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Accord Chine / Sénégal : infrastructures d’acheminement des produits miniers du Mali et du Sénégal vers l’Atlantique

Revenons donc sur le contenu de l’accord passé entre la Chine et le Sénégal vendredi, en plein cœur de la crise ukrainienne. Une période propice pour Pékin, lui permettant de damer le pion à la France, élément moteur de l’intervention militaire au Mali, mais également fortement présente en Ukraine, et ne pouvant être présente sur tous les fronts. Handicap non négligeable pour la partie française, alors que l’accord entre les Chinois et les Sénégalais permet avant tout à Pékin d’obtenir un avantage certain sur le transport des matières premières extraites du Sénégal et du Mali, et donc sur l’approvisionnement en ressources minières elles-mêmes, au grand dam des géants énergétiques français tels qu’Areva et Total.

La visite de Macky Sall, Président sénégalais, à Pékin aura donc été pour le moins fructueuse, puisqu’à l’issue de son déplacement, des accords ont été signés avec des firmes chinoises, pour un montant global d’investissements estimé à plus de 4,5 milliards de dollars. Le tout via un financement de la China Eximbank.

Les huit projets ayant obtenu des accords de financement, déclarés prioritaires par le Sénégal sont relatifs principalement à des infrastructures ferroviaires et routières.

Figure en tout premier lieu la réhabilitation du chemin de fer Dakar-Bamako entre le Sénégal et le Mali. Les travaux seront conduits par la société China railways construction corporation (Crcc). Entreprise qui a d’ores et déjà signé un accord avec le gouvernement du Mali pour le tronçon ferroviaire Kidira-Bamako. Kidira étant une localité frontalière du Sénégal oriental représentant le principal point de passage vers le Mali.

Rappelons à cet égard, qu’en décembre dernier, lors d’un conseil des ministres, le président de la République avait rappelé l’obligation pour le gouvernement de s’atteler, sans délai, à faire le point sur la liquidation de la Société nationale des chemins de fer du Sénégal (Sncs), en vue notamment de déterminer l’état réel du patrimoine ferroviaire national. Invitant parallèlement le gouvernement à engager, en rapport avec les autorités maliennes, l’audit de la concession de la ligne Dakar-Tambacounda-Kidira-Kayes-Bamako. Il avait alors estimé que « la réhabilitation, l’amélioration de l’exploitation et de la fréquentation » de cette ligne demeuraient « essentielles pour l’intégration sous-régionale et le renforcement du leadership de la plate-forme portuaire de Dakar ». Cela avait le mérite d’être clair, les infrastructures ferroviaires devant avant tout permettre d’acheminer les matières premières du Mali vers le port sénégalais.

Macky Sall avait alors rappelé l’impératif d’assurer le financement urgent et la réalisation rapide des projets de lignes ferroviaires Dakar – Diamniadio – noeud de transit routier mais également énergétique permettant de desservir les plates-formes de pétrole off-shore au large de Rufisque – et le nouvel aéroport international Blaise Diagne ainsi que la desserte de Matam, destinée pour sa part “à faciliter l’exploitation des mines de phosphates de la zone.” La construction de nouvelles voies à écartement standard permettant également de répondre aux besoins d’exploitation des mines de fer de la Falémé.  Au final, la China Railways Construction Corporation (CRCC) sera également chargée de la réalisation d’un nouveau tronçon ferroviaire Tambacounda-Kédou­gou, afin de desservir cette région minière.

Alors que certes, le PDG de la China Eximbank, Ruogo Li, a lié le financement de ces projets à la fin des études complémentaires dont certaines n’ont pas été encore finalisées, les études techniques devraient débuter dès la fin du mois de février. En ce qui concerne le tronçon ferroviaire Dakar-Bamako, Amadou Hott, directeur général du Fonds souverain d’investissements stratégiques (Fonsis), a d’ores et déjà indiqué que pour se conformer au choix du Mali et en vue de réduire les coûts de réalisation, les autorités sénégalaises opteraient pour un type de chemin de fer à écartement métrique.

