TRANSPORTATION POLICY AND PLANNING lectures notes

TRANSPORTATION POLICY AND PLANNING THE UNIVERSITY OF BAMENDA INSTITUT SUPÉRIEUR JIMIT JIMIT HIGHER INSTITUTE YAOUNDÉ HIGHER INSTITUTE OF MANAGEMENT AND INFORMATION TECHNOLOGY - JIMIT SCHOOL OF BIOMEDICAL SCIENCES - JIMIT BTS, HND, LICENCES PROFESSIONNELLES, BACHELOR, MASTERS CAPACITE EN DROIT ET FORMATION PROFESSIONNELLE “An Icon of Professionalism” Affiliated to the University of Bamenda (UBa) LECTURE NOTES FOR TRANSPORTATION POLICY AND PLANNING LEVEL: MASTERS By; PEFELA Gildas NYUGHA, PhD Email: [email protected] 2023/2024 1 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING TRANSPORTATION POLICY AND PLANNING I. INTRODUCTION Transportation policy and planning comprises the whole context of economic, social, and political actions that determine the distribution of development, goods, and services. Transport planning deals with the preparation and implementation of actions designed to address specific problems. The goal of transport policy is to make effective decisions concerning the allocation of transport resources, including the management and regulation of existing transportation activities. Economic development planning, environmental planning, housing and community development, and urban design are all linked by travel and transportation systems. Transportation access significantly affects quality of life, and differences in opportunities between rich and poor, men and women, young and old, and people of different racial, ethnic and social origins. Thus, the analysis of transportation policy includes questions of production and distribution – how efficiently are services provided, who pays, and who benefits. Such transportation questions in turn lead to more fundamental ones about the functions of planning and public policy. a. Overview The Transportation Policy and Planning area of concentration gives students a broad overview of current transportation policy and planning issues. While the program emphasizes domestic urban transportation policy, all aspects of transportation policy and planning – inter-city, international, goods movement, and 2 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING so on – are of interest here. Attention is laid on the relationships between transportation systems and metropolitan development patterns; debate on policies to address traffic congestion and urban sprawl; explore proposals for high-tech traveler information systems within cities and high-speed rail systems between cities; the need to use travel forecasting models to predict travel behavior; the study the relationships between transportation access, poverty, and economic development; learn about transportation finance at the state and local levels; and examine policies and programs that aim to reduce the environmental costs of mobility. In the U.S, many of the transportation courses include field visits to meet with transportation policy experts at places like the Port of Long Beach, Union Station/Gateway Center, and the Los Angeles International Airport. Since 2000, student-initiated Comparative Transportation Policy courses have taken students to Berlin, London, and Mumbai (Bombay) for a week of field trips and meetings with local transportation and planning officials. In addition, the UCLA Institute of Transportation Studies offers transportation policy research opportunities for dozens of students each year, sponsors an ongoing lecture series that brings important transportation speakers from government, research, and private industry to the UCLA campus, and provides fellowship support to over a dozen graduate transportation policy and planning student each year. b. What are transport policies? It is the policies proposed and debated by a political party who aspires to be elected to unity government for the creation, development and maintenance of the transport systems within their jurisdiction. 3 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING c. What is the role of transportation planning? The purpose of transportation planning is to guarantee the safety and efficiency of a person or animal's travel from Point A to Point B. The purpose of transportation planning also includes identifying multiple options for transportation. d. What is the goal of transportation regulation and policy? The U.S. Department of Transportation (DOT) is the umbrella agency for all federal transportation policies and regulations. The DOT's stated goals are to keep the traveling public safe, increase national mobility, and support the national economy through the transportation system. In Cameroon, it is the ministry of transport and urban development that is in charge of these. e. What are the benefits of policy in transportation? A useful categorisation of the broader objectives of policies can be: (i) To stimulate growth (for example, through lower transport costs, which facilitates agglomeration effects, trade and structural change, and leads to higher productivity). (ii) To facilitate social inclusion. f. Main Transport Policy Instruments There is a range of instruments available to public authorities to influence the development and operations of the transport sector. The most common is the funding and provision of infrastructure, which can be seen as direct forms of involvement. 