Planning of National Transport Infrastructure
In the Islamic Countries
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Spatial Planning (DAT). Its main tool for Land-Use Planning is the National Plan of
Development and Land Development (PNADT).
The integration with land use planning and the complementarity of different transport
modes are crucial. Infrastructure planning are also highly subject to socio-economic
evaluation and cost-benefit analysis in order to provide prioritization.
 Procedural and financing: Transport planning is centralized mainly coming from
President of Republic and Prime Minister’s Office. However, there are three ministries
involved first hand in the infrastructure sector (MITTD, MTTA, MPEM). There is a close
collaboration among public agencies (AATR, ANACS, FERA, ANAM, ANAMS) and the private
sector is highly involved in transport planning decision making.
 Content of NTI Plan: The concrete implementation of targets is embodied in the SDRAN.
However, this does not include non-motorized transports and it can be considered output
based. It reports all the objectives set for building and rehabilitation of paved and unpaved
roads, specifying number of kilometres. Same for motorways and highways and
(inter)regional corridors. Through the SDRAN (but also LPST) there are outlined targets in
terms of meeting demand and the use of econometrics models to forecast demand is high.
The application of scenario, financial and socio-economic analysis makes it a strong aspect.
 Data collection: Data for plans and projects are collected as needed by consultants and
research institutes also through surveys of various kinds (household, traffic, travel). The
main source is the National Agency of Statistics and Demographics (ANSD) and additionally
global reports and data collection funded by CETUD.
 Monitoring and evaluation: The monitoring and evaluation system has been developed
rapidly in the recent years. The establishment of the Committee for Strategic Orientation
and of the Observation and Monitoring Office for monitoring and evaluating the
implementation of the SEP – which is concretely implemented through the SDRAN and
gives the vision to the LPST – is a significant proof of the recent further steps pursued. In
addition to this, Ageroute and DEEC are responsible of other actions of M&E.
In summary, the good performance of the tertiary sector in Senegal in the last years was mainly
determined by the beneficial dynamism in relevant sectors that include telecommunication,
transport and financial. The five-year plans, despite covering infrastructure investments in all
the kind of transport infrastructure (road, rail, air and sea), mainly focus on ground-based roads
with focus on urban transport. Concerning urban transport, the optimal policy would be to
incentivize a modal shift from cars to high quality public transport services, which is required
to solve the congestion issue in a sustainable way. Special attention is also given to facilitate
trade along key corridors to support the regional growth poles. The direction that plans and
summits are working towards is to promote sustainable urban mobility in Western Africa. The
main aspects considered are the social dimension of car ownership, the link between land use,
urban density and transport development in African cities and the peculiarities of governance.
The main challenge stands in finding the right balance between private and city-government
services. In fact, the widespread liberalization in the past decades limited the ability of
governments to offer attractive services and to shape urban development.