Autre projet et non des moindres : le projet intégré Mines-Rail-Port minéralier de Bargny, lequel est provisoirement estimé à 2,6 milliards de dollars. Précisons que ce dossier a lui tout seul d’appréhender le caractère stratégique de toutes les infrastructures à mettre en œuvre, l’enjeu final étant bien d’acheminer de bien précieuses matières premières du Mali et du Sénégal vers les ports sénégalais … en vue de leur permettre de parcourir le monde par la suite.

C’est ainsi qu’un conglomérat d’entreprises chinoises, à savoir China railways, China steel et Sino hydro interviendra dans ce projet, mêlant les trois secteurs économique directement concernés, rail, acier et construction.

La Chine a également signé un autre accord avec le gouvernement du Sénégal pour la réalisation d’un chemin de fer destiné aux trains d’une vitesse de 120 km/h en vue de relier Dakar au nouvel aéroport international Blaise Diagne de Diass. Ce chemin de fer dont l’investissement s’établit autour de 200 millions de dollars desservira également la banlieue dakaroise.
En décembre dernier, la presse sénégalaise indiquait que Macky Sall semblait accorder beaucoup de crédit au projet de construction d’un tramway et d’un TGV permettant de relier la capitale au futur aéroport de Diass. Le journal sénégalais « le Quotidien » indiquait que l’Agence française de développement (AFD) était prête à financer l’ouvrage que la compagnie française Alstom était disposée à réaliser. Le dossier aurait même été l’un des sujets abordés lors du dernier séjour du chef de l’Etat sénégalais à Paris, le 6 décembre dernier. Le projet serait mené le cas échéant en parallèle à celui du prolongement de l’autoroute à péage jusqu’au site du nouvel aéroport, dans lequel la société Eiffage est partie prenante.

Les autoroutes Diamniadio-Thiès-Touba et Thiès-Tivaouane ont également trouvé une belle opportunité de financement avec la société China road and bridge corporation pour un investissement de 700 millions de dollars. Projets non négligeables, les villes de Touba et de Tivavouane étant des lieux de pélérinage extrêmement fréquentés lors des fêtes religieuses telles que le grand Magal, l’un des plus grands événements religieux au Sénégal.

Touba est en effet la capitale de la confrérie musulmane des mourides, laquelle détient un pouvoir non négligeable dans le pays. Pouvoir religieux mais également politique et financier, que les Chinois, bien renseignés, ne négligent pas de prendre en compte. Quant à Tivavouane, il s’agit de la capitale de la confrérie des tidjanes (ou tidianes), autre confrérie influente. On y commémore chaque année avec ferveur la naissance du Prophète Mahomet, fête du calendrier musulman appelée la Maouloud ou Gamou.

Enfin, la China great wall devra également réaliser neuf ponts de désenclavement, pour un investissement de 200 millions de dollars, tandis que China first highway engineering devrait réhabiliter les aéroports régionaux de Ziguinchor, Saint-Louis, Tamba­counda, Kédou­gou, Ourossogui et Kaolack. La China Machinery Import & Export se positionne quant à elle sur un projet de renouvellement du parc des camions. Huawei, lee géant chinois de la téléphonie, offrant de réaliser la plate-forme de passage au numérique.

En vue d’associer l’acte à la parole, la Chine a d’ores et déjà accordé une subvention budgétaire de 100 millions de yuans ainsi qu’un prêt sans intérêts de 200 millions de yuans.

Des discussions devraient également se poursuivre en vue de finaliser le projet de réalisation d’une ligne d’extension du réseau électrique sur une longueur de 1 140 kilomètres. Sujet sur lequel nous reviendrons, la production électrique étant d’une importance majeure pour le pays, situation qui n’a pas échappée au Mali et à la Mauritanie, ses voisins.

