#; 9 NO 'P 42 9 E29 % ,8P 9] 4
4X E@X .18C
54
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
; : E.9 ^
R ,8%158 ,
= ,b 19 8C 19 9" 5 , P2 6%8 5 ,
5 + 8%29 \ k8 ,+ 8CP]X .,p b22 ,b Fe+ %28
8CY ,+ 9 v1 8C 8b2" ,8"% p9 &CC P
( E" 8C 18C + ,ATSIs.8C2 )
" @% 6% 5 p9 %@ 8C 8C
" ";O F a= &9 "+
9R " 14 &9O "\"8 K+ ' 1 . "9 b22 ' %@ FK
6% ,+ 5 8C C J"1O O9 ,+ O
" @ &9 %@% +aYX
8Cab P ,+ 4" . ,+ 6% ,8b29 &) 5 2 (9R 4
O " &9 z8R9 & @ 6% &9 5; C R 8 +"
`OX +
9% ,+ 92
E . &9 C"O9P O 5 9R ,
= + 1 ,+ &52.
E E s9 ,9J' N; 2
2 & , "\"8 1 P"
R8 9R E ,
2 e E , k8 + 1829 C " &9 34" N "% 28
" .
55
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
9 34
2) 1 O E9 8P2X( FC"O9 9 1@ "
+ ^R
) &9 .(E +# " o
" a &9; ]X ,pX e s98 F8"o
a &9; X "9 8C + 42 .P8R &9"*+ I# '` P C ;" C
9 &9 Y; "\" ; a &9\5 .
" I# Y
2 R892 " ,+ P 15#" , &9 i P' :,Y1
2 ) E8 - ('` E8 :'` 8 , ;Fb\ ,+ C
.Y1
2 ) - (" 8C + O :'P" 8C + O $8O9 &9 'P 9O
2 8C 8 k92 "" v %2".
2 ) (2 " " v %2 ".
2 ) - ( ,+C " " v %2 ".
2 ) - (" 8C + ^
R.
2 ) C
= - ( .
2 ) - ("\P P b282 ) s9 K5 E.(CP
2 ) z - ( C"O &9"\P P b282 ) 5 @(.
2 ) - (2 O 29 9"%4.
2 ) - (2 u%9] 28.
2 ) - ( ,+C O8 9"%52.
2 )MOTIF-CIT ADHESION - (
2 ) - ( O X.
2 ) ( s1 , s1 ",
2 ) E - (2 " v1 %2.
2 ) - (P O
2 ) - ( E" 8C +2.
2 ) z - ("\P P b282 "
8.
2 ) - ( .8P
2 )] (
2 8 @ &5
".
2 ) - ( O X .
2 ) (]X ,O1.,
2 ) E - ( ^
R 9.4
2 ) (PX 9"%5=.8
2 ) 'P - (PX O.
2 ) 849 - (2X
2 ) P ("
R O.
2 ) - ( 9R .
***
56
A.F.E.S.D
ARAB FUND FOR ECONOMIC AND SOCIAL DEVELOPMENT
ARAB RAILWAY NETWORK STUDY
FINAL REPORT EXECUTIVE SUMMARY
,+*+ 1 ; &9 Y ^ ,%% , 8C , "5:,
57
C ^
R9 " %2 EK%2 Y 4 ' 8C C^ '` %2 59 &#
+#X Y \C 5 "9\ 1P ; 18b2 9' NK ^
O.
+#X 5 K 1 uO P 5 K;4 p " &9; 1#
N#"9 'P; " %2 4e JY ; ,+ C
.
29 5 E 6%8 9"
) 5 "4 , &9 E8\ "O9 ;5 E8 e
2( "9 8C C
e N9
9 8C J2 ^ 'P ,b , + ,+
) $= &9 " 2C(
EC a85 + 59 9 NO'` 2 N1 ;:,8 9 CB 85 sY N
O O a 5
O O b2 8C N+ P 'P &9 ,+ 4) 5
"" Ea= &9 1# a85 CB 5(
&9~ C+ ; 1J8 Y k
2 "9 8C , P8R9
= P8R9 P8 1; &9= X 8 8Y1 O9 ,+ + I"N#
5 O &% , . 4 18C
u8X 'P P ^
R k 5 ,+ 4 "2 uO " 8C, %
I# 19 5#59 "8 + [a:
" "9 : 9"%592
" "9 : 5
" :" "]8 % ,
5 ,b , 8C 19 9" 5 , P2 6%8 5 ,
5 + 8%29 \ k8 ,+ 8CP]X .,p
= %2 E 6% 5 " " p e 59 *+ J a &
" 8C ^ + [p CR 5 &% 8C K " %2 6% .5 R
" , & 6% 5"] " 5 848 9 &99R
.
1 O 9' " " 8 Ya9 9R ,+] &9 YJO "6%8 9
5"\"8 1 &% "9 &9 ,C & C"O9 &9.&8b2