Improving Transnational Transport Corridors
In the OIC Member Countries: Concepts and Cases
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Table 35: Social factors in TAH1 Countries
Source: World Bank and UN for most recent years.
4.5.6. Safety, security and the legal liability
Conflict in the countries along the corridor have been prominent affecting the ability for trade
to flow smoothly therefore, sharing risk and intelligence information may not be developed,
though there is no evidence. Some countries are in the process of building anti-terrorism
fencing.
Road safety will have been much improved with the construction of a dual lane international
highway, although the actual number of crashes specifically on the highway is not known,
though national road safety figures will be available but are of no real relevance to this study.
Legal harmonization of conditions of carriage and transport documentation for road freight
may also be limited. Discussions will be held with high level officials as to the impact of
improved regional communications on conflict prevention and minimization. Only under
conditions of peace, can other security measures follow including sharing intelligence and risk
analysis at borders. A final step would be for corridor members to support harmonized
conditions of carriage as well as the TIR agreements.
4.5.7. Technical and Operational Factors
Typical considerations for coordinated transport and operational development are
interoperability, common technical standards and traffic legislation. In this regard, it is worth
being reminded that a definition of transport corridor is a specified route, ideally intermodal,
that can expedite the movements of goods and people across international borders by
connecting key points in different countries. Certainly, TAH1 is a specified route in theory,
whether it is signed as such in each country is another matter. Are the countrymen of Senegal
aware that they have route passing through their territory that goes to Cairo 8,000 km away?
Small issues, such as common road signing, are important. Apart from signage, road standards
also vary along the route, in the Eastern sections carriageways are 3.5 M wide while in the
Western sections they are 3 M wide. Shoulders also vary in width and construction.
Traffic levels generally are higher closer to urban areas than borders of course. Such that
approach sections to Cairo have an AADT of 16,000 while the border 2,000. In Libya an
average for the entire length of TAH1 is stated as being 2,600. In Morocco, AADT varies from
Country
Population
(Millions)
Unemployment
(%)
Poverty
Index (%)
HDI
EGYPT 91.5 12.7 27.8 0.691
LIBYA 6.3 20.6 40 0.716
TUN 11.4 15.5 15.5 0.725
ALG 40 10.5 5.5 0.745
MOR 35 10 8.9 0.647
W. SAHA 0.6 N/A N/A N/A
MAU 4.2 13 42 0.513
SEN 15.6 16.6 46.7 0.494