Sources : Leral.net, Rewmi, Presse sénégalaise

Elisabeth Studer – 22 février 2014 – www.leblogfinance.com

A lire également :

. Chine : main basse sur les matières mondiales, de l’Ukraine au Mali, via le Sénégal

. Mali : visite de banquiers, ONU, UA et UE à des anciens de Banque mondiale et BCEAO désormais au gouvernement

. Mali : l’uranium de Faléa, un des enjeux du conflit ?

. Mali : un pays riche en pétrole, en gaz et en mines d’or

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  1. ES 25 février 2014 à 21:00

    GCP : l’Etat envisage 368 milliard FCFA pour le port de Bargny

    SETAL.NET-La construction du port minéralier de Bargny entre autres programmes sera au cœur de la réunion du Groupe consultatif de Paris(GCP) pour un financement de 368 milliards FCFA.

    Dans son programme de réhabilitation des infrastructures portuaires, le chef de l’Etat Macky Sall a annoncé la construction d’un port minéralier à Bargny. Ce joyau concoctera pas moins de 368 milliards FCFA. L’infrastructure sera faite sur une superficie d’environ 1346 hectares (zone terrestre) et 864 hectares (zone maritime)…

  2. Elisabeth Studer 14 septembre 2014 à 14:46

    ”LE CHEMIN DE FER A FAIT L’OBJET D’UNE MAUVAISE PRIVATISATION”
    ABDOULAYE LO, DIRECTEUR GENERAL DE L’AGENCE NATIONALE DES NOUVEAUX CHEMINS DE FER DU SENEGAL

    Maguette Ndong | Publication 13/09/2014
    \
    Réhabilitation de la ligne de chemin de fer Dakar-Bamako, desserte aibd par un train rapide ainsi que la construction de la ligne Nepad (Dakar-Bamako par le Sud) sont autant de grands projets du chef de l’Etat pilotés par le directeur de l’agence nationale des nouveaux chemins de fer du Sénégal, Abdoulaye Lô. Dans cet entretien, il décline la nouvelle vision du chef de l’Etat sur le secteur ferroviaire. Le tout nouveau maire de Sébikotane parle aussi de ses projets et ambitions pour sa commune.

    Vous êtes le directeur général de l’agence nationale des nouveaux chemins de fer du Sénégal, un secteur auquel le chef de l’Etat accorde une grande importance. Les choses ont-elles commencé à bouger ?

    Les choses bougent et même plus vite qu’on ne le pense. Le chemin de fer est un domaine que je connais très bien. J’y ai fait presque 30 ans. D’ailleurs, la situation du chemin de fer est une des raisons qui m’a poussé à entrer en politique. Car, de tous les présidents qui sont passés, et cela je le dis sans ambages, Macky Sall est le seul président qui veut prendre le chemin de fer à bras le corps.

    C’est sous Senghor que la ligne Louga-Linguère a été supprimée. Sous Abdou Diouf, les lignes Dakar-Saint-Louis et Dakar-Thiès ont été arrêtées et la privatisation des chemins de fer a débuté. On est passé de régie en société nationale et de société nationale, on a entamé la privatisation.

    Sous Abdoulaye Wade, la privatisation a été attribuée à des sociétés qui n’avaient aucun pouvoir et aucun moyen financier, d’où l’état de Transrail actuellement. Le chemin de fer a commencé à se dégrader depuis les années 1970. Abdoulaye Wade a fait l’erreur de supprimer la gare de Dakar.

    Toutes les installations qu’on avait à Dakar, ont été récupérées pour en faire le parc culturel. C’est une catastrophe. Dakar est la seule ville voire la seule capitale au monde qui n’a pas de gare ferroviaire. Me Wade a fait de même avec la gare de Kaolack. Sous son magistère, l’Express Dakar-Bamako a été arrêté, faute de moyens pour entretenir la voie, et cela depuis 2009. Aucun de ces 3 présidents n’a donc jamais pu prendre à bras le corps le problème du chemin de fer et essayer de le sortir de l’ornière.