4 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING g. What is the transportation planning process? Transportation planning is the process of looking at the current state of transportation in the region, designing for future transportation needs, and combining all of that with the elements of budgets, goals and policies. h. What are the steps of transportation planning? As mentioned earlier, transportation planning is the process of managing the transport services of a country by identifying and evaluating future needs. i. What are transport policy interventions? Transport policy is typically administered by dedicated national transport ministries. Although it is usually separate from spatial planning, it directly affects urban development by determining the cost of travel between places and the quality of local environments. Transport in the twenty-first century represents a significant challenge at the global and the local scale. Aided by over sixty clear illustrations, Peter Headicar disentangles this complex, modern issue in five parts, offering critical insights into: The nature of transport, the evolution of policy and planning, policy instruments, planning procedures & the contemporary agenda. Distinctive features include the links forged throughout between transport and spatial planning, which are often neglected. Designed as an essential text for transport planning students and as a source of reference for planning practitioners, it also furthers understanding of related fields such as urban and regional planning, geography, environmental studies and public policy. 5 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING Transportation planning tends to have multiple objectives, which usually include:  Traffic congestion reductions  Parking cost savings  Consumer savings and affordability (savings to lower-income households)  Improved mobility for non-drivers  Improved safety  Energy conservation  Air, noise and water pollution reductions  Habitat protection  Support for local economic development  Improved public fitness and health (from increased walking and cycling) Although a project may have one primary objective, such as reducing congestion or improving mobility for non-drivers, transportation agencies should generally try to maximize social benefits by selecting projects that help achieve multiple planning objectives. For example, when evaluating various congestion reduction options, it is desirable to select those that also help reduce parking costs, improve mobility for non-drivers, and increase safety. Conversely, when evaluating transportation energy conservation strategies, it is best to choose those that also reduce traffic and parking congestion. As much as possible, all significant impacts (benefits and costs) should be considered in economic analysis. Many impacts can be quantified and monetized (measured in monetary values), using methods described. Others may be unsuited for monetization, but should still be described and quantified as much as possible (for example, by estimating the acres of wildlife habitat that will be impacted, or 6 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING the number of non-drivers who will benefit from improved mobility options) so they can be effectively considered in the planning process. Examples  Project: Straightening a curve in a road Purpose: To reduce accidents Unintended effects: Reduced travel time Benefits: Reduced accidents and travel time  Project: New bus route Purpose: To provide mobility for transit-dependent people Unintended effects: Reduced automobile trips, bus noise on new route, people waiting at new bus stops Benefits: Increased person-trips, reduced automobile congestion and noise, noise from buses (a negative benefit), effects on property adjacent to bus stops (these effects may or may not be significant and may be negative or positive -- people trampling and dropping trash or people patronizing an adjacent neighborhood store)  Project: Changeable message signs on a congested freeway providing travel time via an alternate route Purposes: To reduce congestion and overall delay by encouraging alternate routes, to reduce travel time uncertainty Unintended effects: Increased delay on alternate routes and connecting streets Benefits: Reduced congestion overall travel time on freeway, increased overall travel time on alternate routes and connecting streets (negative benefits). Intended Recipients These will depend on the perspective of the sponsoring agency. A city may wish to consider only the benefits and costs that accrue to city residents. A federal 7 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING agency, allocating funds for new transit starts, is likely to consider the costs and benefits to all involved. A large state, such as California for example, with significant manufacturing and trade, may consider benefits and costs to all parties in prioritizing highway projects, while a small state, with substantial through traffic that does not substantially benefit its economy, may desire to focus only on the costs and benefits to the state's residents and businesses. This tendency to take a parochial view is a potential pitfall in that, when