Planning of National Transport Infrastructure
In the Islamic Countries
109
republic. There is also an Observation and Monitoring Office that measures and evaluates the
results of SEP implementation.
According to the African Development Fund report of 2014, the Ageroute monitors the
implementation of the various project components. To do so, it has also set up a road data
management. It is assisted by the Directorate of the Environment and Classified Establishments
(DEEC) and its regional division for monitoring the implementation of the Environmental and
Social Management Plan (ESMP). There can also be an external consulting firm in charge for the
monitoring and evaluation of the socio-economic impact of the project. The extent of
independent objective reporting on a plan effectiveness, in order to evaluate whether the
implementation of the plan is effective on achieving the expected results, is considered to be
high.
To analyse an example of ex-ante evaluation, the project of Road Improvement and Transport
Facilitation Program on the Southbound Bamako-Dakar Corridor under EPSA for Africa,
implemented in Senegal in 2006 are considered. It is relevant to mention in the Project
Description the wide space reserved to the environmental and social consideration. It has
already been seen throughout the whole case study the importance that Senegal devotes to these
factors and that is confirmed also in this case. From the questionnaire, it also emerges that the
extent to which the plans have achieved the goals and objectives as set at the time of launching
the plan is high, although there is still room for improvement when it comes to efficiency of
implementation, monitoring of the implementation and evaluation of the NTI process.
The results of the questionnaire also point at the need to improve the education of monitoring
and evaluation in tertiary education in Senegal.
3.4.8. Conclusions
 Political and legislation: There is a strong public-sector support. There is a high inclusion
of ratified international agreements in NTI planning, mainly coming fromorganization such
as the ADB, WAEMU, CEDEAC, OMI, OACI. The indications of the regional and sub-regional
organizations – such as Program for Infrastructure Development in Africa (PIDA) and the
Regional Infrastructure Development Master Plan of the Economic Community of West
African States (ECOWAS) – and the integration with neighbouring countries via the
corridors are taken into account as inputs in the planning of national transport
infrastructure. As far as the Road Safety Management is concerned, it lacks consistency with
respect to the training of agents auditing new road projects.
 Institutional and organizational: The public administration of the transport sector is
branched into three ministries (MITTD, MTTA, MPEM). Each of them is responsible for sub-
sectoral plans and targets. Concrete objectives deduced from the Senegal Emergent Plan
can be found in the SDRAN. National Transport Plans refer also to a visionary long-term
document, the LPST. The collaboration between public agencies and international public
organizations is fundamental.
 Technical: The SDRAN focuses more on road and railway transport infrastructure and does
not include non-motorized transports. The integration with land use planning and the
complementarity of different transport modes are crucial for the tasks of the National
Agency for Land Development (ANAT). ANAT performs the tasks of the Directorate of