    Le président Macky Sall s’est engagé à le faire à travers le Plan Sénégal émergent (Pse) dans le- quel 3 projets majeurs sont inscrits dont la réhabilitation de la ligne Dakar-Bamako avec de nouveaux standards, une charge à l’essieu augmentée de 15 à 22 tonnes, un rail neuf de 54 kilos au lieu du rail de 25, 26 ou de 36kg qui constitue la voie actuelle.

    Ce projet avance et les bailleurs de fonds (Banque mondiale, Union européenne, Bad) sont tous disposés à nous accompagner, surtout à nous financer. Mais la conditionnalité est qu’on change le nouveau schéma de concession. La concession actuelle du Dakar-Bamako est intégrale et un privé ne viendra jamais investir sur les infrastructures.

    Il faut qu’on la change en affermage et que les Etats prennent en charge le financement des infrastructures et qu’on cherche un autre privé pour financer l’exploitation. Nous avons, sur le même trajet, signé des homeviews avec des sociétés chinoises. Certaines sont en train de faire des études de faisabilité. Nous avons donc 2 fers au feu pour financer ce projet. Le deuxième projet important pour le chef de l’Etat, c’est la desserte de l’Aibd par un train rapide qui va rouler à 120 km/h entre l’aéroport international et Sébikotane ou Diamniadio et 80 km/h entre Diamniadio et Dakar.

    Nous sommes en partenariat avec une société chinoise qui a déjà fait une étude de préfaisabilité sur laquelle nous avons discutée et donné nos observations. Nous allons revenir au mois de septembre pour continuer les discussions.

    Nous espérons que celles-ci aboutiront au début de l’année 2015 et qu’on pourra signer la convention de financement et que les travaux démarreront fin 2015, début 2016.

    Quel est le troisième projet ?

    C’est la ligne Dakar-Bamako par le Sud. C’est une ligne ferroviaire à écartement standard qui va partir du port de Bargny, longer les voies actuelles jusqu’à Thiès, Tambacounda et passer par Kédougou pour qu’on puisse exploiter les mines de fer, et de là, on pourra passer sur Bamako. Cette ligne sera plus courte de presque 200 km que la ligne actuelle.

    C’est une ligne qui sera presque dédiée au trafic minier. Elle nous permettra d’exploiter les mines de fer au Sénégal, les mines de Bauxite au Mali situées à 80 km de la frontière. Elle sera prolongée jusqu’à Sikasso, Bobo-Dioulasso et en Côte d’Ivoire. Ce sera la ligne Nepad, puisqu’elle permettra la jonction entre le Sénégal et les autres pays.

    C’est une ligne extrêmement importante pour 2 raisons. Elle nous permettra de faire un embranchement de Matam à Tambacounda pour l’exploitation des phosphates de Matam et de faire un deuxième embranchement de Ziguinchor à Tambacounda pour le désenclavement de la Casamance.

    Cette ligne est capitale parce qu’elle est structurante. Si on ne la fait pas, on ne pourra pas faire des embranchements. Egalement, cette ligne nous permettra d’être concurrentiels par rapport aux autres pays. Car, la Côte d’Ivoire est en train de construire une ligne de chemin de fer entre San Pedro et Bamako longue de 990 km.

    Si l’on ne fait pas cette ligne qui sera longue de 1.000 km, on ne pourra plus concurrencer la Côte d’Ivoire sur la desserte de Bamako et sur la desserte des zones minières du Sénégal et du Mali.

    Cette ligne est, de ce fait, extrêmement importante. C’est sûr qu’il nous faudra des partenaires miniers pour la rentabiliser, mais ces partenaires n’attendent que cela. Que l’Etat décide pour qu’ils viennent, parce qu’ils ne pourront pas faire tout. Ils ne pourront pas faire les investissements sur le port, sur la mine et sur le chemin de fer.