applied properly, benefit-cost analysis should be broad enough to consider all persons who incur significicant costs or benefits. Unintended Effects The term "unintended effects" is used to focus attention on a project's foreseeable side effects that may be either good or bad. These are important in evaluating and gaining support for projects. For example, a project that is effective in reducing automobile congestion may make pedestrian or bicycle travel more dangerous, while an alternative that is somewhat less effective in reducing automobile congestion may not reduce pedestrian safety and may thus have greater overall benefits. In the bus route example above, awareness that bus stops affect adjacent property may result in locating stops so as to minimize damage. II. THE ROLE OF CIVIL ENGINEERING COMPANIES IN TRANSPORTATION PLANNING Civil engineering companies are essential teams of professionals that work to better the construction, design, and maintenance of works meant to benefit the man-made and natural environments such as bridges, canals, buildings, dams, and roads. Civil engineering is necessary in 8 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING order to keep people and animals safe in multiple environments. This is particularly true in the area of transportation planning. 1) What Is The Purpose Of Transportation Planning? Transportation planning is the preparation of transport ation systems such as highways and traffic facilities. The purpose of transportation planning is to guarantee the safety and efficiency of a person or animal‟s travel from Point A to Point B. The purpose of transportation planning also includes:  Identifying multiple options for transportation  Identifying outlying problems to a transportation system  Identifying solutions to those identified problems  Recalling the purpose of the construction design  Optimization of existing transportation systems and structural design 2) The Importance of Transportation Planning Obsolete road designs, roadside hazards, and substandard road conditions are the cause or are related to the cause of nearly a third of highway fatalities in the United States. Effective transport in urban areas is essential to the accessibility of land, the productivity and growth of economics, an effective standard of living, and the overall environment of the city. Transportation planning is necessary for a civil engineering company to ensure that these hazards and conditions are routinely fixed and are made up to standard in order to guarantee the safety of those on the road. Those performing civil engineering services will often utilize 9 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING traffic control devices like signals and signs in order to optimize existing transportation systems to standard. 3) What Do Civil Engineering Services Do With Traffic Data? Civil engineering companies utilize the volume of traffic data collected using cameras, signals, and signs to create better designs and rehabilitations for transportation systems. The data is used to study traffic control systems, intersections, and accidents in order to predict the volume of traffic in future designs meant to rehabilitate existing roads. The purpose of transportation planning is to improve the safety and comfort of people and animals on the most efficient transportation systems. To improve the transportation systems of your area, consult a civil engineering company today. III. TRANSPORT POLICY AND PLANNING IN CAMEROON Cameroon is a medium-sized (475,000 square kilometers (km²)) country with a population of 27.562.363 inhabitants,1 which is increasing by 2.5 percent per year. The country is located in Central Africa, and is a member of both the Economic Community of Central African States (ECCAS) and the Central African Economic and Monetary Community (Communaute Economique et Monetaire des Etats de l'Afrique Centrale - CEMAC), sharing borders with Nigeria, Chad, the Central African Republic, the Republic of Congo, Gabon, and Equatorial Guinea. 1 As of Monday 17th January, 2022. 10 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING Cameroon is a low middle-income country with high levels of poverty, and weak social indicators. Cameroon's transport sector faces a multitude of challenges such as: (a) Maintaining and expanding the road network; (b) Developing intermodal/multimodal interfaces to improve logistics performance; (c) completing the rehabilitation of the existing rail network and expanding it to better serve growth poles such as major ports, agricultural production areas, and mining areas; (d) Reducing transport costs and prices through more effective service delivery and competition in the transport sector to enhance Cameroon's role as a regional transport hub; (e) Improving the planning, prioritization, operation and maintenance of transport infrastructure; (f) Ensuring Cameroon's compliance with international standards in civil aviation safety and security; and (g) Improving the professionalization and efficiency of the transport services industry. Given Cameroon's favorable geographic location at the crossroads of major regional and continental routes serving several land locked countries including parts of Nigeria, it remains one of