    Ces projets sont à la fois ambitieux et coûteux, le Sénégal n’est-il pas en retard dans ce domaine par rapport aux autres pays de la sous-région ?

    On n’est pas en retard par rap- port aux autres pays parce que tous les autres pays sont logés à la même enseigne. Peut-être que la Côte d’Ivoire réussit mieux avec sa privatisation et le Cameroun également. Ils ont un partenaire qui a un intérêt économique à long terme. Ce qui n’est pas le cas chez nous.

    C’est quand on a des intérêts économiques dans le long terme dans le pays qu’on peut prétendre investir. Mais si l’on prend un investisseur qui n’a aucun intérêt dans un pays, qui n’aspire à gagner que de l’argent, il va exploiter comme il peut et le jour où il y aura problème, il s’en ira. C’est donc une mauvaise privatisation.

  3. ES 28 novembre 2015 à 19:34

    pourquoi la Chine … : China’s China Railway Construction Corporation (CRCC) ….

    on en reparle bien évidemment
    ——————————————
    Terror in Mali: An Attack on China and Russia?
    Column: Politics Region: Africa
    43534534444Coming on the heels of the terrorist attack in Paris, the mass shooting and siege at the Radisson Blu Hotel in Bamako, the capital of the African nation of Mali, is still further evidence of the escalation of terrorism throughout the world. While there has already been much written about the incident in both western and non-western media, one critical angle on this story has been entirely ignored: the motive.

    For although it is true that most people think of terrorism as entirely ideologically driven, with motives being religious or cultural, it is equally true that much of what gets defined as “terrorism” is in fact politically motivated violence that is intended to send a message to the targeted group or nation. So it seems that the attack in Mali could very well have been just such an action as news of the victims has raised very serious questions about just what the motive for this heinous crime might have been.

    International media have now confirmed that at least nine of the 27 killed in the attack were Chinese and Russian. While this alone would indeed be curious, it is the identities and positions of those killed that is particularly striking. The three Chinese victims were important figures in China’s China Railway Construction Corporation (CRCC), while the Russians were employees of Russian airline Volga-Dnepr. That it was these individuals who were killed at the very outset of the attack suggests that they were the likely targets of what could perhaps rightly be called a terrorist assassination operation.
    But why these men? And why now? To answer these questions, one must have an understanding of the roles of both these companies in Mali and, at the larger level, the activities of China and Russia in Mali. Moreover, the targeted killing should be seen in light of the growing assertiveness of both countries against terrorism in Syria and internationally. Considering the strategic partnership between the two countries – a partnership that is expanding seemingly every day – it seems that the fight against terrorism has become yet another point of convergence between Moscow and Beijing. In addition, it must be recalled that both countries have had their share of terror attacks in recent years, with each having made counter-terrorism a central element in their national security strategies, as well as their foreign policy.

    And so, given these basic facts, it becomes clear that the attack in Mali was no random act of terrorism, but a carefully planned and executed operation designed to send a clear message to Russia and China.

    The Attack, the Victims, and the Significance

    On Friday November 20, 2015 a team of reportedly “heavily armed and well-trained gunmen” attacked a well known international hotel in Bamako, Mali. While the initial reports were somewhat sketchy and contradictory, in the days since the attack and siege that followed, new details have emerged that are undeniably worrying as they provide a potential motive for the terrorists.