the key regional transport hubs for Central Africa. Through the Port of Douala, Cameroon provides the only viable sea access to Chad and the Central African Republic, via the Douala - N'Djamena/ Bangui road corridors. However, despite the fact that Cameroon shares a long common border with CAR, Chad and Nigeria, trade flows are limited. For example trade flows between Cameroon and Nigeria, which is now the largest economy in Africa, 11 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING account for just 1.4% of Cameroon's exports and 11% of its imports. This is principally because of poor transport infrastructure in the border area and persistent Non-Tariff Barriers (NTBs). The overall poor state of the transport infrastructure stock, combined with high transport/ logistics costs, have reduced the economic benefits that Cameroon should derive from being the key transport hub for Central Africa. While progress has recently been observed as a result of both on-going road improvement works and trade facilitation activities financed by the state and other development partners on key intra/inter regional corridors, more efforts are needed to substantially reduce transport costs. Transport costs on intra/inter regional corridors in Cameroon, are among the highest in Sub-Saharan Africa. Furthermore, lack of political will to implement reforms of road asset management, high construction costs, and mounting payment arrears to local contractors constitute serious threats to transport infrastructure development in Cameroon. Inadequate and poorly targeted investments in updating and maintaining its port, rail and airport infrastructure, means that Cameroon's transport system is increasingly inefficient and unsuited for multimodal transport, which is key to efficient logistics. 12 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING IV. KEY ISSUES THAT AFFECT THE TRANSPORT SUB-SECTORS IN CAMEROON 1. Road Sub-Sector The road infrastructure asset base remains limited and cannot adequately meet the growing traffic demand, which is growing by about 7 percent per year. More specifically, out of a total national road network of about 100,000 km, only 5,634 km are paved and about half of the paved network is in poor condition, due to inadequate road maintenance funding and weak road asset management. Approximately 85 percent of the unpaved network is also in poor condition, posing a problem of local access in a country where agriculture is a major source of income and accounts for about 70 percent of employment. Road density in Cameroon is estimated at 9 km/1000 km² and 0.280 km/1000 inhabitants, significantly below that of countries with similar levels of economic development and area such as Cote d'Ivoire (16; 0.384) and Ghana (25; 0.354). To improve road asset management, a second generation Road Fund (RF) was created in 1998. However, this was abolished by an Act of 2007, which reverted to the pre-1998 situation when road maintenance resources were determined in an arbitrary fashion. Thus, under the current funds flow arrangement, the resources collected for the RF first go to the State Treasury, which then provides an annual budgetary allocation for road maintenance. As a result of the budget controls imposed by the Ministry of Finance, only about 43% of the maintenance needs for the 27,000 km classified road network are currently being met. This is despite the fact that fuel levies for road maintenance and rehabilitation have increased substantially over the last decade to about FCFA100 billion (about US$213 million) per year of which only about 50% goes for road 13 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING maintenance. Chronic road maintenance underfunding and weak implementation capacity are negatively impacting the quality and sustainability of the road network. 2. Port Sub-Sector Traffic at the Port of Douala (POD) has reached about 9 million tons and 350,000 twenty-foot equivalent unit (TEU) per year. Since 2007, freight transit times once transit goods leave the POD to N'Djamena and Bangui have reduced from about 8.6 to about 5 days, and from about 6.4 to about 4 days respectively. In 2014, the new deep water port in Kribi was opened, but it is still not fully operational due to inadequate transport infrastructure connecting it to the rest of Cameroon and the sub-region. 3. Railway Sub-Sector The provision of railway services was concessioned out in 1999, and CAMRAIL operates the 1,000 km meter gauge railway line from Douala to Ngaoundere, as well as another 245 km of secondary lines. In 2014, CAMRAIL carried about 1.7 million tons of freight and about 1.6 million passengers, and plays a critical role in serving northern Cameroon, Chad, and Central African Republic (CAR). On the Douala - Ngaoundere transport corridor it currently has a 30 percent market share of goods transported by land. The CAMRAIL concession is performing well and the initially obsolete rolling stock and deteriorated rail track infrastructure are gradually being modernized and replaced. CAMRAIL and the GoC agreed to invest US$479 million between 2009 and 2020 to improve the competitiveness of rail transport as a transport mode, and to ensure its long term sustainability. 14 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING 4. Airport Sub-Sector In 2014, the Cameroon Airports Management Agency (ADC) handled 1,223,191 passengers and 16,543 tons of freight, which was an 8 percent increase over the previous year. Cameroon has an active commercial aviation sector with several private carriers engaged in charter type operations. The national carrier, Cameroon Airlines Corporation (CAMAIR-CO) operates a limited fleet of one B767, two B737-700 and two recently acquired Xian MA-60 to serve several domestic/regional/intercontinental routes. A host of issues affect the aviation sector in Cameroon. Among the most critical ones are: (a) Inadequate airport safety and security; (b) Inadequate airport infrastructure and low service standards; (c) Limited capacity of the Cameroon Civil Aviation Authority (CCAA) to fulfill its mandate as a regulatory agency; and (d) Poor productivity and lack of competitiveness of the loss making national flag carrier (CAMAIR-CO). Security and safety at the two key international airports of Douala and Yaounde was improved thanks to the International Development Association (IDA)-financed Regional Air Transport Safety and Security Project (P083751). However, both airports, as well as the international airports in Garoua and Maroua still require significant investments before they can fully meet the safety standards of the International Civil Aviation Authority (ICAO). A valuation mission (VM) conducted in 2013 under the ICAO's coordination showed that Cameroon's civil aviation still has work to do to fully meet the safety standards required by the Chicago Convention. These findings are consistent with those of an audit of 15 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING "Threats and Vulnerabilities" at Cameroon's three major airports of Douala, Yaounde and Garoua, conducted in 2010 under the sponsorship of the United States Department of Trade. The GoC is fully cognizant of the developmental challenges that the transport sector faces and plans to address them through its Strategy for Growth and Employment (Document de Strategie pour la Croissance et l'Emploi-DSCE) and 'Vision 2035'. More specifically, the transport sector vision of the GoC focuses on major reforms of the transport sector that are able to generate: (a) Significant investments for the transport sector over the next decade; (b) substantial reduction in the maintenance backlog on existing transport infrastructure over the same period; (c) improved institutional capacity and governance standards to improve efficiency in road asset management; (d) Adequate transport planning capacity based on an inclusive policy dialogue among key stakeholders involved in the transport sector; and (e) Greater professionalization and efficiency in the provision of transport sector services. Consequently, the implementation of the GoC's transport sector vision should lead to improved selectivity of future transport sector investments which are expected to generate significant socio-economic impacts to help meet the sector's growth and employment objectives as laid out in the DSCE. Priority will be placed on improved governance and efficiency of the sector backed by appropriate planning, effective management and a strong regulatory framework. In addition, to leverage much needed additional sectoral funding through Public Private Partnerships (PPPs), it will be essential to improve efficiency in transport infrastructure contracting and financing while at the same time strengthening the 16 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING capacity of sector ministries, the regulatory agencies and the PPP promotion Agency. The proposed project is expected to support the GoC reform and modernization agenda in the transport sector by focusing on strengthening: (a) Transport planning; (b) Road asset management; (c) Road safety; and (d) Air transport safety and security. More specifically, it will support the design and implementation of the Transport Priority Investment Program (TPIP), which is a key output of the integrated intermodal transport strategy currently being prepared under the World Bank-financed Cameroon Multimodal Transport Project (CMTP). The TPIP is expected to help the GoC move from its current ad-hoc approach to transport investment financing by providing a holistic platform on which to base investment and financing decisions. The proposed project will also strengthen the capacity of the line ministries responsible for transport planning and development in specific areas such as traffic monitoring and demand forecasting to facilitate the planning process and the efficient use of resources. 17 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING V. BREAKDOWN OF THE TRANSPORTATION OPTIONS AVAILABLE IN CAMEROON The options available to citizens and tourists in Cameroon include railways, roadways, waterways, pipelines, and airlines. These avenues of transportation are used by citizens for personal transportation, by businesses for transporting goods, and by tourists for both accessing the country and traveling while there. Rail transport in Cameroon Railways in Cameroon are operated by Camrail, a subsidiary of French investment group Bolloré. As of January 2022 Camrail operated regular daily services on three routes:  Douala - Kumba  Douala - Yaoundé  Yaoundé - Ngaoundéré There are no rail links with neighboring countries. 