    It is has since been announced that three Chinese nationals were killed at the outset of the attack: Zhou Tianxiang, Wang Xuanshang, and Chang Xuehui. Aside from the obviously tragic fact that these men were murdered in cold blood, one must examine carefully who they were in order to get a full sense of the importance of their killings. Mr. Zhou was the General Manager of the China Railway Construction Corporation’s (CRCC) international group, Mr. Wang was the Deputy General Manager of CRCC’s international group, and Mr. Chang was General Manager of the CRCC’s West Africa division. The significance should become immediately apparent as these men were the principal liaisons between Beijing and the Malian government in the major railway investments that China has made in Mali. With railway construction being one of the key infrastructure and economic development programs in landlocked Mali, the deaths of these three Chinese nationals is clearly both a symbolic and very tangible attack on China’s partnership with Mali.
    In late 2014, Mali’s President Ibrahim Boubacar Keita traveled to China to attend the World Economic Forum in Tianjin. On the sidelines of the forum the Malian president sealed a number of critical development deals with the Chinese government, the most high-profile of which were railway construction and improvement agreements. Chief among the projects is the construction of an $8 billion, 900km railway linking Mali’s capital of Bamako with the Atlantic port and capital of neighboring Guinea, Conakry. The project, seen by many experts as essential for bringing Malian mineral wealth to world markets, is critical to the economic development of the country. Additionally, CRCC was also tapped to renovate the railway connecting Bamako with Senegal’s capital of Dakar, with the project carrying a price tag of nearly $1.5 billion.

    These two projects alone were worth nearly $10 billion, while a number of other projects, including road construction throughout the conflict-ridden north of the country, as well as construction of a much needed new bridge in gridlock-plagued Bamako, brought the cumulative worth of the Chinese investments to near (or above) the total GDP for Mali ($12 billion in 2014). Such massive investments in the country were obviously of great significance to the Malian government both because of their economically transformative qualities, and also because they had solidified China as perhaps the single most dominant investor in Mali, a country long since under the post-colonial economic yoke of France, and military yoke of the United States.

    It seems highly implausible, to say the least, that a random terror attack solely interested in killing as many civilians as possible would have as its first three victims these three men, perhaps three of the most important men in the country at the time. But the implausible coincidences don’t stop there.

    Among the dead are also six Russians, all of whom are said to have been employees of the Russian commercial cargo airline Volga-Dnepr. While at first glance it may seem irrelevant that the Russian victims worked for an airline, it is in fact very telling as it indicates a similar motive to the killing of the Chinese nationals; specifically, Volga-Dnepr is, according to its Wikipedia page, “a world leader in the global market for the movement of oversize, unique and heavy air cargo…[It] serves governmental and commercial organizations, including leading global businesses in the oil and gas, energy, aerospace, agriculture and telecommunications industries as well as the humanitarian and emergency services sectors.” The company has transported everything from gigantic excavators to airplanes, helicopters, mini-factories, and power plants, not to mention heavy machines used in energy extraction.
    This fact is significant because it is quite likely, indeed probable, that the airline has been transporting much of the heavy, oversized equipment being used by the Chinese and other developers throughout the country. In effect, the Russian crew was part of the ongoing economic development and foreign investment in the country. And so, their killing, like that of the CRCC executives, is a symbolic strike against Chinese and Russian investment in the country. And perhaps even more importantly, the attack was a symbolic attack upon the very nature of Sino-Russian collaboration and partnership, especially in the context of economic development in Africa and the Global South.

    It would be worthwhile to add that Volga-Dnepr has also been involved in military transport services for NATO and the US until at least the beginning of the Ukraine conflict and Crimea’s reunification with Russia. Whether this fact has any bearing on the employees being targeted, that would be pure conjecture. Suffice to say though that Volga-Dnepr was no ordinary airline, but one that was integral to the entire economic development initiative in Mali. And this is really the key point: China and Russia are development partners for the former French colonial possession and US puppet state
    First appeared: http://journal-neo.org/2015/11/27/terror-in-mali-an-attack-on-china-and-russia/

  4. Elisabeth Studer 24 août 2016 à 00:48

    http://www.jeuneafrique.com/346057/economie/abdou-ndene-sall-senegal-va-construire-1-500-kilometres-de-lignes-ferroviaires-cinq-ans/

    Abdou Ndéné Sall : Le réseau de chemin de fer sénégalais est très dégradé. Durant la décennie passée, il a même été laissé quasiment à l’abandon. Conscient du rôle majeur que doit jouer ce secteur dans l’accroissement de la compétitivité de notre économie, le président Macky Sall compte développer un réseau ferroviaire articulé autour d’un maillage du territoire, adossé à des projets miniers et agricoles porteurs ou dédiés au désenclavement des régions naturelles de la Casamance et du Sénégal oriental.