18 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING Roadways Bus Finexs Voyage Buses in Yaoundé Total highways: 50,000 km Paved: 5,000 km Unpaved: 45,000 km (2004) Cameroon lies at a key point in the Trans-African Highway network, with three routes crossing its territory:  Dakar-N'Djamena Highway, connecting just over the Cameroon border with the N'Djamena-Djibouti Highway  Lagos-Mombasa Highway  Tripoli-Cape Town Highway Cameroon's central location in the network means that efforts to close the gaps which exist in the network across Central Africa rely on the Cameroon's participation in maintaining the network, and the network has the potential to have 19 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING a profound influence on Cameroon's regional trade. Except for the several relatively good toll roads which connect major cities (all of them one-lane) roads are poorly maintained and subject to inclement weather, since only 10% of the roadways are tarred. It is likely for instance that within a decade, a great deal of trade between West Africa and Southern Africa will be moving on the network through Yaoundé. National highways in Cameroon: Rues et pistes de Douala  N1: Yaoundé - Bertoua - Ngaoundéré - Garoua - Maroua - Kouséri, border with Chad.  N2: Yaoundé - Mbalmayo - Ebolowa - Woleu Ntem, border with Gabon.  N3: Yaoundé - Edéa - Douala - Idenau.  N4: Yaoundé - Bafia - Bafoussam.  N5: Douala - Nkongsamba - Bafang - Bafoussam.  N6: Ejagham, border with Nigeria - Bamenda - Bafoussam - Tibati - Lokoti.  N7: Edéa - Kribi.  N8: Mutengene - Kumba - Mamfé.  N9: Mbalmayo - Nki, border with Congo.  N10: Yaoundé - Bertoua - Batouri - Kenzou, border with the Central African Republic.  N11 Bamenda Ring Road Linking, Mezam, Ngokitujia, Mbui, Boyo and Menchum 20 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING Waterways Car carrier GRANDE CAMEROON à Casablanca 2,090 km; of decreasing importance. Navigation mainly on the Benue River; limited during rainy season. Seaports and harbors[edit]  Douala - main port, railhead, and second largest city.  Bonaberi - railhead to northwest  Garoua  Kribi - oil pipeline from Chad o  Kribi South - proposed iron ore export port, about 40 km south of Kribi. Tiko Pipelines 888 km of oil line (2008) Airports Aéroport de Douala 21 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING Aircraft at the Douala International Airport, Cameroon Front view of Douala International Airport The main international airport is the Douala International Airport and a secondary international airport at Yaoundé Nsimalen International Airport. As of January 2022, Cameroon had regular international air connections with nearly every major international airport in West and Southwest Africa as well as several connections to Europe and East Africa. In 2008 there were 34 airports, only 10 of which had paved runways.  List of airports in Cameroon Airports - with paved runways total: 10 22 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING SOURCES 1) Steve Abley, Paul Durdin and Malcolm Douglass (2010), Integrated Transport Assessment Guidelines, Report 422, Land Transport New Zealand (www.nzta.govt.nz); atwww.nzta.govt.nz/resources/research/reports/422. 2) CH2M Hill and HDR (2010), History and Application of Least Cost Planning for Transportation from the Mid-1990s, Oregon Department of Transportation (www.oregon.gov); at www.oregon.gov/ODOT/TD/TP/LCP.shtml. 3) DfT (2006), Transport Analysis Guidance: Integrated Transport Economics and Appraisal, Department for Transport (www.webtag.org.uk/index.htm). 4) DfT (2009), NATA (New Approach for Transport Appraisal) Refresh: Appraisal for a Sustainable Transport System, UK Department for Transport (www.dft.gov.uk); at www.dft.gov.uk/pgr/economics/integratedtransporteconomics3026. 5) Todd Litman (2005), Win-Win Transportation Solutions: Cooperation for Economic, Social and Environmental Benefits, Victoria Transport Policy Institute (www.vtpi.org); at www.vtpi.org/winwin.pdf; originally published as “Transportation Demand Management and „Win-Win‟ Transportation Solutions” Handbook of Transport and the Environment, Elsevier, 2003. 6) Todd Litman (2008), Comprehensive Transport Planning: Best Practices For Evaluating All Options And Impacts, VTPI (www.vtpi.org); at www.vtpi.org/comprehensive.pdf. 7) NZTA (2010), Economic Evaluation Manual, Volumes 1 and 2, New Zealand Transport Agency (www.nzta.govt.nz); at www.nzta.govt.nz/resources/economic-evaluation-manual/volume- 23 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024. TRANSPORTATION POLICY AND PLANNING 1/index.html and www.nzta.govt.nz/resources/economic-evaluationmanual/volume-2/docs/eem2-july-2010.pdf. 8) VTPI (2010), Online TDM Encyclopedia, Victoria Transport Policy Institute (www.vtpi.org/trb). 9) WSDOT (2009), Least Cost Planning Guidance, Washington State Department of Transportation (www.wadot.wa.gov); at wadot.wa.gov/NR/rdonlyres/FDBC2704-7998-49D9-9F70B16F5D1A0B2E/0/LeastCostPlanningexampledefinitionsfordiscussion.pdf. END 24 Delivered by DR. PEFELA Gildas Nyugha 679680463 /Masters 1. / JIMIT HIGHER INSTITUTE/ YAOUNDE/ JAN.2024.