    Des perspectives claires se dessinent ainsi pour le réseau ferroviaire dans le cadre du Plan Sénégal émergent (PSE). Après les rencontres à Pékin et à Paris lors de la réunion du Groupe consultatif en février 2014, un ambitieux programme de construction de 1 520 kilomètres de nouvelles lignes a été élaboré pour les cinq prochaines années, pour un coût global d’environ 1 390 milliards de F CFA (2,12 milliards d’euros).

    Il s’agit de moderniser des infrastructures ferroviaires entre Dakar et Thiès et de construire une double-voie à écartement standard, de la desserte de l’Aéroport international Blaise Diagne (AIBD) ; d’une nouvelle voie ferroviaire structurante de 1000 km à écartement standard entre Dakar-Tambacounda-Kédougou-Kéniéba-Bamako, communément appelée Dakar-Bamako par le Sud, ou encore de ligne NEPAD. Cette dernière permettra le transport des produits des mines de fer de la Falémé au Sénégal et des mines de bauxite et de fer de Falea au Mali, ainsi que le raccordement des nouvelles lignes Matam-Tambacounda pour l’exploitation des phosphates de Matam et Ziguinchor-Tambacounda pour désenclaver les régions sud et nord du pays.

    En plus, la ligne actuelle Dakar-Tambacounda-Kidira-Bamako sera entièrement réhabilitée. C’est un corridor extrêmement important pour ravitailler le Mali en produits divers à partir des opérations de transit du port de Dakar, et pour accéder au marché sous-régional de l’Uemoa.

    Certains projets comme la ligne Dakar Bamako Ferroviaire (DBF) ou le TER, sont lancés. D’autres non. Disposez-vous d’un échéancier précis concernant ces derniers ?

    Je voudrais d’abord faire la situation des projets déjà lancés.

    Le DBF est conduit par les gouvernements malien et sénégalais depuis la résiliation définitive du contrat de concession avec l’actionnaire majoritaire Advens, le 7 mars 2016. Elle a ouvert une perspective pour la mise en œuvre du nouveau schéma institutionnel à savoir la création de deux sociétés de patrimoine, propriété exclusive des deux États, d’une société d’exploitation commune aux deux pays, ainsi qu’une autorité de régulation.

    Il convient de rappeler que, dans la réforme envisagée, seule l’exploitation sera concédée. Pour la mise en œuvre stratégique opérationnelle du processus de relance du chemin de fer, une rencontre a déjà a eu lieu entre les deux États et les partenaires techniques et financiers comme la Banque mondiale, la Banque africaine de développement (BAD), l’Uemoa, l’Union européenne, etc.

    Nous avons signé un contrat avec le chinois CRCCI pour la réhabilitation de la ligne Dakar-Kidira pour un coût de 1,15 milliard d’euros.
    La Banque mondiale a déjà effectué plusieurs missions sanctionnées par la production d’aide-mémoires et fait un suivi de l’accord-cadre signé entre les deux États et la société China Railway Construction Corporation International (CRCCI). L’institution multilatérale veut s’assurer, en temps opportun, de la disponibilité des financements nécessaires.

    C’est d’ailleurs dans ce cadre que nous avons signé, en décembre dernier, un contrat commercial avec CRCCI pour la réhabilitation complète de la voie ferroviaire Dakar-Kidira pour un coût global de 754 milliards de F CFA financé par la Chine à un taux concessionnel maximum de 2 %, avec une durée de remboursement de 30 ans. Les travaux vont durer quatre ans et la ligne va transporter annuellement 6 millions de tonnes de marchandises et 2 millions de passagers.

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